Semmering Railway - Wikipedia, the free encyclopedia

Semmering Railway - Wikipedia, the free encyclopedia 

Semmering Railway 

From Wikipedia, the free encyclopedia 

Semmering Railway a 

UNESCO World Heritage Site 

State Party Austria 

Type Cultural 

Criteria ii, iv 

Identification #785 

Region b Europe 

Formal Inscription: 

a Name as officially inscribed on the WH List 

b As classified officially by UNESCO 

Inscription History 

1998 

22nd Session 

The Semmering Railway, Austria, which starts at Gloggnitz and leads over the Semmering to 

Mürzzuschlag is commonly referred to as the world's first mountain railway, especially given the very 

difficult terrain and difference in height. It was the first mountain railway in Europe built with a standard 

gauge track, and is still fully functional. The Semmering Railway is part of the Austrian Southern 

Railway. 

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Semmering Railway with 

surrounding mountain scenery 

The designer of the Semmering Railway, Carl Ritter von Ghega, 

used the newest technologies for the construction of locomotives, 

which were the first ones to handle the extreme upward gradients and 

turning radii. The Semmering Railway has an overall length of 41 

km and a difference in height of 460 m. It was constructed between 

1848 and 1854. The railway has 14 tunnels (among them the 1,431 m 

vertex tunnel), 16 viaducts (several two-story) and over 100 curved 

stone bridges as well as 11 small iron bridges. 60% of the length of 

the Semmering Railway has an upward gradient of 20-25‰. The distance is nearly throughout curved, 

whereby 16% of the distance exhibits the closest rail radius of 190 m. At the same time while building 

the track the retaining walls, buildings of supervision and stations were often built from the waste 

material of the tunnel construction. The geological material of the landscape was used directly to its 

structural organization. 

Semmering Railway at 

Mürzzuschlag, around 1900 

A large problem of the railway at the time of building was the fact 

that the measure of the distance for the draft could not be done 

correctly. New instruments and methods of surveying had to be 

developed for the accomplishment of this problem. The gradient ratio 

of up to 25‰ (= a meter difference in height on a 40 m route 

distance) and the minimum turning radius of 190 m in this order of 

magnitude were mastered for the first time. To the enterprise on this 

distance the construction of new locomotives were necessary, which 

could give substantial new impulses to the building of railways. The tunnels and the viaducts of the track 

were established by 20,000 workers in six years and represented for the time from the technical and 

from the organizational criterion a large achievement. 

The Semmering Railway was understood already at the present of their completion as "landscape 

gardening", i.e. as harmonious combination of technology and nature, which offered a unique travel 

experience. The Semmering Railway opened the landscape of the Semmering for tourism. Numerous 



buildings of hotels and mansions are witnesses of this epoch. This enormous upswing to the turn of the 

century and the revaluation of the region as winter sports area in the first third 20. Century were 

interrupted later first by wartime and by the changed vacation needs. Therefore this unique culture 

landscape could be kept unchanged. A trip on the Semmering Railway, whose route is still functioning 

150 years after its building, still turns out with its varied landscape, the typical buildings of mansions 

and the characteristic succession of viaducts and tunnel constructions as special experience. 

In 1998 the Semmering Railway was added to the list of the UNESCO World Heritage sites. 

See also 

● Culture of Austria 

External links 

● pictures from the Semmering Railway 

World Heritage Sites in Austria[hide] 

Fertö / Neusiedlersee Cultural Landscape (w/ Hungary) | Graz | Hallstatt-Dachstein Salzkammergut Cultural 

Landscape | Palace and Gardens of Schönbrunn | Salzburg | Semmering Railway | Vienna | Wachau Cultural 

Landscape 

Retrieved from "http://en.wikipedia.org/wiki/Semmering_Railway" 

Categories: World Heritage Sites in Austria | Historic civil engineering landmarks | Railway lines in 

Austria 

● This page was last modified 10:19, 1 April 2007. 

● All text is available under the terms of the GNU Free Documentation License. (See Copyrights 

for details.) 

Wikipedia® is a registered trademark of the Wikimedia Foundation, Inc., a US-registered 501(c) 



(3) tax-deductible nonprofit charity. 


Gotthard Rail Tunnel - Wikipedia, the free encyclopedia 

Gotthard Rail Tunnel 


The first Gotthard Tunnel, a 15 km long 

railway tunnel, is the summit of the 

Gotthardbahn and connects Göschenen with 

Airolo through the Gotthard massif. It is built as 

one double-track, standard gauge tunnel. 

The tunnel rises from the northern portal at 

Göschenen (1106 m) and the highest point 

(1151 m) is reached after about 8 km. After two 

more kilometers the border between canton of 

Entry 

Memorial for the dead workers 

Uri and canton Ticino is reached, and after another 5 km the tunnel ends at the southern portal near 

Airolo (1142 m). The trip takes about 11 minutes by train. 

Construction 

The tunnel was built from 1871 to 1881. Construction was surveyed by the Swiss engineer Louis Favre, 

who suffered a fatal heart attack inside the tunnel in 1879. Construction was difficult due to financial, 

technical and geological issues, the latter leading to the death of around 200 workers (the exact number 

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is not known) mainly due to water inrushes; many were also killed by the compressed air-driven lorries 

carrying excavated material out of the tunnel. A strike of the workers in 1875 was crushed by military 

force, killing four and wounding 13. 

There is a memorial for the dead workers near the station building at Airolo, created by the artist 

Vincenzo Vela. 

Operation 

The tunnel was finally opened for traffic in 1882, operated by the private railway company 

Gotthardbahn which ran from Lucerne to Chiasso at the Italian border. The Gotthardbahn was integrated 

into the Swiss Federal Railways in 1909. Shortly after, in 1920, the first electric trains ran through the 

Gotthard Tunnel; However, the voltage had to be reduced from the desired 15 kV to 7.5 kV, because the 

grime on the insulators from the then still used steam engines caused the high voltage to spark over. 

Until the opening of the Gotthard Road Tunnel the Swiss Federal Railways offered piggyback services 

for cars and trucks through the Gotthard Tunnel. Today that service exists as the Rollende Landstrasse 

from the German to the Italian border and aims to reduce truck traffic on Swiss expressways. An 

improvisational piggyback service from Göschenen to Airolo was offered during the two months closure 

of the Gotthard Road Tunnel in 2001. 

Neighbourhood 

The nearby Gotthard Road Tunnel was opened in 1980. A second railway tunnel, the Gotthard Base 

Tunnel is currently being constructed. 

Retrieved from "http://en.wikipedia.org/wiki/Gotthard_Rail_Tunnel" 

Categories: Railway tunnels | Tunnels in Switzerland | Rail transport in Switzerland 

● This page was last modified 19:34, 29 March 2007. 


for details.) 






New York and Harlem Railroad - Wikipedia, the free encyclopedia 

New York and Harlem Railroad 


New York and Harlem Railroad 

An 1847 map of Lower Manhattan; the only railroad in Manhattan at that time was the New York 

and Harlem Railroad. 

Locale New York City 

Dates of operation 

Track gauge 

Headquarters 

1832 – 1873 (main line) 

1832 – 1896 and 1920 – 1935 (streetcars) 

The New York and Harlem Railroad (now the Metro-North Railroad Harlem Line) was one of the first 

railroads in the United States, and possibly the first street railway, running north from Lower Manhattan 

to and beyond Harlem. The line was later truncated at Grand Central Terminal, with the rest becoming 

part of the Fourth Avenue Horse Car Line. The line became part of the New York Central Railroad 

system, with trackage rights granted to the New York, New Haven and Hartford Railroad into 

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Manhattan. It is now part of the Metro-North Railroad system, and the only Manhattan trackage of that 

system. 

Contents 

● 1 History 

❍ 1.1 The streetcar line 

● 2 External links 

● 3 References 

History 

The company was incorporated on April 25, 1831 as the New York and Haerlem Railroad Company, 

to link New York City with Harlem (specifically, the "power to construct a single or double railroad or 

way from any point on the northern boundaries of Twenty-third Street to any point on the Harlem River 

by the power and force of steam or of any mechanical or other power or any combination of them." The 

first section, along The Bowery from Prince Street north to 14th Street, opened on November 26, 1832. 

After that, the following sections opened: 

● June 10, 1833 - north along Fourth Avenue to 32nd Street 

● May 9, 1834 - north along Fourth Avenue to Yorkville, including the Murray Hill Tunnel 

● October 26, 1837 - north along Fourth Avenue to Harlem, including the Yorkville Tunnel 

● May 4, 1839 - south along The Bowery, Broome Street and Centre Street to City Hall at Centre 

Street and Park Row 

● September 3, 1842 - north to Williamsbridge 

● December 1, 1844 - north to White Plains 

● June 1, 1847 - north to Croton Falls 

● December 31, 1848 - north to Dover Plains 

● January 19, 1852 - north to Chatham Four Corners with a connection to the Albany and West 

Stockbridge Railroad, and trackage rights northwest to Albany 

● November 26, 1852 - south along Park Row to Astor House at Park Row and Broadway 

A branch was built to Port Morris for freight. 



Horses were used at first, but this was changed to steam north of 23rd Street. It was soon bought by 

Cornelius Vanderbilt. 

The New York City Common Council passed an ordinance on December 27, 1854, to take effect in 18 

months, barring the NY&H from using steam power south of 42nd Street, due to complains by abutters. 

Before that, the steam locomotives had run to 32nd Street. When the ordinance took effect, the NY&H 

had not done anything. After much debate, including an injunction issued preventing the city from 

enforcing the ordinance, the courts struck down the injunction on July 30, 1858. 

Between 1847 and 1856, a track was built in Grand Street between Centre Street and The Bowery (along 

with one block on The Bowery) for northbound trains. Southbound trains continued to use the old route. 

Grand Central Depot opened just north of 42nd Street in October 1871, and intercity passenger trains 

from the north were ended there. (Ironically, by this point, the first of the Manhattan els had opened on 

Ninth Avenue.) Freight trains continued to operate along the tracks south of Grand Central, as did 

streetcars (still turning off at 42nd). On April 1, 1873, the NY&H leased its freight lines to the New 

York Central and Hudson River Railroad, but the horse car line south of Grand Central remained 

separate. This eventually became the New York Central Railroad and then part of Penn Central and 

Conrail. Metro-North Railroad took over the line in 1983. 

The streetcar line 

In 1864 or 1865, a branch was added for trains between downtown and the 34th Street Ferry, running 

along 32nd Street, Lexington Avenue and 34th Street. This was the start of separate horse car service, 

running between Astor House and the ferry. 

On July 2, 1870, horse cars started to run not only to the 34th Street Ferry but to 73rd Street via Madison 

Avenue. These trains ran through the Murray Hill Tunnel and turned west on 42nd before going north on 

Madison (northbound cars used Vanderbilt Avenue to 44th Street). The line was soon extended to 86th 

Street and then to Harlem. 

The first electric streetcar open to passengers in New York City, a Julien electric traction car, was run on 



September 17, 1888 on the line to 86th Street. The line went back to using horses for a time, but 

switched to an underground third rail in 1897. 

On July 1, 1896, the Metropolitan Street Railway leased the streetcar lines. The New York City 

Railway, which leased the Metropolitan, went bankrupt in 1908 (?), and was sold to receivers, who gave 

the Fourth Avenue line back to the Metropolitan Street Railway for operation on July 31, 1908. The 

lease was terminated on January 31, 1920, and operation was returned to the NY&H. On October 10, 

1932, it was leased again, this time to the New York Railways Corporation, with the right to bustitute 

the lines. The stockholders voted to do this on February 19, 1934. An approximation of the route is now 

traveled by MTA New York City Transit's M1 bus. The Murray Hill Tunnel now carries two lanes of 

roadway, but not the buses. 

New York Central Railroad subsidiaries 

The New York Central was formed from 10 smaller companies in 1853, with leases on the Buffalo and 

Niagara Falls and Rochester and Lake Ontario. Its original system included the main line as well as the 

Auburn Road, Falls Road, Schenectady and Troy and Buffalo and Lockport. 

Lewiston (1854) - Niagara Bridge and Canandaigua (1858) 

In 1867 Cornelius Vanderbilt gained control of the New York Central. He already controlled the 

following lines: Hudson River - Harlem 

Canada Southern - Michigan Central - Spuyten Duyvil and Port Morris Railroad (1871) - Lake Shore 

(ca. 1877) - Geneva and Lyons (1878) - Nickel Plate (1882) - West Shore (1885) - Rome, Watertown 

and Ogdensburg Railroad (1891) - Putnam (1894) - Gardenville (1898) - Boston and Albany Railroad 


(1900) - Rutland (1904) - New York and Ottawa (1905) 

● The Harlem Line 

● 1863 Harlem Railway Speculation Affair 



References 

● Railroad History Database 

● Steam Below Forty-second-street, New York Times July 2, 1856 page 8 

● Railroad is King, New York Times, September 24, 1856 page 2 

● The Harlem Railroad Compant vs. The City and Police Commissioners, New York Times July 

31, 1858 page 4 

● General News, New York Times December 15, 1863 page 4 

● Our City Railroads, New York Times December 26, 1865 page 8 

● Madison Avenue Railway, New York Times July 3, 1870 page 5 

● Local News in Brief, New York Times November 1, 1871 page 8 

● New York's First Electric Car, New York Times September 18, 1888 page 8 

● Quicker Surface Transit, New York Times December 6, 1896 page 16 

● New York & Harlem Intact for Century, New York Times May 25, 1930 page 39 

Bus operators 

Routes 

Greater New York surface transit (buses and streetcars) 

[hide] 

New York : NYCTA/MaBSTOA • MTA Bus • LI Bus • Suffolk Transit • 

HART (Huntington) • Bee-Line System • Transport of Rockland • PART 

• Poughkeepsie Transit • Dutchess LOOP 

New Jersey : NJ Transit • A&C • Academy • Bergen Ave. IBOA • 

Broadway Bus • Lakeland • Red & Tan • Rockland Coaches 

Connecticut: CT Transit Stamford, New Haven, and Waterbury • 

Norwalk Transit • GBTA • HART (Danbury) 

New York : Bronx • Brooklyn • Manhattan • Queens • Staten Island • 

Express/multi-boro • Nassau • Putnam • Suffolk • Westchester 

New Jersey : Bergen/Passaic • Essex/Hudson/Union • Middlesex/ 

Monmouth • Morris County • Northern New Jersey to New York City 

Connecticut : Danbury • New Haven • Norwalk • Stamford 

MTA garages NYCTA • MTA Bus • MTA Long Island Bus 

Manhattan-Bronx-Brooklyn : 2nd Ave • 3rd Ave • 8th & 9th Aves • 

B&QT (BMT) • NY Railways 

Former streetcar operators 

Other : LIE • M&Q • NY&H • NY&LI • NY&NS • NY&QC • Ocean 

Electric • Public Service • Richmond • SI Midland • Steinway 

Former NY streetcar lines 

Other 

Bronx • Brooklyn • Manhattan • Queens • Staten Island • Long Island • 

Westchester 

NYCTA/MTA Bus fleet • New Jersey Transit fleet • MetroCard • Other 

NYC transit 



Retrieved from "http://en.wikipedia.org/wiki/New_York_and_Harlem_Railroad" 

Categories: Defunct railroad companies of the United States | Massachusetts railroads | New York 

railroads | Companies affiliated with the New York Central Railroad | Transportation in New York City | 

Streetcar lines in Manhattan | Railroads transferred to Conrail | 1831 establishments | 1983 

disestablishments 



for details.) 




Berlin Straßenbahn - Wikipedia, the free encyclopedia 

Berlin Straßenbahn 


Wikimedia Commons has media related to: 

Straßenbahn Berlin 

The Berlin Straßenbahn (Berlin Tramway) 

is one of the oldest and still today one of the largest tram 

networks in the world. It is operated by Berliner 

Verkehrsbetriebe (BVG) (Berlin Transport Services) 

which was founded in 1929. Today the standard gauge- 

network has a route length of 190.4 km and 380 stops. 

Since 1865 Berlin had a horse tramway. In 1881, the 

world's first electric tram line opened. Numerous private 

and municipal operating companies built new routes. So 

Modern two-directional tram cars of the type 

GT6NZ of the BVG 

at the end of the 19th century the network developed quite rapidly and the horse trams were changed 

into electric ones. Around 1930 the network had a route length of over 630 km and more than 90 lines. 

In 1929, all operating companies were unified into the BVG. After World War II, BVG was divided into 

an eastern and a western company, but again reunited in 1992. In West-Berlin, by 1967 all tram lines 

were shut down. With the exception of two lines being built after the German reunion, the Berlin tram 

only runs through the eastern part of the city. 

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Contents 

● 1 From horse bus to electric trams 

● 2 Great Variety of Companies until the formation of the BVG 

● 3 The Berlin Tramway since 1945 

● 4 Environment 

● 5 Further reading 

❍ 5.1 Literature (written parallel in English and German) 

❍ 5.2 Literature (in German) 

❍ 5.3 External links 

From horse bus to electric trams 

The public transport system of Berlin is the oldest one in 

Germany. Already in 1847, the first public line opened: The 

Concessionierte Berliner Omnibus Compagnie (Concessed 

Berlin Bus Company) operated the first horse bus line of the 

city from 1st of January of that year. Numerous additional 

companies launched into the growing market. In 1864, there 

were 36 bus companies in Berlin. 

Horse tram car of the Große Berliner 

Pferde-Eisenbahn, built in 1885 

In the following year, on June 22, 1865, the age of trams started in Germany. Berlin's first horse 

tramway line opened. It reached from Brandenburger Tor along today's Strasse des 17. Juni (17th of 

June-Road) to Charlottenburg. On 28th of August in the same year, it was extended along 

Dorotheenstraße to Kupfergraben near today's Museumsinsel (Museum Island). This terminal stop is 

still in service today. Alike the horse bus many companies followed the new development and built 

horse tram networks in all parts of the today's urban area. In 1873, a route from Rosenthaler Platz to the 

Gesundbrunnen (Health well) was opened, being operated by the new Große Berliner Pferde-Eisenbahn 

(Great Berlin Horse Tram) which would later become the dominating company in Berlin under the name 

of Große Berliner Straßenbahn (GBS) (Great Berlin Tram). 



On 16 May 1881, the region of Berlin again wrote transport 

history. In the village of Gross-Lichterfelde, which was 

incorporated into Berlin-Steglitz 39 years later, Werner von 

Siemens opened the world's first electric tramway. Firstly, the 

route was just a testing plant. Siemens named it an "elevated 

line taken down from its pillars and girders", because he 

wanted to build a network of electric elevated lines in Berlin. 

But the sceptical town council did not allow him to do this until 

1902, when the first elevated line opened. 

Electric motor car of the GBS, built in 

1901 

The electric tram in Gross-Lichterfelde was built in meter gauge and ran from today's suburban station 

East Lichterfelde to the cadet school in the Zehlendorfer Strasse (today Finckensteinallee). One trip cost 

more than an average hourly wage. The route was regauged to standard gauge in October 1925. 

The new development overran the old horse trams, and so the last horse tram was closed in Berlin in 

1910. 

Already by 18 December 1899, one was able to travel under ground, even under the Spree river: The 

Spreetunnel between Stralau and Treptow was opened by a tram company. Since the tunnel had some 

weaknesses, it had to be closed on 15 February 1932. From 1916 to 1951, the tram had a second tunnel, 

the Lindentunnel running under the well-known boulevard Unter den Linden. 

Great Variety of Companies until the formation of the BVG 

The history of tramway companies of the Berlin Strassenbahn 

is very complicated. Besides private companies which often 

changed due to takeovers, mergers, and bankruptcies, the cities 

of Berlin, Spandau, Köpenick, Rixdorf, the villages Steglitz, 

Mariendorf, Britz, Niederschönhausen, Friedrichshagen, 

Heiligensee und Französisch Buchholz, and the Kreis Teltow 



(Teltow county) had municipal tramway companies. 

The most important private operating company was the Große 

Motor car of type TD of the GBS, built in 

1912; behind it a car of Eastern BVG, 

built in Werdau in 1950 

Berliner Pferde-Eisenbahn (Great Berlin Horse Tramway), which called itself Große Berliner 

Straßenbahn (GBS) (Great Berlin Tramway) after starting the electrification and which bought nearly all 

other companies during the years. In 1920, the GBS merged with the municipal companies BESTAG 

and SSB to the Berliner Straßenbahn (Berlin Tramway), which was reorganized in 1929 into the newly- 

formed municipal Berliner Verkehrs-AG (BVG) (Berlin Transport Company). Besides the tramway, the 

BVG also took over the elevated and underground lines and the bus lines that were operated mostly by 

the Allgemeine Berliner Omnibus-Actien-Gesellschaft (ABOAG) (General Berlin Bus Company). 

The following table includes all companies that operated tramways in today's Berlin before the 

formation of the BVG. The background color of each line marks the traction which the respective 

company used to serve their lines at the time of the formation (blue = horse tram, yellow = steam tram, 

white = electric tram, red = benzole tram). 

First line 

opened 

1865/06/22 

1871/11/01 

1873/07/08 

1877/01/01 

1879/04/01 

Operating company 

Berliner Pferde- 

Eisenbahn-Gesellschaft 

(BPfEG) 

Westend-Terrain- 

Gesellschaft H. 

Quistorp & Co. 

Große Berliner Pferde- 

Eisenbahn (GBPfE) 

Neue Berliner 

Pferdebahn- 

Gesellschaft (NBPfG) 

Große Internationale 

Pferde-Eisenbahn- 

Gesellschaft (GIPfEG) 

Gauge 

(mm) 

Takeover 

date 

1435 1894/09/26 BChS 

1435 1878 BPfEG 

1435 1898/01/25 GBS 

1435 1900/01/01 GBS 

1435 1886 GBPfE 

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Taken over by Special remarks 

first horse tram in 

Germany 

founded already in 

March 1872


1881/05/16 

Electrische 

Straßenbahn der 

Gemeinde Groß- 

Lichterfelde 

1000 1895/03/04 ESGLSS 

1882/10/18 

Cöpenicker Pferde- 

Eisenbahn (CPE) 

1435 1903 SSC 

1885/06/13 

Pferde-Eisenbahn der 

Gemeinde Rixdorf 

1435 1887/01/01 GBPfE 

1886/05/05 Davy, Donath & Co. 1435 1888/12/22 BDK 

1887/08/06 


Gemeinde Mariendorf 

Wilmersdorf- 

Schmargendorfer 

1435 1888/01/01 GBPfE 

1888/05/18 Dampfstraßenbahn 

Reymer & Masch 

(WSD) 

Dampfstraßenbahn 

1435 1888/12/22 BDK 

1888/07/01 Groß-Lichterfelde - 

Seehof - Teltow 

1435 1891/05/31 DLSTS 

1888/12/22 

Berliner 

Dampfstraßenbahn- 

Konsortium (BDK) 

1891/05/17 Straßenbahn 

Friedrichshagen 

1891/05/31 

1891/06/04 

1891/08/01 

Dampfstraßenbahn 

Groß-Lichterfelde - 

Seehof - Teltow - 

Stahnsdorf 

Pferdebahn Tegeler 

Chaussee - Tegel 


Gemeinde Britz 

1435 1898/10/01 WBV 

1000 1906/12/16 SSC 

1435 1906/04/01 TKb 

1435 1891/06/04 GBPfE 

1435 1891/08/01 GBPfE 


world's first 

electric tramway 

also operated 

some horse trams 

in 1894 taken over 

by the village, 

electrificated and 

regauged to 

standard gauge as 

of the takeover by 

SSC


1892/06/05 

Spandauer Straßenbahn 

Simmel, Matzky & 

Müller (SpS) 

1000 1920/12/08 

Berliner 

Straßenbahn 

1892/07/01 


Gemeinde 

Niederschönhausen 

Berlin- 

1435 1892/07/01 GBS 

1894/09/26 Charlottenburger 

Straßenbahn (BChS) 

Elektrische 

Straßenbahnen Groß- 

1435 1919/05/15 GBS 

1895/03/04 Lichterfelde - Lankwitz 

- Steglitz - Südende 

(ESGLSS) 

1000 1906/04/01 TKb 

1895/09/10 Siemens & Halske 1435 1899/07/01 BESTAG 

1898/01/25 

Große Berliner 

Straßenbahn (GBS) 

1435 1920/10/01 


Berliner 

Straßenbahn 

on 1894/09/01 

management taken 

over by 

Allgemeine 

Deutsche 

Kleinbahn- 

Gesellschaft 

(ADKG), 

electrification 

finished on 

1896/03/18, from 

1899/03/04 

management by 

AEG, regauged to 

standard gauge on 

1907/10/26, 

bought by the city 

of Spandau on 

1909/07/01 


finished on 

1900/10/01 


finished on 

1902/12/15, 

bought by the 

Zweckverband 

Groß-Berlin on 

1909/09/20


1898/10/01 

1899/07/01 

1899/07/01 

1899/10/21 

1899/12/18 

1901/08/15 

1901/10/01 

1903 

July 1904 

Westliche Berliner 

Vorortbahn (WBV) 

Berliner Elektrische 

Straßenbahn-AG 

(BESTAG) 

Südliche Berliner 

Vorortbahn 

Straßenbahn Berlin- 

Hohenschönhausen 

Gesellschaft für den 

Bau von 

Untergrundbahnen 

(Straßenbahn 

Schlesischer Bahnhof - 

Treptow) (SST) 

Straßenbahn 

Niederschöneweide - 

Cöpenick (SNC) 

Gesellschaft für 

elektrische Hoch- und 

Untergrundbahnen in 

Berlin (tramway line 

Warschauer Brücke- 

Zentralviehhof) 

Städtische Straßenbahn 

Cöpenick (SSC) 


Gemeinde Französisch- 

Buchholz 

1435 1919/05/15 GBS 

1435 1920/12/01 

Berliner 

Straßenbahn 

1435 1919/05/15 GBS 

1435 1906/12/10 NBSNO 

1435 1909/06/22 

1435 1909/06/22 

Berliner 

Ostbahnen 

Berliner 

Ostbahnen 

1435 1928/04/01 BSBG 

1435 1920/10/01 GBS 

1435 1907/12/19 BESTAG 


also operated 

some horse trams, 


finished on 

1900/06/19 

opened the 

Spreetunnel 

on 1910/01/01 

tram line was sold 

to SSB, instead of 

it opening of a 

new tram line 

from Warschauer 

Brücke to 

Scharnweber-/ 

Gürtelstraße, later 

extended to 

Wagnerplatz 

(today 

Roedeliusplatz) in 

Lichtenberg 

electrification as 

of takeover by 

BESTAG


1905/12/03 

1906/04/01 

1906/12/10 

1908/03/23 

1908/07/01 


Gemeinde Steglitz 

Teltower Kreisbahnen 

(TKb) 

Neue Berliner 

Straßenbahn Nordost 

(NBSNO) 

Elektrische 

Straßenbahn Spandau- 

Nonnendamm 

Städtische 

Straßenbahnen Berlin 

(SSB) 

1435 1921/04/16 

1000/1435 1921/04/16 

Berliner 

Straßenbahn 

Berliner 

Straßenbahn 

1435 1910/05/03 NÖBV 

1435 1914/10/01 SpS 

1435 1920/10/01 

Berliner 

Straßenbahn 

1909/06/22 Berliner Ostbahnen 1435 1920/05/01 GBS 

1910/05/03 

Nordöstliche Berliner 

Vorortbahn (NÖBV) 

1435 1919/05/15 GBS 

1910/08/07 

Straßenbahn des 

Flugplatzes 

Johannisthal 

1912/03/09 Schmöckwitz-Grünauer 

Uferbahn 

1913/05/29 


Gemeinde Heiligensee 

an der Havel 

1435 October 1910 

1435 August 1924 

1435 1920/10/01 

service 

suspended 

Berliner 

Verkehrs- 

GmbH 

Berliner 

Straßenbahn 

1920/10/01 Berliner Straßenbahn 1000/1435 1923/09/10 BSBG 

1923/01/08 

1923/09/10 

August 1924 

Kleinbahn Spandau- 

West - Hennigsdorf 

Berliner Straßenbahn- 

Betriebs-GmbH 

(BSBG) 

Berliner Verkehrs- 

GmbH 

1435 1929/01/01 BVG 

1000/1435 1929/01/01 BVG 

1435 1925/03/01 BSBG 

steam tram of 

DLSTS was 

electrificated on 

1907/03/30 

founded by 

Siemens & Halske 

last horse tram in 

Berlin 


finished on 

1912/07/23 

meter gauge 

routes are of 

former TKb 


later by BVG 

meter gauge 

routes are of 

former TKb 

On the day of its formation, the BVG had 89 tramway lines, a network of 634 km length, over 4,000 



tramway cars, and more than 14,400 employees within the tramway section. An average tramway car 

ran over 42,500 kilometers per year. The Berlin tramway had more than 929 million passengers in 1929. 

At the end of 1929, the BVG already had 93 tramway lines. 

In the beginning of the thirties, the Berlin tramway network began to decline. After partial closing of the 

world's first electric tram in 1930, on 31 October 1934 the oldest tramway of Germany followed: the 

Charlottenburger Chaussee (today Straße des 17. Juni) was rebuilt by Nazi planners to a monumental 

East-West-Axis, the tramway had to leave. In 1938, there were still 71 tramway lines, 2,800 tram cars 

and about 12,500 employees. Consequently, the bus network was extended during this time. Since 1933, 

Berlin also had trolley busses. 

During World War II, some transport tasks were given back to the tramway to save oil. Thus an 

extensive transport of goods was established. Bombings (from March 1943 on) and the lack of personal 

and electricity caused the transport performance to decline. Due to the final fights for Berlin, the 

tramway system collapsed on 23 April 1945. 

The Berlin Tramway since 1945 

Environment 

The Berlin tram network is today the largest one in Germany, 

and, in spite of many cutbacks, one of the largest in the world. 

Around Berlin there are some additional tram companies that 

do not belong to the BVG: 

● the Potsdam Tramway, 

● the Strausberg Railway (which is in fact a tram line), 

● the Tramway Schöneiche-Rüdersdorf, and 

● the Woltersdorf Tramway. 

Motor car of type TWA2 of the BVG, 

built in 1927 

The last three companies are located in the eastern suburbs at the eastern edge of Berlin. Each of them 



has only one line. 

This article contains information from the German-language Wikipedia article Straßenbahn 

Berlin. 

Further reading 

Literature (written parallel in English and German) 

● Sigurd Hilkenbach, Wolfgang Kramer und Claude Jeanmaire: Berliner Straßenbahnen. Die 

Geschichte der Berliner Straßenbahn-Gesellschaften seit 1865 (Archive No. 6), Verlag 

Eisenbahn, Villigen AG (Schweiz), 1973, ISBN 3-85649-006-X 

● Sigurd Hilkenbach, Wolfgang Kramer und Claude Jeanmaire: Berliner Straßenbahngeschichte II. 

Ein Bericht über die Entwicklung der Straßenbahn in Berlin nach 1920 (Archive No. 31), Verlag 

Eisenbahn, Villigen AG (Schweiz), 1977, ISBN 3-85649-031-0 

● Sigurd Hilkenbach, Wolfgang Kramer und Claude Jeanmaire: Die Straßenbahnlinien im 

westlichen Teil Berlins. Der Wiederaufbau ab 1945 und die Stillegung im Westteil der Stadt bis 

1967. (2 Bände) (Archive Nos. 46/52), Verlag Eisenbahn, Villigen AG (Schweiz), 1986, ISBN 3- 

85649-046-9 

Literature (in German) 

● Arbeitsgemeinschaft Blickpunkt Straßenbahn e. V.: Straßenbahnatlas Deutschland 1996, Berlin, 

ISBN 3-926524-14-6 

● Denkmalpflege-Verein Nahverkehr Berlin e. V.: Rekowagen - Die etwas härtere Art, 

Straßenbahn zu fahren, Verlag GVE, Berlin, 1996, ISBN 3-89218-045-8 

● Denkmalpflege-Verein Nahverkehr Berlin e. V.: Historische Nahverkehrsfahrzeuge - Berlin und 

Brandenburg, Verlag GVE, Berlin, 2001, ISBN 3-89218-027-X 

● Denkmalpflege-Verein Nahverkehr Berlin e. V.: 100 Jahre »Elektrische« in Köpenick, Verlag 

GVE, Berlin, 2003, ISBN 3-89218-082-2 

● Sigurd Hilkenbach und Wolfgang Kramer: Die Straßenbahnen in Berlin, Alba, Duesseldorf, 

1994, ISBN 3-87094-351-3 

● Sigurd Hilkenbach und Wolfgang Kramer: Die Straßenbahn der Berliner Verkehrsbetriebe (BVG- 

Ost/BVB) 1949-1991, Transpress, Stuttgart, 1997, ISBN 3-613-71063-3 

● Wolfgang Kramer und Heinz Jung: Linienchronik der Elektrischen Straßenbahn von Berlin. (2 

volumes), Arbeitskreis Berliner Nahverkehr e. V., 1994 (Vol. 1), 2001 (Vol. 2) 

● Holger Orb und Tilo Schütz: Straßenbahn für ganz Berlin. Geschichte - Konzeption - Städtebau, 

Jaron Verlag, Berlin, 2000, ISBN 3-89773-024-3 




● bvg.de The web site of the operation company BVG. 

● chronik-berlin.de 

● berlin-straba.de 

● diegeschichteberlins.de 

● berliner-verkehr.de 

● tram in Berlin 

Retrieved from "http://en.wikipedia.org/wiki/Berlin_Stra%C3%9Fenbahn" 

Categories: Tram transport in Germany | Transport in Berlin 



for details.) 




Erie Railroad - Wikipedia, the free encyclopedia 

Erie Railroad 


This article is about the major railroad network owned by the Erie Railroad. For the never-built 

short line in northwest Pennsylvania (from Erie to Warren), see Erie Railroad (1836). 

Reporting marks ERIE 

Erie Railroad 

Locale Jersey City, NJ to Chicago, IL 

Dates of operation 1832 – 1960 

Successor line Erie Lackawanna 

Track gauge 

Headquarters 

4 ft 8½ in (1435 mm) (standard gauge), converted from 6 

ft (1829 mm) broad gauge on June 22, 1880 

The Erie Railroad (AAR reporting marks ERIE) was a railroad that operated in New York State, New 

Jersey, Pennsylvania, Ohio, Indiana and Illinois, connecting New York City with Lake Erie, and 

extending west to Cleveland, Ohio, Cincinnati, Ohio and Chicago. In 1960 it merged with the Delaware, 

Lackawanna and Western Railroad to form the Erie Lackawanna Railroad, becoming part of Conrail in 

1976. 

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Contents 

● 1 History 

❍ 1.1 New York and Erie Rail Road: 1832-1861 

❍ 1.2 Erie Railway: 1861-1875 

❍ 1.3 New York, Lake Erie and Western Railway: 1875-1893 

❍ 1.4 Erie Railroad: 1893-1960 

● 2 Locomotives 

● 3 Company officers 

● 4 See also 



History 

New York and Erie Rail Road: 1832-1861 

The New York and Erie Rail Road was 

chartered April 24, 1832 to connect the Hudson 

River at Piermont, north of New York City, west 

to Lake Erie at Dunkirk. On February 16, 1841 

the railroad was authorized to cross into the 

northeast corner of Pennsylvania on the west side 

of the Delaware River. Construction began in 

1834 plan 

1836, and it opened from Piermont to Goshen on September 23, 1841. After some financial problems, 

construction resumed in August 1846, and the next section, to Port Jervis, opened on January 7, 1848. 

Further extensions opened to Binghamton December 27, 1848, Owego January 1, 1849, and the full 

length to Dunkirk May 19, 1851. At Dunkirk steamboats continued across Lake Erie to Detroit, 

Michigan. 

The line was built as 6 foot (1829 mm) wide gauge; this was believed to be the best way to prevent 

traffic being lost to other lines. 



In 1848 the railroad built the Starrucca Viaduct, a stone railroad bridge over Starrucca Creek in 

Lanesboro, Pennsylvania which has survived and is still in use today. The viaduct is 1040 feet (317 m) 

long, 100 feet (30 m) high and 25 feet (8 m) wide at the top. It is the oldest stone rail bridge in 

Pennsylvania still in use. 

The Erie's charter was amended April 8, 1845 to allow the building of the Newburg Branch, running 

from the main line near Harriman north-northeast to Newburgh, also on the Hudson River. The branch 

opened January 8, 1850. It was later used as a connection to the New York and New England Railroad 

via a car float operation across the river. 

The Paterson and Ramapo Railroad and Union Railroad opened in 1848, providing a connection 

between the Erie at the village of Suffern in Ramapo and Jersey City, across the Hudson River from 

New York City. Through ticketing began in 1851, with a required change of cars at Ramapo due to the 

gauge break. In 1852 the Erie leased the two companies along with the Paterson and Hudson River 

Railroad, and Erie trains begin operating to the New Jersey Rail Road's Jersey City terminal on 

November 1853 after a third rail for wide gauge was finished. 

In 1852 the Buffalo and Rochester Railroad, part of the New York Central Railroad system, completed a 

new alignment between Buffalo and Batavia. The new alignment from Buffalo to Attica was sold to the 

Erie's Buffalo and New York City Railroad, a reorganization of the Attica and Hornellsville Railroad, 

and converted to the Erie's wide gauge. The extension from Attica southeast to Hornellsville opened on 

November 17, 1852, giving the Erie access to Buffalo, a better terminal than Dunkirk. 

The Erie began operating the Chemung Railroad in 1850; this provided a branch from Horseheads north 

to Watkins. The Canandaigua and Elmira Railroad opened in 1851 as a northern extension from Watkins 

to Canandaigua and was operated by the Erie until 1853. At this point, the Erie subleased the Chemung 

Railroad to the Canandaigua and Elmira. The C&E went bankrupt in 1857 and was reorganized in 1859 

as the Elmira, Canandaigua and Niagara Falls Railroad, at which time the Erie leased it again. The 

Chemung Railroad reverted to the Erie in 1858 during the bankruptcy. 



The Canandaigua and Niagara Falls Railroad 

continued this line beyond Canandaigua to North 

Tonawanda with trackage rights over the Buffalo 

and Niagara Falls Railroad to Niagara Falls and 

the Niagara Falls Suspension Bridge into 

Ontario. This was leased by the Canandaigua and 

Elmira from its opening in 1853 to 1858, when it 

1855 map 

went bankrupt, was reorganized as the Niagara Bridge and Canandaigua Railroad, and was leased by 

New York Central Railroad. The NYC converted it to standard gauge and blocked the Erie from it. 

Erie Railway: 1861-1875 

In August 1859 the company went into receivership due to the large costs of building, and on June 25, 

1861 it was reorganized as the Erie Railway. This was the first bankruptcy of a major trunk line in the 

U.S. 

In 1863 the Erie leased the Buffalo, New York and Erie Railroad and its subsidiary the Rochester and 

Genesee Valley Railroad, jointly operating it with the Pennsylvania Railroad's Northern Central 

Railway. The BNY&E had taken over the Buffalo and New York City Railroad in 1857 due to the Erie's 

bankruptcy, and the BNY&E used it west of Attica to reach Buffalo from its southeast end at Corning. 

The R&GV split from the main line at Avon, running north to Rochester. A joint through line was 

created between Philadelphia and Buffalo. At this time, the Northern Central leased the Elmira and 

Williamsport Railroad, forming the part of the line from Elmira south into Pennsylvania. After disputes 

due to charges of the Erie using its own line via Hornellsville (the B&NYC) too much, and problems 

with the gauge break at Elmira, this contract was cancelled in 1866. The Elmira, Jefferson and 

Canandaigua Railroad (and its Chemung Railroad) was transferred to the Northern Central, and a third 

rail was built to allow the Northern Central's standard gauge trains to operate over it. 

To restore access to the Niagara Falls Suspension Bridge, the Erie got the Suspension Bridge and Erie 

Junction Railroad chartered in 1868. The line opened in 1871, running from eastern Buffalo to 



Tonawanda and then alongside the New York Central Railroad's Buffalo and Niagara Falls Railroad to 

the bridge. The Erie International Railway, chartered 1872 and opened 1874, provided a branch to the 

International Bridge, and the Lockport and Buffalo Railway, chartered 1871 and opened 1879, provided 

a branch to Lockport. 

Three well-known financiers struggled for control of the company from the 1850s to the 1860s, Daniel 

Drew, Jay Gould and Cornelius Vanderbilt. Gould ultimately triumphed in this struggle, but was forced 

by poor public opinion to relinquish control in 1872, following his involvement in the 1869 gold-rigging 

scandal. 

In 1869, the railroad moved its main shops facilities from Dunkirk to Buffalo. Rather than demolishing 

the shops in Dunkirk, the facility was leased to Horatio G. Brooks, the former chief engineer of the 

NY&E who was at the controls of the first train into Dunkirk in 1851. Horatio Brooks used the facilities 

to begin Brooks Locomotive Works, which remained in independent business until 1901 when it was 

merged with seven other locomotive manufacturing firms to create ALCO. ALCO continued new 

locomotive production at this facility until 1934, then closed the plant completely in 1962. 

New York, Lake Erie and Western Railway: 1875-1893 

The Erie still did not see profits and via 

bankruptcy was sold in 1875 to become the New 

York, Lake Erie and Western Railway. 

Erie Railroad: 1893-1960 

In 1893 that railroad also went into bankruptcy 

reorganization, to emerge as the Erie Railroad. 

In 1938, the Erie Railroad was involved in the 

famous U.S. Supreme Court case of Erie R.R. v. 

Tompkins. The Erie doctrine, which governs the 

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1884 map


application of state law in federal diversity cases, is still taught in American law schools today. 

On September 15, 1948, the Cleveland Union Terminals Company allowed the Erie to use the Union 

Terminal adjacent to Terminal Tower in lieu of its old station. [1] 

The Erie Railroad merged with the Delaware, Lackawanna and Western Railroad in 1960. The new 

company became known as the Erie Lackawanna Railroad. 

Locomotives 

● L-1 0-8-8-0 pusher locomotive. 

● "Triplex" 2-8-8-8-2 pusher locomotive. 

This list is incomplete; you can help by expanding it. 

Company officers 

The following are the presidents of the Erie Railroad through its history: 

● Eleazer Lord (1833–1835) 

● James Gore King (1835–1839) 


● James Bowen (1841–1842) 

● William Maxwell (1842–1843) 

● Horatio Allen (1843–1844) 


● James Hooper (only for two months in 1845) 

● Benjamin Loder (1845–1853) 

● Homer Ramsdell (1853–1857) 

● Charles Moran (1857–1859) 

● Samuel Marsh (1859–1861) 

● Nathaniel Marsh (1861–1864) 

● Samuel Marsh (four months in 1864) 

● Robert H. Berdell (1864–1867) 

● John S. Eldridge (1867–1868) 

● Jay Gould (1868–1872) 



● John A. Dix (four months in 1872) 

● Peter H. Watson (1872–1874) 

● Hugh J. Jewett (1874–1884) 

● John King (1884–1894) 

● Eben B. Thomas (1894–1901) 

● Frederick D. Underwood (1901–1927) 

● John J. Bernet (1927–1929) 

● Charles Eugene Denney (1929–1939) 

● Robert E. Woodruff (1941–1949) 

● Paul W. Johnston (1949–1956) 

● Harry W. Von Willer (1956–1960) 

See also 

● Category:Erie locomotives 


● Western New York Railroad Archive 

● Erie page by the Erie Lackawanna Historical Society 

● Starrucca Viaduct 

● The Starrucca Viaduct today 

References 

● Hungerford, Edward. Men of Erie: A Story of Human Effort. New York: Random House, 1946. 

● Stratton, Fred, Erie Railroad presidents. Retrieved March 2, 2005. 

● Railroad History Database 

● Henry Whittemore, Fullfilment of the Remarkable Prophecies Relating to the Development of 

Railroad Transportation (1909) 

● PRR Chronology 

Current (operating) Class I railroads of North America 



United States: AMTK, BNSF, CSXT, GTW, KCS, NS, SOO, UP - Canada: CN, CP, VIA - Mexico: 

FXE, TFM, KCSM 

See also: List of USA/Canada/Mexico Class I Railroads, List of USA/Canadian Class II Railroads, 

Class III railroad, Class 2 Railroads in Canada, 

Short-line railroad, List of United States railroads, List of Canadian railroads, list of Mexican railroads 

Retrieved from "http://en.wikipedia.org/wiki/Erie_Railroad" 

Categories: Incomplete lists | Erie Railroad 

● This page was last modified 16:36, 22 January 2007. 


for details.) 




Jay Gould - Wikipedia, the free encyclopedia 

Jay Gould 


You might be looking for Stephen Jay Gould, the American biologist and author. 

Jason Gould (May 27, 1836 – December 2, 1892) was an American 

financier, who became a leading American railroad builder and 

speculator. 

Contents 

● 1 Birth and early career 

● 2 Marriage 

● 3 The Tweed Ring 

● 4 Black Friday 

● 5 Late career 

● 6 Death and legacy 

● 7 Timeline 





Birth and early career 

Jay Gould (1836-1892) 

Jason Gould, the son of John Burr Gould (1792–1866) and Mary More Gould (1798–1841), was born on 

a dairy farm in Roxbury, New York. Contrary to the assumptions of Henry Ford and Henry Adams, who 

presumed Gould to be a Jew, Gould's father was of British colonial ancestry, and his mother of Scottish 

ancestry. He studied at the Hobart Academy, but left at age 16 to work for his father in the hardware 

business. He continued to devote himself to private study, emphasizing surveying and mathematics. 

Gould later went to work in the lumber and tanning business in western New York and then became 

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involved with banking in Stroudsburg, Pennsylvania. In 1856, he published the History of Delaware 

County, New York. 

Marriage 

He married Helen Day Miller (1838-1889) in 1863 and had six children: 

● George Jay Gould I (1864–1923), married Edith M. Kingdon (1864–1921) 

● Edwin Gould I (1866–1933), married Sarah Cantine Shrady 

● Helen Gould (1868–1938), married Finlay Johnson Shepard (1867–1942) 

● Howard Gould (1871–1959), married Viola Katherine Clemmons on October 12, 1898; and later 

married actress Grete Mosheim in 1937 

● Anna Gould (1875–1961), married Paul Ernest Boniface, ("Boni") Comte de Castellane (1867- 

1932); and after a divorce married his cousin: Helie de Talleyrand-Perigord (1858–1937), 5th duc 

de Talleyrand, 5th duc de Dino, 4th Herzog von Sagan, and Prince de Sagan 

● Frank Jay Gould (1877–1956), married Helen Kelley; then Edith Kelly; and then Florence La 

Caze (1895–1983) 

The Tweed Ring 

It was during the same period that Gould and James Fisk became involved with Tammany Hall. They 

made Boss Tweed a director of the Erie Railroad, and Tweed, in return, arranged favorable legislation 

for them. Tweed and Gould became the subjects of political cartoons by Thomas Nast in 1869. In 

October 1871, when Tweed was held on $1 million bail, Gould was the chief bondsman. 

Black Friday 

In August 1869, Gould and Fisk began to buy gold in an attempt to corner the 

market, hoping that the increase in the price of gold would increase the price 

of wheat such that western farmers would sell, causing a great amount of 

shipping of breadstuffs eastward, increasing freight business for the Erie 

railroad. During this time, Gould used contacts with President Ulysses S. 

Grant's brother-in-law, Abel Corbin, to try to influence the president and his 

Secretary General Horace Porter. These speculations in gold culminated in 



the panic of Black Friday, on September 24, 1869, when the premium over 

face value on a gold Double Eagle fell from 62% to 35%. Gould made a 

nominal profit from this operation, but lost it in the subsequent lawsuits. The 

affair also cost him his reputation. 

Late career 

After being forced out of the Erie Railroad, Gould started, in 1879, to build 

up a system of railroads in the midwest by gaining control of four western railroads, including the Union 

Pacific and the Missouri Pacific Railroad. In 1880, he was in control of 10,000 miles (16,000 km) of 

railway, about one-ninth of the length of rail in the United States at that time, and, by 1882, he had 

controlling interest in 15% of the country's tracks. Gould withdrew from management of the UP in 1883 

amidst political controversy over its debts to the federal government, realizing a large profit for himself. 

Jay Gould in 1855 

Gould also obtained a controlling interest in the Western Union telegraph company, and, after 1881, in 

the elevated railways in New York City. Ultimately, he was connected with many of the largest railway 

financial operations in the United States from 1868-1888. During the Great Southwest Railroad Strike of 

1886 he hired strikebreakers; according to labor unionists, he said at the time, "I can hire one half of the 

working class to kill the other half." 

Death and legacy 

Gould died of tuberculosis on December 2, 1892 and was interred in the Woodlawn Cemetery in The 

Bronx, New York. His fortune was conservatively estimated $72 million for tax purposes. He left all of 

it to his family. The family mausoleum was designed by Francis O'Hara (1830-1900) of Ireland. 

In his lifetime and for a century after, Gould had a firm reputation as the most unethical of the 19th 

century American businessmen known as robber barons. Many times he allowed his rivals to believe 

that he was beaten, then sprang some legal or contractual loophole on them that completely reversed the 

situation and gave him the advantage. He pioneered the practice, now commonplace, of declaring 

bankruptcy as a strategic maneuver. He had no opposition to using stock manipulation and insider 



trading (which were then legal but frowned upon) to build capital and to execute or prevent hostile 

takeover attempts. As a result, many contemporary businessmen did not trust Gould and often expressed 

contempt for his approach to business. Even so, John D. Rockefeller named him as the most skilled 

businessman he ever encountered. 

The New York City press published many rumors about Gould that biographers passed on as fact. For 

example, they alleged that Gould's dealings in the tanning business drove his partner Charles Leupp to 

suicide. In fact, Leupp had episodes of mania and depression that psychiatrists would now recognize as 

indications of bipolar disorder, and his family knew that this, not his business dealings, caused his death. 

These biographers portrayed Gould as a parasite who extracted money from businesses and took no 

interest in improving them. Anti-semitism, in connection with Gould's name, motivated some of this 

hostility, even though he was born a Presbyterian and married an Episcopalian. 

More recent biographers, including Maury Klein and Edward Renehan, have reexamined Gould's career 

with more attention to primary sources. They have concluded that fiction often overwhelmed fact in 

previous accounts, and that despite his methods, Gould's objectives were usually constructive. 

At the time of his death, Gould was a benefactor in the reconstruction of the Reformed Church of 

Roxbury, now the Jay Gould Memorial Reformed Church.[1] 

Timeline 

● 1836 Birth of Jay Gould as Jason Gould 

● 1841 Death of Mary Moore Gould, mother 

● 1850 US Census with Jay Gould in Roxbury, New York 

● 1856 Publication of History of Delaware County 

● 1863 Marriage to Helen Day Miller (1838-1889) 

● 1864 Birth of George Jay Gould I, his son 

● 1866 Death of John Burr Gould, his father 

● 1866 Birth of Edwin Gould, his son 

● 1868 Birth of Helen Gould, his daughter 

● 1869 Black Friday 

● 1870 US Census in first Manhattan home 

● 1870 US Census in second Manhattan home 

● 1871 Birth of Howard Gould, his son 



● 1875 Birth of Anna Gould, his daughter 

● 1877 Birth of Frank Gould, his son 

● 1880 Purchase of Lyndehurst from the widow of George Merritt, shortening name to Lyndhurst 

● 1880 US Census with Jay Gould in Greenburgh, New York 

● 1889 Death of Helen Day Miller, his wife 

● 1892 Death of Jay Gould 

See also 

● List of personalities associated with Wall Street 

● Lyndhurst, his country estate on the Hudson River 

● Death of Jay Gould in the Brooklyn Eagle 

● List of America's richest people 

● Paragould 


● The Dark Genius of Wall Street: The Misunderstood Life of Jay Gould, King of the Robber 

Barons by Edward J. Renehan, Jr. - (2005) ISBN 0-465-06885-5 

● The Tycoons: How Andrew Carnegie, John D. Rockefeller, Jay Gould, and J.P. Morgan Invented 

the American Supereconomy by Charles R. Morris; Publisher: Times Books, 2005; ISBN 0-8050- 

7599-2 

References 

● New York Times; September 15, 1886; page 1; "George Gould marries" 

● New York Times; October 13, 1898; page 1; "Howard Gould marries" 

● New York Times; September 15, 1959; page 39; "Howard Gould dies here at 88; last surviving 

son of Jay Gould, rail financier -- yachtsman, auto racer" 


Wikiquote has a collection of quotations related to: 

Jay Gould 

Wikisource has original text related to this article: 

Jay Gould 


Jay Gould 



● Findagrave: Jay Gould 

● Obituary by the Iowa City Daily Citizen 

● Photo from the Library of Congress's George Grantham Bain Collection 

Retrieved from "http://en.wikipedia.org/wiki/Jay_Gould" 

Categories: 1836 births | 1892 deaths | Gould family | American Calvinists | American railroad 

executives of the 19th century | Deaths by tuberculosis | Woodlawn Cemetery, Bronx burials | History of 

the United States (1865–1918) | People from New York | Union Pacific Railroad 



for details.) 




Cornelius Vanderbilt - Wikipedia, the free encyclopedia 

Cornelius Vanderbilt 


Cornelius Vanderbilt I (May 27, 1794 – January 4, 1877), also 

known by the sobriquets The Commodore [1] [2] or Commodore 

Vanderbilt [3], was an American entrepreneur who built his wealth in 

shipping and railroads and was the patriarch of the Vanderbilt family. 

Vanderbilt was the fourth of nine children of Cornelius Vanderbilt and 

Phebe Hand, a family of modest means in Port Richmond on Staten 

Island in New York City. 

Cornelius Vanderbilt 

His great-great-great-grandfather, Jan Aertson, was a Dutch farmer from the village of De Bilt in 

Utrecht, the Netherlands, who immigrated to New York as an indentured servant in 1650. The Dutch 

"van der" (of the) was eventually added to Aertson's village name to create "van der bilt", which was 

eventually condensed to Vanderbilt. Most of Vanderbilt's ancestry was English, with his last ancestor of 

Dutch origin being Jacob Vanderbilt, his grandfather. Cornelius Vanderbilt's business was railroads. His 

company name was the Accessory Transit Company. ([4]). 

On December 19, 1813, Cornelius Vanderbilt married his cousin and neighbor, Sophia Johnson (1795- 

1868), daughter of his mother (Phebe Hand Vanderbilt)'s sister, Elizabeth Hand Johnson. He and his 

wife had 13 children, 12 of whom survived childhood. 

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Contents 

● 1 Ferry empire 

● 2 Rail empire 

❍ 2.1 Early rail interest 

❍ 2.2 New York Central Railroad 

❍ 2.3 Grand Central Depot 

❍ 2.4 Rivalry with Jay Gould 

● 3 Vanderbilt legacy 

❍ 3.1 Descendants 



Ferry empire 

As a young boy, Cornelius Vanderbilt worked on ferries in New York City, quitting school at age 11. By 

age 16 he was operating his own business, ferrying freight and passengers between Staten Island and 

Manhattan. 

If I had 

learned 

education, 

I would 

not have 

had time 

to learn 

anything 

else. 

— 

Cornelius 

Vanderbilt 

During the War of 1812, he received a government contract to supply the forts 

around New York City. He operated sailing schooners, which is where he 

gained his nickname of "Commodore." 

In 1818, he turned his attention to steamships. The New York legislature had 

granted Robert Fulton and Robert Livingston a thirty-year legal monopoly on 

steamboat traffic. That is, competition was forbidden by law. Working for 

Thomas Gibbons, Vanderbilt undercut the prices charged by Fulton and 

Livingston for service between New Brunswick, New Jersey, and Manhattan—an important link in trade 

between New York and Philadelphia. 

He avoided capture by those who sought to arrest him and impound the ship. Livingston and Fulton 



offered Vanderbilt a lucrative job piloting their steamboat, but Vanderbilt rejected the offer. He said "I 

don't care half so much about making money as I do about making my point, and coming out ahead." 

For Vanderbilt, the point was the superiority of free competition and the evil of government-granted 

monopoly. [1] Livingston and Fulton sued; the case went before the United States Supreme Court and 

ultimately broke the Fulton-Livingston monopoly on trade. 

In 1829, Vanderbilt struck out on his own to provide steam service on the Hudson River between 

Manhattan and Albany, New York. By the 1840s, he had 100 steamships plying the Hudson and was 

reputed to have the most employees of any business in the United States. 

During the 1849 California Gold Rush, he offered a shortcut via Nicaragua to California—shaving 600 

miles (960 km) at half the price of the Isthmus of Panama shortcut. 

Rail empire 

Early rail interest 

You have 

undertaken 

to cheat 

me. I 

won't sue 

you, for 

the law is 

too slow. I 

will ruin 

you. 

— 

Cornelius 

Vanderbilt, 

1853 - in 

a letter to 

former 

business 

associates 

Morgan & 

Garrison, 

the 

Vanderbilt's involvement with 

early railroad development led 

him into being involved in one of 

America's earliest rail accidents. 

On November 11, 1833, he was a 

passenger on a Camden & 

Cornelius Vanderbilt versus 

James Fisk ("Diamond Jim") in 

the famous rivalry with the Erie 

Railroad 

Amboy train that derailed in the meadows near Hightstown, New 

Jersey when a coach car axle broke because of a hot journal box. 

He spent a month recovering from injuries that included two 

cracked ribs and a punctured lung. Uninjured in this accident was 

former U.S. President John Quincy Adams, riding in the car ahead 

of the one that derailed. Sadly Quincy's son was killed in the 

accident. [5] 



partnership 

of Charles 

Morgan 

and C.K. 

Garrison. 

a director of the New York and Harlem Railroad ([7]). 

New York Central Railroad 

In 1844, Vanderbilt was elected as a director of the Long Island 

Rail Road, which at the time provided a route between Boston and 

New York City via a steamboat transfer ([6]). In 1857, he became 

In the early 1860s, Vanderbilt started withdrawing capital from steamships and investing in railroads. He 

acquired the New York and Harlem Railroad in 1862-63, the Hudson River Railroad in 1864, and the 

New York Central Railroad in 1867. In 1869, they were merged into New York Central and Hudson 

River Railroad. 

Grand Central Depot 

Main article: Grand Central Terminal 

In October 1871, Vanderbilt struck up a 

partnership with the New York and New Haven 

Railroad to join with the railroads he owned to 

consolidate operations at one terminal at East 

42nd Street called Grand Central Depot, which 

was the original Grand Central Terminal, where 

his statue reigns today. The glass roof of the 

depot collapsed during a blizzard on the same 

day Vanderbilt died in 1877. The station was not 

replaced until 1903-13. 

Rivalry with Jay Gould 

Looking out the north end of the Murray Hill Tunnel 

towards the station in 1880; note the labels for the New 

York, Harlem and New York, and New Haven 

Railroads; the New York Central and Hudson River was 

off to the left. The two larger portals on the right 

allowed some horse-drawn trains to continue further 

downtown. 

By 1873, he had extended the lines to Chicago, Illinois. Around this time Vanderbilt tried to gain control 



of the Erie Railroad, which brought him into direct conflict with Jay Gould, who was then in control of 

the Erie. Gould won the battle for control of the railroad by "watering down" its stock, which Vanderbilt 

bought in large amounts. Vanderbilt lost more than $7 million in his attempt to gain control, although 

Gould later returned most of the money. Vanderbilt was very accustomed to getting what he wanted, but 

it seems that he met his match in Jay Gould. Vanderbilt would later say of his loss "never kick a skunk". 

In fact this was not the last time that Gould would serve to challenge a Vanderbilt. Years after his 

father's death, William Vanderbilt gained control of the Western Union Telegraph company. Jay Gould 

then started the American Telegraph Company and nearly forced Western Union out of business. 

William Vanderbilt then had no choice but to buy out Gould, who made a large profit from the sale. 

Vanderbilt legacy 

Following his wife's death, Vanderbilt went to Canada where, on August 21, 1869, he married a cousin, 

a Ms. Crawford, from Mobile, Alabama. Ms. Crawford's great-grandfather, was a brother to Phebe Hand 

Vanderbilt (the Commodore's mother) and to Elizabeth Hand Johnson (the Commodore's former mother- 

in-law and maternal aunt). Ms. Crawford herself was 43 years younger than her husband-to-be, 

Vanderbilt. It was her nephew who convinced Cornelius Vanderbilt to commit funding for what would 

become Vanderbilt University. 

Ruthless in business, Cornelius Vanderbilt was said by some to have made few friends in his lifetime but 

many enemies. In his will, he disowned all his sons except for William, who was as ruthless in business 

as his father and the one Cornelius believed capable of maintaining the business empire. 

At the time of his death, aged 82, Cornelius Vanderbilt's fortune was estimated at more than US$100 

million. He willed US$95 million to son William but "only" US$500,000 to each of his eight daughters. 

His wife received US$500,000 in cash, their modest New York City home, and 2,000 shares of common 

stock in New York Central Railroad. 

Vanderbilt gave little of his vast fortune to charitable works, leaving the US$1 million he had promised 

for Vanderbilt University and $50,000 to the Church of the Strangers in New York City. He lived 

modestly, leaving his descendants to build the Vanderbilt houses that characterize America's Gilded Age. 



Descendants 

Main article: Vanderbilt family 

Cornelius Vanderbilt was buried in the family vault in the Moravian Cemetery at New Dorp on Staten 

Island. Three of his daughters and son, Cornelius Jeremiah Vanderbilt, contested the will on the grounds 

that their father had insane delusions and was of unsound mind. The unsuccessful court battle lasted 

more than a year, and Cornelius Jeremiah Vanderbilt committed suicide in 1882. 

Vanderbilt is the great-great-great grandfather of journalist Anderson Cooper. 

Children of Cornelius Vanderbilt & Sophia Johnson: 

1. Phebe Jane (Vanderbilt) Cross (1814-1878) 

2. Ethelinda (Vanderbilt) Allen (1817-1889) 

3. Eliza (Vanderbilt) Osgood (1819-1890) 

4. William Henry Vanderbilt (1821-1885) 

5. Emily Almira (Vanderbilt) Thorn (1823-1896) 

6. Sophia Johnson (Vanderbilt) Torrance (1825-1912) 

7. Maria Louisa (Vanderbilt) Clark Niven (1827-1896) 

8. Frances Lavinia Vanderbilt (1828-1868) 

9. Cornelius Jeremiah Vanderbilt (1830-1882) 

10. Mary Alicia (Vanderbilt) LaBau Berger (1834-1902) 

11. Catherine Juliette (Vanderbilt) Barker LaFitte (1836-1881) 

12. George Washington Vanderbilt (1839-1864) 

See also 

Railroads controlled by Vanderbilt 

● New York and Harlem Railroad (1863-) 

● Hudson River Railroad (1864-) 

● New York Central Railroad (1867-) 

● Canada Southern Railway (1873-) [8] 

● Lake Shore and Michigan Southern Railway (1873?-) 

● Michigan Central Railroad (1877-) [9] 



● New York, Chicago and St. Louis Railroad (Nickel Plate Road) (1882-) 

● West Shore Railroad (1885-) 

● Rome, Watertown and Ogdensburg Railroad 

● Mohawk and Malone Railroad 

● Fall Brook Railway 

● Beech Creek Railroad 

● Dunkirk, Allegheny Valley and Pittsburgh Railroad 

● Cleveland, Cincinnati, Chicago and St. Louis Railway 

● Lake Erie and Western Railroad 

● Pittsburgh and Lake Erie Railroad 

References 

● Burton W. Folsom, Jr., The Myth of the Robber Barons, Young America. 

● Robert Sobel The Big Board: A History of the New York Stock Market (1965) reprinted Beard 

Books (May 2000) ISBN 1-893122-66-2 

Retrieved from "http://en.wikipedia.org/wiki/Cornelius_Vanderbilt" 

Categories: 1794 births | 1877 deaths | American businesspeople | American entrepreneurs | American 

railroad executives of the 19th century | Dutch Americans | People from Staten Island | Shipping 

magnates | Vanderbilt family | Congressional Gold Medal recipients 



for details.) 




Atchison, Topeka and Santa Fe Railway - Wikipedia, the free encyclopedia 

Atchison, Topeka and Santa Fe Railway 


Atchison, Topeka and Santa Fe Railway 

Reporting marks ATSF 

ATSF system (shown in blue) at the time of the BNSF merger. 

Arizona, California, Colorado, Illinois, Iowa, Kansas, 

Locale Louisiana, Missouri, Nebraska, New Mexico, Oklahoma, 

and Texas 


Successor line BNSF 

Track gauge 4 ft 8½ in (1435 mm) (standard gauge) 

Headquarters Chicago, Illinois 

The Atchison, Topeka and Santa Fe Railway (AAR reporting marks ATSF), often abbreviated as Santa Fe, was one of the largest 

railroads in the United States. The company was first chartered in February, 1859. Although the railway was named in part for the capital of 

New Mexico, its main line never reached there as the terrain made it too difficult to lay the necessary tracks (Santa Fe was ultimately 

served by a branch line from Lamy, New Mexico). The Santa Fe's first tracks reached the Kansas/Colorado state line in 1873, and 

connected to Pueblo, Colorado in 1876. In order to help fuel the railroad's profitability, the Santa Fe set up real estate offices and sold farm 

land from the land grants that the railroad was awarded by Congress; these new farms would create a demand for transportation (both 

freight and passenger service) that was, quite conveniently, offered by the Santa Fe. 

Ever the innovator, Santa Fe was one of the pioneers in intermodal freight service, an enterprise that (at one time or another) included a 

tugboat fleet and an airline, the short-lived Santa Fe Skyway. A bus line allowed the company to extend passenger transportation service to 

areas not accessible by rail, and ferry boats on the San Francisco Bay allowed travellers to complete their westward journeys all the way to 

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the Pacific Ocean. The Atchison, Topeka and Santa Fe Railway officially ceased operations on December 31, 1996 when it merged with the 

Burlington Northern Railroad to form the Burlington Northern and Santa Fe Railway. 

Contents 

● 1 History 

❍ 1.1 Startup and initial growth 

❍ 1.2 Crossing the Rockies 

❍ 1.3 Facing the competition 

❍ 1.4 Expansion through mergers 

■ 1.4.1 Predecessors, subsidiary railroads, and leased lines 

❍ 1.5 The failed SPSF merger 

❍ 1.6 Merger into BNSF 


● 3 Passenger train service 

❍ 3.1 Regular revenue trains 

❍ 3.2 One-time and special trains 

● 4 Paint schemes and markings 

❍ 4.1 Steam locomotives 

❍ 4.2 Diesel locomotives, passenger 

❍ 4.3 Diesel locomotives, freight 

● 5 Ferry service 




History 

Startup and initial growth 

The railroad's charter, written single-handedly by Cyrus K. Holliday in January 1859, was approved by the 

state's governor on February 11 of that year as the Atchison and Topeka Railroad Company for the purpose 

of building a rail line from Topeka, Kansas, to Santa Fe, New Mexico, and then on to the Gulf of Mexico. On 

May 3, 1863, two years after Kansas gained statehood, the railroad changed names to more closely match the 

aspirations of its founder to the Atchison, Topeka and Santa Fe Railroad. The railroad broke ground in 

Topeka on October 30, 1868 and started building westward where one of the first construction tasks was to 

cross the Kaw River. The first section of track opened on April 26, 1869 (less than a month prior to completion 

of the First Transcontinental Railroad) with special trains between Topeka and Pauline. The distance was only 

6 miles (10 km), but the Wakarusa Creek Picnic Special train took passengers over the route for celebration in 

Pauline. 

Cyrus K. Holliday, the first 

president of the railroad. 

Crews continued working westward, reaching Dodge City on September 5, 1872. With this connection, the 

Santa Fe was able to compete for cattle transportation with the Kansas Pacific Railway. Construction 

continued, and the Santa Fe opened the last section of track between Topeka and the Colorado/Kansas border 



on December 23, 1873. The Santa Fe's tracks reached Pueblo, Colorado on March 1, 1876. Serving Pueblo 

opened a number of new freight opportunities for the railroad as it now could haul coal from Colorado 

eastward.(Early history)[1] 

Building across Kansas and eastern Colorado may have been technologically simple as there weren't many 

large natural obstacles in the way (certainly not as many as the railroad was about to encounter further west), 

but the Santa Fe found it almost economically impossible because of the sparse population in the area. To 

The Santa Fe trademark in combat this problem, the Santa Fe set up real estate offices in the area and vigorously promoted settlement 

the late 1800s incorporated across Kansas on the land that was granted to the railroad by Congress in 1863. The Santa Fe offered 

the British lion out of 

respect for the country's discounted passenger fares to anyone who travelled west on the railroad to inspect the land; if the land was 

subsequently financial assistance purchased in by the traveller, the railroad applied the passenger's ticket price toward the sale of the land. Now that the railroad 

building the railroad to 

had built California. across the plains and had a customer base providing income for the firm, it was time to turn its attention toward the difficult 

terrain of the Rocky Mountains. 

Crossing the Rockies 

Leadville was the most productive of all of the Colorado mining regions. Mining in the area 

began in 1859, first for gold and then two decades later for silver. Several of the Santa Fe's 

board of directors (along with President Strong) sought to capitalize on the need to supply the 

mining towns of Colorado and northern New Mexico with food, equipment, and other 

supplies. To that end, Santa Fe sought to extend its route westward from Pueblo along the 

Arkansas River, and through the Royal Gorge in 1877. Royal Gorge was a bottleneck along 

the Arkansas too narrow for both the Santa Fe and the Denver and Rio Grande Western 

Railroad to pass through, and there was no other reasonable access to the South Park area; 

thus, a race ensued to build rail access through the Gorge. Physical confrontations led to two 

years of armed conflict, essentially low-level guerrilla warfare between the two companies 

that came to be known as the Royal Gorge Railroad War. Federal intervention prompted an 

out-of-court settlement on February 2, 1880 in the form of the so-called "Treaty of Boston" 

wherein the D&RG was allowed to complete its line and lease it for use by the Santa Fe. The 

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 the AT&SF agreed to forgo its planned routes to 

Denver and Leadville. 

The D&RG mainline through the Royal Gorge 

in 1881. 

Also looking to the south, an initial outlay of $20,000 was authorized on February 26, 1878 for the construction of a rail line south from 

Trinidad in order to "..seize and hold Raton Pass." The location of the route was nearly as crucial to the venture's success as was the actual 

track construction. W. R. "Ray" Morley, a former civil engineer for the (D&RG) hired by the AT&SF in 1877, was given his first 

assignment to secretly plot a route through the pass (it was feared that any activity in the area would lead the D&RG to construct a narrow 

gauge line over the Pass). Additionally, Strong learned that the Southern Pacific Railroad (SP) had introduced legislation to block the Santa 

Fe's entry into New Mexico. Undaunted, Strong obtained a charter for the New Mexico and Southern Pacific Railroad Company and 

immediately sent A. A. Robinson to Raton Pass. From February to December of 1878 work crews struggled to build the line between La 



Junta and Raton, and the first Santa Fe train entered New Mexico on December 7. 

A map of "The Santa Fé Route" and subsidiary lines as published in an 1881 

issue of the Grain Dealers and Shippers Gazetteer. 

Facing the competition 

This section is a stub. You can help by expanding it. 

A comparison map prepared by the Santa Fe Railroad in 1921 

showing the "The Old Santa Fé Trail" (top) and the Atchison, 

Topeka and Santa Fe Railroad and its connections (bottom). 

While construction over the Rockies was slow and difficult due to the logistics 

involved, in some instances armed conflicts with competitors arose (such as 

with the D&RG in Colorado and New Mexico, and — after capturing the Raton 

Pass — the SP in Arizona and California, as exemplified in the "frog war" 

between SP and Santa Fe subsidiary the California Southern Railroad at Colton, 

California in September of 1883). The troubles for the railroad went far beyond 

skirmishes with rival railroads, however. In the late 1880s, George C. Magoun, 

who had worked his way to become Chairman of the Board of Directors for the 

railroad, was progressively losing his own health. In 1889 the railroad's stock An AT&SF passenger train in operation, circa 1895. 

price, which was closely linked in the public's eye with the successes of the railroad's chairman, fell from nearly $140 per share to around 

$20 per share. Magoun's health continued to deteriorate along with the stock price and Magoun died on December 20, 1893. The Santa Fe 

entered receivership three days later on December 23, 1893, with J. W. Reinhart, John J. McCook and Joseph C. Wilson appointed as 

receivers. 

Expansion through mergers 

A brief look at some key figures comparing the railroad's extent between 1870 and 1945 

shows just how much the railroad had grown: 

1870 1945 



Gross operating revenue $182,580 $528,080,530 

Total track length 62 miles (100 km) 13,115 miles (21,107 km) 

Freight carried 98,920 tons 59,565,100 tons 

Passengers carried 33,630 11,264,000 

Locomotives owned 6 1,759 

Unpowered rolling stock owned 141 

81,974 freight cars 

1,436 passenger cars 

Source: Santa Fe Railroad (1945), Along Your Way, Rand McNally, Chicago, Illinois. 

Predecessors, subsidiary railroads, and leased lines 

Santa Fe No. 2A, an EMD E1 is shown pulling 

the Super Chief on the cover of the railroad's 

1945 promotional publication "Along Your 

Way." 

● California, Arizona and Santa Fe Railway (1911-1963) — a non-operating subsidiary of the ATSF 

❍ Santa Fe, Prescott and Phoenix Railway (1892-1911) 

■ Arizona and California Railway (1903-1905) 

■ Bradshaw Mountain Railroad (1902-1912) — a non-operating subsidiary 

■ Prescott and Eastern Railroad (1897-1911) 

■ Phoenix and Eastern Railroad (1895-1908) 

● California Southern Railroad (1880-1906) — a subsidiary railroad chartered to build a rail connection between what has become the 

city of Barstow and San Diego, California 

● Grand Canyon Railway (1901-1942) — became an operating subsidiary of the ATSF in 1902 and a non-operating subsidiary in 

1924 

❍ Santa Fe and Grand Canyon Railroad (1897-1901) 

● Minkler Southern Railway Company (1913-1992?) — a subsidiary created to build the Porterville-Orosi District (Minkler to Ducor, 

California) 

● New Mexico and Arizona Railroad (1882-1897) — ATSF subsidiary; (1897-1934) non-operating SP subsidiary 

● New Mexico and Southern Pacific Railroad Company (1878-?) — a subsidiary created to lay track across the Raton Pass into New 

Mexico 

● Santa Fe Pacific Railroad (1897-1902) 

❍ Atlantic and Pacific Railroad (1880-1897) 

● Sonora Railway — became an operating subsidiary of the ATSF in 1879 

● Verde Valley Railway (1913-1942) — an ATSF "paper railroad" at Clarkdale, Arizona 

● Western Arizona Railway (1906-1931) — an ATSF subsidiary (Kingman – Chloride) 

❍ Arizona and Utah Railway (1899-1933) [2] 

The failed SPSF merger 

The Southern Pacific Santa Fe Railroad (SPSF) was a proposed merger between 

the parent companies of the Southern Pacific and Santa Fe railroads announced on 

December 23, 1983. As a part of the joining of the two firms, all of the rail and nonrail 

assets owned by Santa Fe Industries and the Southern Pacific Transportation 

Company was placed under the control of a holding company, the Santa Fe– 

Southern Pacific Corporation. The merger was subsequently denied by the 



Interstate Commerce Commission (ICC) on the basis that it would create too many 

duplicate routes. 

Santa Fe and Southern Pacific Railroad trains meet at 

Walong siding on the Tehachapi Loop in the late 1980s. 

The companies were so confident that the merger would be approved they began repainting locomotives and non-revenue rolling stock in a 

new unified paint scheme. After the ICC's denial, railfans joked that SPSF really stood for "Shouldn't Paint So Fast". While the Southern 

Pacific was sold off, all of the California real estate holdings were consolidated in a new company, Catellus Development Corporation, 

making it the State's largest private land owner. Some time later, Catellus would purchase the Union Pacific Railroad's interest in the Los 

Angeles Union Passenger Terminal (LAUPT). 

Merger into BNSF 

On December 31, 1996 the ATSF merged with the Burlington Northern Railroad to form the Burlington Northern and Santa Fe Railway. 

Some of the challenges resulting from the joining of the two companies included the establishment of a common dispatching system, the 

unionization of Santa Fe's non-union dispatchers, and incorporating the Santa Fe's train identification codes throughout. 


Presidents of the Atchison, Topeka and Santa Fe Railway: 

● Cyrus K. Holliday: 1860–1863 

● Samuel C. Pomeroy: 1863–1868 

● William F. Nast: September 1868 

● Henry C. Lord: 1868–1869 

● Henry Keyes: 1869–1870 

● Ginery Twichell: 1870–1873 

● Henry Strong: 1873–1874 

● Thomas Nickerson: 1874–1880 

● T. Jefferson Coolidge: 1880–1881 

● William Barstow Strong: 1881–1889 

● Allen Manvel: 1889–1893 

● Joseph Reinhart: 1893–1894 

● Aldace F. Walker: 1894–1895 

● Edward Payson Ripley: 1896–1920 

● William Benson Storey: 1920–1933 

● Samuel T. Bledsoe: 1933–1939 

● Edward J. Engel: 1939–1944 

● Fred G. Gurley: 1944–1958 

● Ernest S. Marsh: 1958–1967 

● John Shedd Reed: 1967–1986 

● W. John Swartz: 1986–1988 

● Mike Haverty: 1989–1991 

● Robert Krebs: 1991–1995 

Passenger train service 

The Santa Fe was widely known for its passenger train service in the first half of the 

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William Barstow Strong, president 1881-1889.


20th century. The Santa Fe introduced many innovations in passenger rail travel, 

among these the "Pleasure Domes" of the Super Chief (billed as the "...only dome car 

[s] between Chicago and Los Angeles" when they were introduced in 1951) and the 

"Big Dome"-Lounge cars and double-decker "Hi-Level" cars of the El Capitan, 

which entered revenue service in 1954. The Santa Fe was among the first railroads 

to add dining cars to its passenger train consists in 1891, following the examples of 

the Northern Pacific and Union Pacific Railroads. Dining along the Santa Fe was 

often a memorable experience, whether it be on-board in a dining car, or at one of 

the many Harvey House restaurants that were strategically located throughout the 

system. 

In general, the same train name was used for both directions of a particular train. 

The exceptions to this rule included the Chicagoan and Kansas Cityan trains (both 

names referred to the same service, but the Chicagoan was the eastbound version, 

while the Kansas Cityan was the westbound version), and the Eastern Express and 

West Texas Express. All of the Santa Fe's trains that terminated in Chicago did so at 

The cover of the railroad's November 29, 1942 

passenger timetable. Vignettes of the American 

Dearborn Station. Trains terminating in Los Angeles arrived at Santa Fe's La Grande Southwest and Native American people were common 

Station until May, 1939 when the Los Angeles Union Passenger Terminal (LAUPT) was opened. 

in Santa Fe advertising. 

To reach smaller communities, the railroad often operated Rail Diesel Cars (RDCs) for communities on the railroad, and bus connections 

were provided throughout the system via Santa Fe Trailways buses to other locations. These smaller trains generally were not named, only 

the train numbers were used to differentiate services. 

The ubiquitous passenger service inspired the title of the 1946 Academy-Award-winning Johnny Mercer tune "On the Atchison, Topeka 

and the Santa Fe." 

Regular revenue trains 

The Santa Fe operated the following named trains on regular schedules: 

● The Angel: San Francisco, California — Los Angeles, California — San Diego, California 

● The Angelo: San Angelo, Texas — Fort Worth, Texas (on the GC&SF) 

● The Antelope: Oklahoma City, Oklahoma — Kansas City, Missouri 

● Atlantic Express: Los Angeles, California — Kansas City, Missouri (this was the eastbound 

version of the Los Angeles Express). 

● California Express: Chicago, Illinois — Kansas City, Missouri — Los Angeles, California 

● California Fast Mail: Chicago, Illinois — Los Angeles, California — San Francisco, 

California 

● California Limited: Chicago, Illinois — San Francisco, California (via Los Angeles) 

● California Special: Los Angeles, California — Clovis, New Mexico 

● Cavern: Clovis, New Mexico — Carlsbad, New Mexico (connected with the Scout). 

● Centennial State: Denver, Colorado — Chicago, Illinois 

● Central Texas Express: Sweetwater, Texas — Lubbock, Texas 

● Chicagoan: Kansas City, Missouri — Chicago, Illinois (this was the eastbound version of the 



Kansas Cityan passenger train). 

● Chicago Express: Newton, Kansas — Chicago, Illinois 

● Chicago Fast Mail: San Francisco, California — Los Angeles, California — Chicago, Illinois 

● Chicago-Kansas City Flyer: Chicago, Illinois — Kansas City, Missouri 

● The Chief: Chicago, Illinois — Los Angeles, California 

● Eastern Express: Lubbock, Texas — Amarillo, Texas (this was the eastbound version of the 

West Texas Express). 

● El Capitan: Chicago, Illinois — Los Angeles, California 

● El Pasoan: El Paso, Texas — Albuquerque, New Mexico 

● El Tovar: Los Angeles, California — Chicago, Illinois (via Belen) 

● Fargo Fast Mail/Express: Belen, New Mexico — Amarillo, Texas — Kansas City, Missouri 

— Chicago, Illinois 

● Fast Fifteen: Newton, Kansas — Galveston, Texas 

● Fast Mail Express: San Francisco, California (via Los Angeles) — Chicago, Illinois 

● Golden Gate: Oakland, California — Bakersfield, California with coordinated connecting bus service to Los Angeles and San 

Francisco 

● Grand Canyon Limited: Chicago, Illinois — Los Angeles, California 

● The Hopi: Los Angeles, California — Chicago, Illinois 

● Kansas Cityan: Chicago, Illinois — Kansas City, Missouri (this was the westbound version of the Chicagoan passenger train). 

● Kansas City Chief: Kansas City, Missouri — Chicago, Illinois 

● Los Angeles Express: Chicago, Illinois — Los Angeles, California (this was the westbound version of the Atlantic Express). 

● The Missionary: San Francisco, California — Belen, New Mexico — Amarillo, Texas — Kansas City, Missouri — Chicago, Illinois 

● Navajo: Chicago, Illinois — San Francisco, California (via Los Angeles) 

● Oil Flyer: Kansas City, Missouri — Tulsa, Oklahoma 

● Overland Limited: Chicago, Illinois — Los Angeles, California 

● Phoenix Express: Los Angeles, California — Phoenix, Arizona 

● The Ranger: Kansas City, Missouri — Chicago, Illinois 

● The Saint: San Diego, California — Los Angeles, California — San 

Francisco, California 

● San Diegan: Los Angeles, California — San Diego, California 

● San Francisco Chief: San Francisco, California (via Los Angeles) — 

Chicago, Illinois 

● San Francisco Express: Chicago, Illinois — San Francisco, California (via 

Los Angeles) 

● Santa Fe de Luxe: Chicago, Illinois — Los Angeles, California — San 

Francisco, California 

● Santa Fe Eight: Belen, New Mexico — Amarillo, Texas — Kansas City, 

Missouri — Chicago, Illinois 

● The Scout: Chicago, Illinois — San Francisco, California (via Los Angeles) 

● South Plains Express: Sweetwater, Texas — Lubbock, Texas 

● Super Chief: Chicago, Illinois — Los Angeles, California 

● The Texan: Houston, Texas — New Orleans, Louisiana (on the GC&SF 

between Houston and Galveston, then via the Missouri Pacific Railroad 

between Galveston and New Orleans). 

● Texas Chief: Galveston, Texas (on the GC&SF) — Chicago, Illinois 

● Tourist Flyer: Chicago, Illinois — San Francisco, California (via Los Angeles) 

● The Tulsan: Tulsa, Oklahoma — Chicago, Illinois 

● Valley Flyer: Oakland, California — Bakersfield, California 

The Santa Fe often adorned the ends 

of its observation cars with 

"drumhead" logos bearing the names 

of its trains. In terminals such as 

Dearborn Station, bumper posts 

carried the logos as well, a practice 

that continued long after the railroad 

removed observations from its roster. 

All streamlined and special trains were placed on public 

display on the Pacific Electric tracks adjacent to Los 

Angeles' Exposition Park. Ventriloquist Edgar Bergen 

and his "sidekick" Mortimer Snerd pose in the cab of 

Santa Fe #51L, an ALCO PA unit, to mark its delivery 

to the railroad in 1946. 

● West Texas Express: Amarillo, Texas — Lubbock, Texas (this was the westbound version of the Eastern Express). 



The galley aboard former (now restored) Santa Fe 

dining car #1474, the Cochiti, which saw many years of 

service as a part of the Super Chief. 

One-time and special trains 

A map depicting the "Grand Canyon Route" of the Atchison, Topeka and Santa Fe 

Railway circa 1901. 

Occasionally, a special train was chartered to make a high-profile run over the Santa Fe's track. These specials were not included in the 

railroad's regular revenue service lineup, but were intended as one-time (and usually one-way) traversals of the railroad. Some of the more 

notable specials include: 

● Cheney Special: Colton, California — Chicago, Illinois (a one-time train that ran in 1895 on behalf of B.P. Cheney, a director of the 

Santa Fe). 

● Clark Special: Winslow, Arizona — Chicago, Illinois (a one-time train that ran in 1904 on behalf of Charles W. Clarke, the son of 

then Arizona senator William Andrew Clark). 

● 

David B. Jones Special: Lake Forest, Illinois— Los Angeles, California (a one-time, 

record-breaking train that ran in 1923on behalf of the president of the Mineral Point 

Zinc Company). 

● Huntington Special: Argentine, Kansas — Chicago, Illinois (a one-time train that ran 

in 1899 on behalf of Collis P. Huntington). 

● H.P. Lowe Special: Chicago, Illinois — Los Angeles, California (a one-time, recordbreaking 

train that ran in 1903 on behalf of the president of the Engineering Company 

of America). 

● Miss Nelly Bly Special: San Francisco, California — Chicago, Illinois (a one-time, 

record-breaking train that ran in 1890 on behalf of Nellie Bly, a reporter for the New 

York World newspaper). 

● Peacock Special: Los Angeles, California — Chicago, Illinois (a one-time train that 

ran in 1900 on behalf of A.R. Peacock, vice-president of the Carnegie Steel and Iron 

Company). 

● Scott Special: Los Angeles, California — Chicago, Illinois (the most well-known of 

Santa Fe's "specials," also known as the Coyote Special, the Death Valley Coyote, and 

the Death Valley Scotty Special; a one-time, record-breaking train that ran in 1905, 

essentially as a publicity stunt). 

A promotional brochure for the Santa Fe 

Railway's Scott Special passenger train. 

● Wakarusa Creek Picnic Special: Topeka, Kansas — Pauline, Kansas (a one-time train that took picnickers on a 30-minute trip, at a 

speed of 14 miles-per-hour, to celebrate the official opening of the line on April 26, 1869). 

Paint schemes and markings 



Steam locomotives 

Santa Fe #5000, the 2-10-4 "Madame Queen," waits on a 

Ricardo, New Mexico siding to meet an eastbound train in March, 

1943. 

Diesel locomotives, passenger 

Santa Fe #3751, a restored 4-8-4 originally built by Baldwin 

Locomotive Works in 1927, passes through San Bernardino in 

January, 1999. 

Santa Fe's first set of diesel-electric passenger locomotives 

was placed in service on the Super Chief in 1936, and 

consisted of a pair of blunt-nosed units (EMD 1800 hp B-B) 

designated as Nos. 1 and 1A. The upper portion of the sides 

and ends of the units were painted gold, while the lower 

The 1926 Chief 

section was a dark olive green color; an olive stripe also ran "drumhead" logo. 

along the sides and widened as it crossed the front of the 

locomotive. 

AT&SF diesel-electric units Nos. 1 and 1A stop in Los 

Angeles, California wear their modified Golden Olive 

paint scheme in May of 1936. 

Riveted to the sides of the units were metal plaques bearing a large "Indian Head" 

logo, which owed its origin to the 1926 Chief "drumhead" logo. "Super Chief" was emblazoned on a plaque located on the front. The 

rooftop was light slate gray, rimmed by a red pinstripe. This unique combination of colors was referred to as the Golden Olive paint 

scheme [3] [4]. Before entering service, Sterling McDonald's General Motors "Styling Department" augmented the look with the addition 

of red and blue striping along both the sides and ends of the units in order to enhance their appearance. 

In a little over a year the EMD E1 (a new and improved streamlined locomotive) would be pulling Super Chief and other passenger 

consists, resplendent in the now-famous Warbonnet paint scheme devised by Leland Knickerbocker of the GM "Art and Color Section." 

Reminiscent of a Native American ceremonial headdress, the scheme consisted of a red "bonnet" which wrapped around the front of the 

unit, that was bordered by a yellow stripe and black pinstripe. The extent of the bonnet varied according to the locomotive model, and was 

largely determined by the shape and length of the carbody. The remainder of the unit was either painted silver or was comprised of 



stainless steel panels. 

All units wore a nose emblem consisting of an elongated yellow "Circle and Cross" emblem with integral "tabs" on the nose and the sides, 

outlined and accented with black pinstripes, with variances according to the locomotive model. "SANTA FE" was displayed on the 

horizontal limb of the cross in black, Art Deco-style lettering. This emblem has come to be known as the "cigar band" due to its uncanny 

resemblance to the same. On all but the "Erie-built" units (which were essentially run as a demonstrator set), U28CGs, U30CGs, and FP45s, 

a three-part yellow and black stripe ran up the nose behind the band. 

A "Circle and Cross" motif (consisting of a yellow field, with red quadrants, outlined in black) was painted around the side windows on "asdelivered" 

E1 units. Similar designs were added to E3s, E6s, the DL109/110 locomotive set, and ATSF 1A after it was rebuilt and 

repainted. The sides of the units typically bore the words "SANTA FE" in black, 5"– or 9"–high extra extended Railroad Roman letters, as 

well as the "Indian Head" logo [5] [6], with a few notable exceptions. 

Railway identity on diesel locomotives in passenger service: 

Locomotive Type "Indian Head" "Circle and Cross" "Santa Fe" Logotype Starting Year Comments 

ATSF 1 and 1A Yes Yes* Yes No 1937 

"Circle and Cross" added to No. 1 after 

rebuild in May 1938 

EMD E1, E3, & E6 Yes* Yes Yes No 1937 

"Indian Head" added to B units at a later 

date 

ALCO DL109/110 Yes* Yes Yes No 1941 No "Indian Head" on B unit 

EMD FT Yes* No Yes No 1941 


date 

ALCO PA / PB Yes* No Yes No 1946 


date 

EMD F3 Yes* No Yes No 1946 "Indian Head" on B units only 

FM Erie-built Yes* No Yes* No 1947 

"Indian Head" and "SANTA FE" on A 

units only 

EMD F7 Yes* No Yes* No 1949 

"Indian Head" on B units only; "SANTA 

FE" added in 1954 

EMD E8 Yes* No Yes No 1952 "Indian Head" on B units only 

GE U28CG No No No Yes 1967 

"Santa Fe" logotype in large, red 

"billboard"-style letters 

GE U30CG No No Yes* No 1967 

5"–high non-extended "SANTA FE" 

letters 

EMD FP45 No No Yes* No 1967 9"–high "SANTA FE" letters 

Source: Pelouze, Richard W. (1997). Trademarks of the Santa Fe Railway. The Santa Fe Railway Historical and Modeling Society, Inc., Highlands Ranch, CO. pp. 

47–50. 

In later years, Santa Fe adapted the scheme to its gas-electric "doodlebug" units [7]. The standard for all of Santa Fe's passenger 

locomotives, the Warbonnet is considered by many to be the most recognized corporate logo in the railroad industry. Early in the Amtrak 

Era, Santa Fe embarked on a program to paint over the red bonnet on its F units that were still engaged in hauling passenger consists with 

yellow (also called Yellowbonnets) or dark blue (nicknamed Bluebonnets) as it no longer wanted to project the image of a passenger carrier. 



Santa Fe #300C, an EMD 

F7A unit photographed in 

1972, wears the 

conventional Warbonnet 

scheme. Due to space 

limitations, the "Indian 

Head" logo was omitted 

from FTA/F3A/F7A units. 

Diesel locomotives, freight 

An EMD F7B unit, 

photographed in December, 

1976 carries the Santa Fe 

"Indian Head" logo. 

"SANTA FE" was added 

to FTB/F3B/F7B units, 

below and just behind the 

icon, in 1954. 

Diesel locomotives used as switchers between 1934 and 

1960 were painted black, with just a thin white or silver 

horizontal accent stripe (the sills were painted 

similarly). The letters "A.T.& S.F." were applied in a 

small font centered on the sides of the unit, as was the 

standard blue and white "Santa Fe" box logo. After 

World War II, diagonal white or silver stripes were 

added to the ends and cab sides to increase the visibility 

at grade crossings (typically referred to as the Zebra 

Stripe scheme). "A.T.& S.F." was now placed along the 

sides of the unit just above the accent stripe, with the 

blue and white "Santa Fe" box logo below. 

A GE U28CG displays a 

variation in the standard 

Warbonnet passenger 

scheme. Note that the 

"Santa Fe" logotype is 

displayed in large, red 

"billboard"-style letters and 

the lack of yellow and 

black striping. 

Santa Fe's blue and white 

"box" logo adorned many 

of the railroads early diesel 

locomotives. A dark blue 

logo on a yellow 

background was adopted in 

1960 and retained until 

1974. 

Santa Fe FT locomotive set #144LABC, wearing the 

blue and yellow Cat Whiskers paint scheme, pass near 

Belen, New Mexico in January of 1947. 

Due to the lack of abundant water sources in the American desert, the Santa Fe was among the first railroads to receive large numbers of 

streamlined diesel locomotives for use in freight service, this in the form of the EMD FT. For the first group of FTs delivered between 

December, 1940 and March, 1943 (#100–#119) the railroad selected a color scheme consisting of dark blue accented by a pale yellow stripe 

up the nose, and pale yellow highlights around the cab and along the mesh and framing of openings in the sides of the engine compartment; 

a thin, red stripe separated the blue areas from the yellow. 

Because of a labor dispute with the Brotherhood of Locomotive Engineers, who insisted that every cab in a diesel-electric locomotive 



consist must be manned, FT sets #101-#105 were delivered in A-B-B-B sets, instead of the A-B-B-A sets used by the rest of the Santa Fe's 

FTs. The Santa Fe quickly prevailed in this labor dispute, and FT sets #106 on were delivered as A-B-B-A sets. 

The words "SANTA FE" were applied in yellow in a 5"–high extended font, and centered on the nose was the "Santa Fe" box logo 

(initially consisting of a blue cross, circle, and square painted on a solid bronze sheet, but subsequently changed to baked steel sheets 

painted bronze with the blue identifying elements applied on top). Three thin, pale yellow stripes (known as Cat Whiskers) around the cab 

sides. In January, 1951 Santa Fe revised the scheme to consist of three yellow stripes running up the nose, and the addition of a blue and 

yellow Cigar Band (similar in size and shape to that applied to passenger units); the blue background and elongated yellow "SANTA FE" 

lettering were retained. 

The years 1960 to 1972 saw non-streamlined freight locomotives sporting the Billboard color scheme (sometimes referred to as the 

Pinstripe scheme) wherein the units were predominantly dark blue with yellow ends and trim, with a single yellow accent pinstripe. The 

words "Santa Fe" were applied in yellow in a large serif font (logotype) to the sides of the locomotive below the accent stripe (save for 

yard switchers which displayed the "SANTA FE" in small yellow letters above the accent stripe, somewhat akin to the Zebra Stripe 

arrangement). 

AT&SF #2315, an ALCO 

HH1000 yard switcher 

photographed on April 7, 

1940 wears an early, 

minimalist (almost entirely 

black) color scheme. 

A museum restoration of 

Kennecott Copper 

Corporation #103 (an Alco 

model RS-2) now bears the 

#2098 and the AT&SF 

Zebra Stripe paint scheme. 

Santa Fe #103, and EMD 

FT unit decorated in the 

Cat Whiskers scheme, 

receives service during 

World War II. 

Santa Fe #543, a preserved 

FM H-12-44TS road 

switcher, displays the 

switcher version of the blue 

and yellow Billboard paint 

scheme in November, 1986. 

From 1972 to 1996, and even on into the BNSF era, the company adopted a new paint scheme often known among railfans as the 

Yellowbonnet which placed more yellow on the locomotives (reminiscent of the company's retired Warbonnet scheme), the goal again to 

ensure higher visibility at grade crossings. The truck assemblies, previously colored black, now received silver paint. 

In June, 1989 Santa Fe resurrected the Warbonnet and applied the scheme in a modified fashion to two EMD FP45 units, #5992 and #5998 

(this time, displaying "Santa Fe" in large, "billboard"-style red letters across the side). The units were re-designated as #101 and #102 and 

reentered service on July 4, 1989 as part of the new "Super Fleet" (the first Santa Fe units to be so decorated for freight service). The six 

remaining FP45 units were thereafter similarly repainted and renumbered. From that point forward, all new locomotives wore the red and 

silver, and many retained this scheme after the Burlington Northern Santa Fe merger, some with "BNSF" displayed across their sides. 



For the initial deliveries of factory new "Super Fleet" equipment, the Santa Fe took delivery of the EMD GP60M, GP60B and General 

Electric B40-8W, which made the Santa Fe the only US Class I railroad to operate 4-axle (B-B) freight locomotives equipped with the 

North American Safety Cab. These units were intended for high-speed intermodal service, but towards the final days of the Santa Fe, could 

be found working local trains and branchline assignments. 

Santa Fe #3332, an EMD 

GP35, displays the blue 

and yellow Billboard 

freight color scheme as it 

climbs out of the Cajon 

Junction in 1977. 

EMD FP45s, such as Santa 

Fe #5923 (shown here in 

1972) wore the Billboard 

blue and yellow in much 

the same manner as Santa 

Fe's F units did. 

Santa Fe #2509, a CF7 

locomotive that has been 

repainted in the 

Yellowbonnet freight 

livery, pauses in Santa 

Ana, California in 1976. 

A trio of General Electric 

"Dash 8" locomotives are 

resplendent in the silver 

and red Warbonnet paint 

scheme of the Santa Fe's 

"Super Fleet" (SRS) in 

October, 1994. 

Several experimental and commemorative paint schemes emerged during the Santa Fe's diesel era. One combination was developed and 

partially implemented in anticipation of a merger between the parent companies of the Santa Fe and Southern Pacific (SP) railroads in 

1984. The red, yellow, and black paint scheme (with large red block letters "SF" on the sides and ends of the units) of the proposed 

Southern Pacific Santa Fe Railroad (SPSF) has come to be somewhat derisively known among railfans as the Kodachrome livery due to the 

similarity in colors to the boxes containing slide film sold by the Eastman Kodak Company under the same name (Kodachrome film was 

one of the preferred brands in use by railfans). A common joke among railfans is that "SPSF" really stands for "Shouldn't Paint So Fast." 

Though the merger application was subsequently denied by the ICC, locomotives bearing this color scheme can still be found occasionally 

in lease service. 

Santa Fe #9536 carries the experimental Kodachrome 

paint scheme in April, 1988. 

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Santa Fe #5704, one of five EMD model SD45-2s 

specially decorated in red, white, and blue to


Ferry service 

commemorate America's Bicentennial, leads the Super 

C high-speed intermodal train. 

The Santa Fe maintained and operated a fleet of three passenger ferry boats (the 

San Pablo, the San Pedro, and the Ocean Wave) that connected Oakland with San 

Francisco by water. The ships traveled the eight miles between the San Francisco 

Ferry Terminal and the railroad's Point Richmond terminal across the Bay. The 

service was originally established as a continuation of the company's named 

passenger train runs such as the Angel and the Saint. The larger two ships (the San 

Pablo and the San Pedro) carried Fred Harvey Company dining facilities. 

The rival Southern Pacific Railroad owned the world's largest ferry fleet (which 

was subsidized by other railroad activities), at its peak carrying 40 million 

The Santa Fe's San Pablo ferry plies the waters of San 

passengers and 60 million vehicles annually aboard 43 vessels. Santa Fe 

Francisco Bay in the early 20th century. discontinued ferry service in 1933 due to the effects of the Great Depression; the 

construction of the San Francisco-Oakland Bay Bridge initiated the slow decline in 

demand for SP's ferry service, which was eventually discontinued as well. 

References 

● Baker Library Historical Collections, Atchison, Topeka and Santa Fe Railroad Records, 1879-1896. Retrieved May 10, 2005. 

● Berkman, Pamela, ed. (1988). The History of the Atchison, Topeka and Santa Fe. Brompton Books Corp., Greenwich, CT. ISBN 0- 

517-63350-7. 

● Bryant, Jr., Keith L. (1974). History of the Atchison, Topeka and Santa Fe Railway. Trans-Anglo Books, Glendale, CA. ISBN 0- 

8032-6066-0. 

● The Cosmopolitan (February 1893), The Atchison Topeka and Santa Fe. Retrieved May 10, 2005. 

● Darton, N. H. (1915). Guidebook of the Western United States, Part C. The Santa Fe Route. USGS Bulletin 613. 

● Donaldson, Stephen E. and William A. Myers (1989). Rails through the Orange Groves, Volume One. Trans-Anglo Books, 

Glendale, CA. ISBN 0-87046-088-9. 

● Donaldson, Stephen E. and William A. Myers (1990). Rails through the Orange Groves, Volume Two. Trans-Anglo Books, 

Glendale, CA. ISBN 0-87046-094-3. 

● Duke, Donald and Stan Kistler (1963). Santa Fe...Steel Rails through California. Golden West Books, San Marino, CA. 

● Duke, Donald (1995). Santa Fe: The Railroad Gateway to the American West, Volume One. Golden West Books, San Marino, CA. 

ISBN 0-87095-110-6. 

● Duke, Donald (1997). Santa Fe: The Railroad Gateway to the American West, Volume Two. Golden West Books, San Marino, CA. 

ISBN 0-87095-110-6. 

● Foster, George H. and Peter C. Weiglin (1992). The Harvey House Cookbook: Memories of Dining along the Santa Fe Railroad. 

Longstreet Press, Atlanta, GA. ISBN 1-56352-357-4. 

● Glischinski, Steve (1997). Santa Fe Railway. MBI Publishing Company, Osceola, WI. ISBN 0-7603-0380-0. 

● Hendrickson, Richard H. (1998). Santa Fe Railway Painting and Lettering Guide for Model Railroaders, Volume 1: Rolling Stock. 

The Santa Fe Railway Historical and Modeling Society, Inc., Highlands Ranch, CO. 

● Pelouze, Richard W. (1997). Trademarks of the Santa Fe Railway. The Santa Fe Railway Historical and Modeling Society, Inc., 

Highlands Ranch, CO. 

● Porterfield, James D. (1993). Dining by Rail: the History and Recipes of America's Golden Age of Railroading. St. Martin's Press, 

New York, NY. ISBN 0-312-18711-4. 



● Pratt School of Engineering, Duke University (2004), Alumni Profiles: W. John Swartz. Retrieved May 11, 2005. 

● Santa Fe Railroad (1945), Along Your Way, Rand McNally, Chicago, Illinois. 

● Santa Fe Railroad (November 29, 1942), Atchison, Topeka and Santa Fe Railway System Time Tables, Rand McNally and 

Company, Chicago, Illinois. 

● Serpico, Philip C. (1988). Santa Fé: Route to the Pacific. Hawthorne Printing Co., Gardena, CA. ISBN 0-88418-000-X. 

● Waters, Lawrence Leslie (1950). Steel Trails to Santa Fe. University of Kansas Press, Lawrence, Kansas. 

See also 

● Beep (SWBLW) 

● California and the railroads 

● CF7 

● Corwith Yards, Chicago 

● David L. Gunn 

● Santa Fe 3751 — A restored 4-8-4 steam locomotive 

● Santa Fe and Disneyland Railroad 

● Santa Fe Refrigerator Despatch 

● SD26 

● Southern Pacific Santa Fe Railroad 

● Super C 


● BNSF Railway official website 

● California State Railway Museum official website 

● "Along Your Way", 1946 edition 

● History of Santa Fe 4-8-4 #3751 at the San Bernardino Railroad Historical Society official website 

● Russell Crump's Santa Fe Archives — a very extensive set of resources for Santa Fe history. 

● Santa Fe All-Time Steam Roster 

● Santa Fe Preserved Locomotives 

● Santa Fe Preserved Passenger Cars 

● Santa Fe Railway Historical and Modeling Society official website 

● "Diesel Locomotives" article from the May 18, 1947 issue of Life Magazine featuring the Santa Fe fleet. 


United States: AMTK, BNSF, CSXT, GTW, KCS, NS, SOO, UP - Canada: CN, CP, VIA - Mexico: FXE, TFM, KCSM 

See also: List of USA/Canada/Mexico Class I Railroads, List of USA/Canadian Class II Railroads, Class III railroad, Class 2 Railroads in 

Canada, 


Retrieved from "http://en.wikipedia.org/wiki/Atchison%2C_Topeka_and_Santa_Fe_Railway" 

Categories: Articles with sections needing expansion | Articles with unsourced statements since February 2007 | All articles with unsourced 

statements | Atchison, Topeka and Santa Fe Railway | 1859 establishments | 1995 disestablishments 


● All text is available under the terms of the GNU Free Documentation License. (See Copyrights for details.) 

Wikipedia® is a registered trademark of the Wikimedia Foundation, Inc., a US-registered 501(c)(3) tax-deductible nonprofit charity. 


Southern Pacific Railroad - Wikipedia, the free encyclopedia 

Southern Pacific Railroad 


Reporting marks SP,SSW 

Locale 


Southern Pacific 

Arizona, California, Louisiana, Nevada, New Mexico, 

Oregon, Texas, and Utah 

Successor line Union Pacific 

Track gauge 

4 ft 8½ in (1435 mm) with some 3 ft (914 mm) gauge 

branches 

Headquarters San Francisco, CA 

The Southern Pacific Railroad (AAR reporting marks SP) was an American railroad. The railroad was 

founded as a land holding company in 1865, forming part of the Central Pacific Railroad empire. The 

Southern Pacific's total route miles has varied significantly over the years. In 1929 the system showed 

13,848 miles of track (in contrast to 8,991 miles of track in 1994). By 1900, the Southern Pacific 

Company had grown into a major railroad system which incorporated many smaller companies, such as 

the Texas and New Orleans Railroad and Morgan's Louisiana and Texas Railroad, and which extended 

from New Orleans through Texas to El Paso, across New Mexico and through Tucson, to Los Angeles, 

throughout most of California including San Francisco and Sacramento; it absorbed the Central Pacific 

Railroad extending eastward across Nevada to Ogden, Utah and had lines reaching north throughout and 

across Oregon to Portland. 

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On August 9, 1988, the Interstate Commerce Commission approved the purchase of the Southern Pacific 

by Rio Grande Industries, the company that controlled the Denver and Rio Grande Western Railroad. 

The Rio Grande officially took control of the Southern Pacific on October 13, 1988. After the purchase, 

the combined railroad kept the Southern Pacific name due to its brand recognition in the railroad 

industry and with customers of both constituent railroads. The Southern Pacific subsequently was taken 

over by the Union Pacific Railroad in 1996 following years of financial problems. The railroad is also 

noteworthy for being the defendant in the landmark 1886 United States Supreme Court case Santa Clara 

County v. Southern Pacific Railroad which is often interpreted as having established certain corporate 

rights under the Constitution of the United States. 

Contents 

● 1 Timeline 

● 2 Locomotive paint and appearance 

● 3 Passenger train service 

● 4 Preserved locomotives 


❍ 5.1 Presidents of the Southern Pacific Company 

❍ 5.2 Chairmen of the Southern Pacific Company Executive Committee 

❍ 5.3 Chairmen of the Southern Pacific Company Board of Directors 

● 6 Predecessor and subsidiary railroads 

❍ 6.1 Arizona 

❍ 6.2 California 

● 7 Successor railroads 

❍ 7.1 Arizona 

❍ 7.2 California 

● 8 Ferry service 


● 10 Notes 



Timeline 



● 1851: The oldest line to become a part of the Southern Pacific system, the Buffalo Bayou, 

Brazos, and Colorado Railway begins construction between Houston, TX and Alleyton, TX. 

● 1865: A group of businessmen in San Francisco, CA, led by Timothy Phelps, found the Southern 

Pacific Railroad to build a rail connection between San Francisco and San Diego, CA. 

● September 25, 1868: The Big Four purchases the Southern Pacific. 

● 1870: Southern Pacific and Central Pacific operations are merged. 

● June 1873: The Southern Pacific builds its first locomotive at the railroad's Sacramento shops as 

CP's 2nd number 55, a 4-4-0. 

● November 8, 1874: Southern Pacific tracks reach Bakersfield, CA and work begins on the 

Tehachapi Loop 

● September 5, 1876: The first through train from San Francisco arrives in Los Angeles, CA after 

travelling over the newly completed Tehachapi Loop. 

● 1877: Southern Pacific tracks from Los Angeles cross the Colorado River at Yuma, AZ. Southern 

Pacific purchases the Houston and Texas Central Railway. 

● 1879: Southern Pacific engineers experiment with the first oil-fired locomotives. 

● March 20, 1880: The first Southern Pacific train reaches Tucson, AZ. 

● May 11 1880: The Mussel Slough Tragedy takes place in Hanford, CA, a dispute over property 

rights with SP. 

● May 19, 1881: Southern Pacific tracks reach El Paso, TX. 

● January 12, 1883: The second transcontinental railroad line is completed as the Southern Pacific 

tracks from Los Angeles meet the Galveston, Harrisburg and San Antonio Railway at the Pecos 

River. The golden spike is driven by Col. Tom Pierce, the GH&SA president, atop the Pecos 

River High Bridge 

● March 17, 1884: The Southern Pacific is incorporated in Kentucky. 

● February 17, 1885: The Southern Pacific and Central Pacific are combined under a holding 

company named the Southern Pacific Company. 

● April 1, 1885: The Southern Pacific takes over all operation of the Central Pacific. Effectively, 

the CP no longer exists as a separate company. 

● 1886: The first refrigerator cars on the Southern Pacific enter operation. 

● 1886: Southern Pacific wins the landmark Supreme Court case Santa Clara County v. Southern 

Pacific Railroad which establishes equal rights under the law to corporations. 

● 1898: Sunset magazine is founded as a 

promotional tool of the Southern Pacific. 

● 1901: Frank Norris' novel, The Octopus: 

A California Story, a fictional retelling of 

the Mussel Slough Tragedy and the events 

leading up to it, is published. 

● 1903: Southern Pacific gains 50% control 

of the Pacific Electric system in Los 



Angeles. 

● March 8, 1904: SP opens the Lucin Cutoff 

across the Great Salt Lake, bypassing 

Promontory, UT for the railroad's 

mainline. 

● March 20, 1904: SP's Coast Line is 

completed between Los Angeles and 

Santa Barbara, CA. 

● April 18, 1906: The great 1906 San 

Francisco earthquake strikes, damaging 

the railroad's headquarters building and destroying the mansions of the now-deceased Big Four. 

● 1906: SP and UP jointly form the Pacific Fruit Express (PFE) refrigerator car line. 

● 1909: The Southern Pacific of Mexico, the railroad's subsidiary south of the U.S. border, is 

incorporated. 

The Southern Pacific depot located in Burlingame, 

● 1913: The Supreme Court of the United States orders the Union Pacific to sell all of its stock in 

California circa 1900. Completed in 1894 and still in 

the Southern Pacific. 

use, it is the first permanent structure to be constructed 

● December 28, 1917: The federal government takes control of American railroads in preparation 

in the Mission Revival Style. 

for World War I 

● 1923: The Interstate Commerce Commission allows the SP's control of the Central Pacific to 

continue, ruling that the control is in the public's interest. 

● 1932: The SP gains 87% control of the Cotton Belt Railroad. 

● May 1939: UP, SP and Santa Fe passenger trains in Los Angeles are united into a single terminal 

as Los Angeles Union Passenger Terminal is opened. 

● 1947: The first diesels owned entirely by SP enter mainline operation on the SP. 

● 1947: Southern Pacific is reincorporated in Delaware. 

● 1951: Southern Pacific subsidiary Sud Pacifico de Mexico is sold to the Mexican government. 

● 1952: A difficult year for the SP in California opens with the City of San Francisco train 

marooned for three days in heavy snow on Donner Pass; that summer, an earthquake hits the 

Tehachapi pass, closing the entire route over the Tehachapi Loop until repairs can be made. 

● 1953: The first Trailer-On-Flat-Car (TOFC, or "piggyback") equipment enters service on the SP. 

● 1957: The last steam locomotives in regular operation on the SP are retired; the railroad is now 

fully dieselized. 

● 1959: The last revenue steam powered freight is operated on the system by narrow gauge #9. 

● 1965: Southern Pacific's bid for control of the Western Pacific is rejected by the ICC. 

● 1967: SP opens the longest stretch of new railroad construction in a quarter century as the first 

trains roll over the Palmdale Cutoff through Cajon Pass. 

● 1976: SP is awarded Dow Chemical's first annual Rail Safety Achievement Award in recognition 

of the railroad's handling of Dow products in 1975. [1] 

● 1980: Now owning a 98.34% control of the Cotton Belt, the Southern Pacific extends the Cotton 



Belt from St. Louis to Santa Rosa, New Mexico through acquisition of part of the former Rock 

Island Railroad. 

● 1984: The Southern Pacific Company 

merges into Santa Fe Industries, parent of 

the Atchison, Topeka and Santa Fe 

Railway, to form Santa Fe Southern 

Pacific Corporation. When the Interstate 

Commerce Commission refuses 

permission for the planned merger of the 

railroad subsidiaries as the Southern 

Pacific Santa Fe Railroad SPSF shortens 

its name to Santa Fe Pacific Corporation 

and puts the SP railroad up for sale while 

retaining the non-rail assets of the 

Southern Pacific Company. 

SP 8033, a GE Dash 8-39B, leads a westbound train 

through Eola, Illinois (just east of Aurora), October 6, 

1992. 

● October 13, 1988: Rio Grande Industries, parent of the Rio Grande Railroad, takes control of the 

Southern Pacific Railroad. The merged company retains the name "Southern Pacific" for all 

railroad operations. 

● 1996: The Union Pacific Railroad finishes the acquisition that was effectively begun almost a 

century before with the purchase of the Southern Pacific. The merged company retains the name 

"Union Pacific" for all railroad operations. 

Locomotive paint and appearance 

Like most railroads, the SP painted the majority 

of its steam locomotive fleet black during the 

20th century, but after the 1930s the SP had a 

policy of painting the front of the locomotive's 

smokebox light silver (almost white in 

appearance), with graphite colored sides, for 

visibility. 

Some express passenger steam locomotives bore 

the Daylight scheme, named after the trains they 

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Southern Pacific Railroad #4274, a type 4-8-8-2 "cabforward" 

steam locomotive, leads a California-Nevada 

Railroad Historical Society excursion out of Reno,


hauled, most of which had the word Daylight in 

Nevada in December of 1957. 

the train name. This scheme, carried in full on the tender, consisted of a bright, almost vermilion red on 

the top and bottom thirds, with the center third being a bright orange. The parts were separated with thin 

white bands. Some of the color continued along the locomotive. The most famous "Daylight" 

locomotives were the GS-4 steam locomotives. The most famous Daylight-hauled trains were the Coast 

Daylight and the Sunset Limited. 

Well known were the Southern Pacific's unique "cab-forward" steam locomotives. These were 

essentially 2-8-8-4 locomotives set up to run in reverse, with the tender attached to the smokebox end of 

the locomotive. Southern Pacific used a number of snow sheds in mountain terrain, and locomotive 

crews nearly asphyxiated from smoke blowing back to the cab. After a number of engineers began 

running their engines in reverse (pushing the tender), Southern Pacific asked Baldwin Locomotive 

Works to produce cab-forward designs. No other North American railroad ordered cab-forward 

locomotives, which became a distinctive symbol of the Southern Pacific. 

During the early days of diesel locomotive use, they were also painted black. Yard switchers had 

diagonal orange stripes painted on the ends for visibility, earning this scheme the nickname of Tiger 

Stripe. Road freight units were generally painted in a black scheme with a red band at the bottom of the 

carbody and a silver and orange "winged" nose. The words "SOUTHERN PACIFIC" were borne in a 

large serif font in white. This paint scheme is called the Black Widow scheme by railfans. A transitory 

scheme, of all-over black with orange "winged" nose, was called the Halloween scheme. Few 

locomotives were painted in this scheme and few photos of it exist. 

Most passenger units were painted originally in the Daylight scheme as described above, though some 

were painted red on top, silver below for use on the Golden State (operated in cooperation with the Rock 

Island Railroad) between Chicago and Los Angeles. In 1959 SP standardized on a paint scheme of dark 

grey with a red "winged" nose; this scheme was dubbed Bloody Nose by railfans. Lettering was again in 

white. During the failed Southern Pacific Santa Fe Railroad merger in the mid 1980s, the 

"Kodachrome" (Named after Kodak's film strip box colors of the day.) paint scheme was applied to 

many Southern Pacific locomotives. When the Southern Pacific Santa Fe merger was denied by the 



Interstate Commerce Commission, the Kodachrome units were not when it came to paint, some even 

lasted up to the days of Sounthern Pacific's end as an independent company. The Interstate Commerce 

Commission's decision left Southern Pacific in a decrepit state, the locomotives where not repainted 

immediately, although some were repainted into the Bloody Nose scheme as they were overhauled after 

months to years of deffered maintenance. After the Denver and Rio Grande Western Railroad, owner 

Philip Anschutz purchased the Southern Pacific in 1988, the side lettering became often done in the Rio 

Grande "speed lettering" style. The Rio Grande did not retain its identity, the Southern Pacific was the 

dominant road in the purchase. 

Southern Pacific road switcher diesels were well-known by railfans for several distinct features beyond 

their paint schemes. The units often featured elaborate lighting clusters, both front and rear, which 

featured a large red Mars Light for emergency signaling, and often two sets of twin sealed-beam 

headlamps, one on top of the cab between the number boards, and the other below the Mars Light on the 

locomotive's nose. The Southern Pacific, starting in the 1970s, employed cab air conditioning on all new 

locomotives, and the air conditioning unit on top of the locomotive cab is quite visible. The Southern 

Pacific also placed very large snowplows on the pilots of their road switchers, primarily for the heavy 

winter snowfall encountered on the Donner Pass route. Many Southern Pacific road switchers used a 

Nathan-AirChime model M3 or M5 air horn, which formed chords which were distinct to Southern 

Pacific locomotives in the western states. 

The Southern Pacific, and its subsidiary Cotton Belt, were the only operators of the EMD SD45T-2 

"Tunnel Motor" locomotive. This locomotive was necessary because the standard configuration EMD 

SD45 could not get a sufficient amount of cool air into the diesel locomotive's radiatior while working 

Southern Pacific's extensive snow shed and tunnel system in the Cascades and Donner Pass. These 

"Tunnel Motors" were essentially EMD SD45s with radiator air intakes located at the locomotive 

carbody's walkway level, rather than EMD's typical radiator setup with fans on the locomotive's long 

hood roof blowing fresh air downwards through the radiator. Inside tunnels and snow sheds, the hot 

exhaust gases from lead units would accumulate near the top of the tunnel or snow shed, and be drawn 

into the radiators of trailing EMD (non-tunnel motor) locomotives, leading these locomotives to shut 

down as their diesel prime mover overheated. The Southern Pacific also operated EMD SD40T-2s, as 



did the Denver and Rio Grande Western Railroad. 

Unlike many other railroads, whose locomotive numberboards bore the locomotive's number, the SP 

used them for the train number all the way up to the proposed Southern Pacific Santa Fe Railroad 

merger. By the Rio Grande Industries era, SP had adopted the more standard practice of using the 

number boards for the road number. 

Toward the end of the railroad's corporate life, Southern Pacific locomotives were known for being very 

dirty. Some railfans jokingly observed that the railroad's heavily used locomotives were only washed 

when it rained. 

Union Pacific recently unveiled UP 1996, the sixth and final of its Heritage Series EMD SD70ACe 

locomotives. Its paint scheme appears to be based on the Daylight and Black Widow schemes. 

Passenger train service 

Until May 1, 1971 (when Amtrak took over long-distance passenger operations in the United States), the 

Southern Pacific at various times operated the following named passenger trains: 

● 49er 

● Argonaut 

● Arizona Limited (operated jointly with the 

Rock Island Railroad) 

● Beaver 

● Californian 

● Cascade Limited 

● City of San Francisco (operated jointly 

with the Chicago and North Western 

Railway and the Union Pacific Railroad) 

● Coast Daylight 

● Coast Mail 

● Coaster 

● Del Monte 

● Fast Mail 


Southern Pacific Railroad chair car (coach) #2425, 

assigned to the Challenger, makes a stop in San Luis 

Obispo, California on July 26, 1937.


● Golden Rocket (proposed, was to have been operated jointly with the Rock Island Railroad) 

● Golden State (operated jointly with the Rock Island Railroad) 

● Grand Canyon 

● Klamath 

● Lark 

● Oregonian 

● Overland 

● Owl 

● Pacific Limited 

● Peninsula Commute (operated until 1985, now Caltrain) 

● Rogue River 

● Sacramento Daylight 

● San Francisco Challenger (operated jointly with the Chicago and North Western Railway and the 

Union Pacific Railroad) 

● San Joaquin Daylight 

● Senator 

● Shasta 

● Shasta Express [2] 

● Shasta Limited 

● Shasta Limited De Luxe [2] 

● Sunset 

● Sunset Limited 

● Tehachapi 

● West Coast 

Locomotives Used for Passenger Service 

Steam Locomotives 

● 2-8-0 Consolidation 

● 2-8-2 Mikado 

● 4-4-2 Atlantic 

● 4-6-2 Pacific - see SP 2472 

● 4-8-2 Mountain 

● 4-8-4 Golden State/General Service - see SP 4449 

Diesel Locomotives 



● ALCO PA 

● EMD E2 

● EMD E7 

● EMD E8 

● EMD E9 - see SP 6051 

● EMD FP7 

● FM H-24-66 "Train Master" 

● EMD GP7 - SSW only 

● EMD GP9 - see SP 5623 

● EMD SD7 

● EMD SD9 - see SP 4450 

● GE P30CH - leased from Amtrak 

● EMD SDP45 

● EMD GP40P-2 

Preserved locomotives 

There are many Southern Pacific locomotives still in revenue service with railroads such as the Union 

Pacific, and many older and special locomotives have been donated to parks and museums, or continue 

operating on scenic or tourist railroads. Among the more notable equipment is: 

● 4294 (AC-12, 4-8-8-2), located at the California State Railroad 

Museum, Sacramento, California 

● 4449 (GS-4, 4-8-4), located at the Brooklyn Roundhouse, 

Portland, Oregon 

● 2472 (P-8, 4-6-2), owned and operated by the Golden Gate 

Railroad Museum, Redwood City, California 

● 2467 (P-8, 4-6-2), on loan by the Pacific Locomotive 

Association, Fremont, California to the California State Railroad Museum 

● 1518 (EMD SD7), located at the Illinois Railway Museum, Union, Illinois 

For a complete list, see: List of preserved Southern Pacific Railroad rolling stock. 



SP 1518 at IRM, July 2005.


Presidents of the Southern Pacific Company 

● Timothy Guy Phelps (1865-1868) 

● Leland Stanford (1868-1890) 

● Collis P. Huntington (1890-1900) 

● Charles Hayes (1900-1901) 

● E. H. Harriman (1901-1909) 

● Robert S. Lovett (1909-1911) 

● William Sproule (1911-1918) 

● Julius Krutschnitt (1918-1920) 

● William Sproule (1920-1928) 

● Paul Shoup (1929-1932) 

● Angus Daniel McDonald (1932-1941) 

● Armand Mercier (1941-1951) 

● Donald Russell (1952-1964) 

● Benjamin Biaggini (1964-1976) 

● Denman McNear (1976-1979) 

● Alan Furth (1979-1982) 

● Robert Krebs (1982-1983) 

● D. M. "Mike" Mohan (1984-1996) 

Chairmen of the Southern Pacific Company Executive Committee 

● Leland Stanford (1890-1893) 

● (vacant 1893-1909) 

● Robert S. Lovett (1909-1913) 

● Julius Krutschnitt (1913-1925) 

● Henry deForest (1925-1928) 

● Hale Holden (1928-1932) 

Chairmen of the Southern Pacific Company Board of Directors 

● Henry deForest (1929-1932) 

● Hale Holden (1932-1939) 

● (position nonexistent 1939-1964) 

● Donald Russell (1964-1972) 

● (vacant 1972-1976) 

● Benjamin Biaggini (1976-1983) 



Predecessor and subsidiary railroads 

Arizona 

● Arizona Eastern Railroad 1910-1955 

❍ Arizona Eastern Railroad Company of New Mexico 1904-1910 

❍ Arizona and Colorado Railroad 1902-1910 

❍ Gila Valley, Globe and Northern Railway 1894-1910 later AZER 

❍ Maricopa and Phoenix Railroad (of 1907) 1908-1910 

■ Maricopa and Phoenix and Salt River Valley Railroad 1895-1908 

■ Maricopa and Phoenix Railroad (of 1886) 1887-1895 

■ Arizona Central Railroad 1881-1887 

■ Phoenix, Tempe and Mesa Railway 1894-1895 

❍ Arizona and Colorado Railroad Company of New Mexico 1904-1910 

● El Paso and Southwestern Railroad 

❍ Arizona and New Mexico Railway 1883-1935 

■ Clifton and Southern Pacific Railway 1883 (Narrow Gauge) 

■ Clifton and Lordsburg Railway 

❍ Arizona and South Eastern Rail Road 1888-1902 

❍ Mexico and Colorado Railroad 1908-1910 

❍ Southwestern Railroad of Arizona 1900-1901 

❍ Southwestern Railroad of New Mexico 1901-1902 

● New Mexico and Arizona Railroad 1882-1897 ATSF Subsidiary, 1897-1934 Non-operating SP 

subsidiary 

● Phoenix and Eastern Railroad 1903-1934 

● Tucson and Nogales Railroad 1910-1934 

❍ Twin Buttes Railroad 1906-1929; Tucson-Sahuarita line sold to above in 1910. Sahuarita- 

Twin Buttes line scrapped in 1934. 

California 

● California Pacific Railroad (Cal-P line Sacramento - Martinez, CA) 

● Central Pacific Railroad 

● Northern Railway SP Subsidiary 

● Northwestern Pacific Railroad 

● Sacramento Southern Railroad 

● San Diego and Arizona Railway 

● West Side and Mendocino Railroad (Willows - Fruto, CA) 



● Northwestern Pacific Railroad 

● San Francisco and San Jose RR 

● South Pacific Coast Railroad 

● Oregon and California Railroad 

Successor railroads 

Arizona 

● Arizona Eastern Railway (AZER) since 1988 from SP 

● San Pedro and Southwestern Railroad (SPSR) 2003-2006 line abandoned 

❍ San Pedro and Southwestern Railway (SWKR) from SP, 1994-2003 

California 

● California Northern Railroad 

● Eureka Southern Railroad 

● Napa Valley Wine Train 

● Niles Canyon Railway 

● North Coast Railroad 

● San Diego and Arizona Eastern Railway 

● San Joaquin Valley Railroad 

Ferry service 

The Central Pacific Railroad (and later the 

Southern Pacific) maintained and operated a fleet 

of ferry boats that connected Oakland with San 

Francisco by water. For this purpose, a massive 

pier, the Oakland Long Wharf, was built out into 

San Francsico Bay in the 1870s which served 

both local and mainline passengers. Early on, the 

Central Pacific gained control of the existing 

ferry lines for the purpose of linking the northern 


The Southern Pacific Company's Bay City ferry plies the 

waters of San Francisco Bay in the late 19th century.


rail lines with those from the south and east; during the late 1860s the company purchased nearly every 

bayside plot in Oakland, creating what author and historian Oscar Lewis described as a "wall around the 

waterfront" that put the town’s fate squarely in the hands of the corporation. Competitors for ferry 

passengers or dock space were ruthlessly run out of business, and not even stage coach lines could 

escape the group's notice, or wrath. 

By 1930, the Southern Pacific owned the world's largest ferry fleet (which was subsidized by other 

railroad activities), carrying 40 million passengers and 60 million vehicles annually aboard 43 vessels. 

However, the opening of the San Francisco-Oakland Bay Bridge in 1936 initiated the slow decline in 

demand for ferry service, and by 1951 only 6 ships remained active. SP ferry service was discontinued 

altogether in 1958. 

References 

● Beebe, Lucius (1963). The Central Pacific & The Southern Pacific Railroads. Howell-North 

Books, Berkeley, CA. ISBN 0-8310-7034-X. 

● Diebert, Timothy S. and Strapac, Joseph A. (1987). Southern Pacific Company steam locomotive 

compendium. Shade Tree Books, Huntington Beach, CA. ISBN 0-930742-12-5. 

● Lewis, Daniel (2007). Iron Horse Imperialism: The Southern Pacific of Mexico, 1880-1951. 

ISBN 0816526044. 

● Lewis, Oscar (1938). The Big Four. Alfred A. Knopf, Inc., New York, NY. 

● Orsi, Richard J. (2005). Sunset Limited: The Southern Pacific Railroad and the Development of 

the American West 1850-1930. University of California Press, Berkeley, CA. ISBN 0-520-20019- 

5. 

● Thompson, Anthony W., et al (1992). Pacific Fruit Express. Signature Press, Wilton, CA. ISBN 

1-930013-03-5. 

● Yenne, Bill (1985). The History of the Southern Pacific. Bonanza, New York, NY. ISBN 0-517- 

46084-X. 

Notes 

1. ^ (August 9, 1976) "Short and Significant: SP wins Dow safety award". Railway Age 177 (14): p 

8. 

2. ^ a b Schwantes, Carlos A. (1993). Railroad Signatures across the Pacific Northwest. University 

of Washington Press, Seattle, WA. ISBN 0-295-97210-6. 



See also 

● California and the railroads 

● Pacific Fruit Express 

● Southern Pacific Santa Fe Railroad 

● St. Louis Southwestern Railway 


● Union Pacific History maintained by the Union Pacific. 

● Southern Pacific Historical and Technical Society 

● Southern Pacific Passenger Train Consists 

● Los Angeles River Railroads 







Retrieved from "http://en.wikipedia.org/wiki/Southern_Pacific_Railroad" 

Categories: Southern Pacific Railroad | 1865 establishments 



for details.) 




Great Northern Railway (U.S.) - Wikipedia, the free encyclopedia 

Great Northern Railway (U.S.) 


Great Northern Railway 

Great Northern route map circa 1920. Red lines are GN; dotted lines are other railroads. 

Reporting marks GN 

Locale St. Paul, Minnesota, to Seattle, Washington 

Dates of operation c. 1890 – 1970 

Successor line Burlington Northern 

Track gauge 4 ft 8½ in (1435 mm) (standard gauge) 

Headquarters St. Paul, Minnesota 

The Great Northern Railway (AAR reporting 

marks GN), running from St. Paul, Minnesota to 

Seattle, Washington — more than 1,700 miles 

(2,736 km) — was the creation of the 19th century 

railroad tycoon James J. Hill and was developed 

from the St. Paul and Pacific Railroad. The GN 

route was the most northern transcontinental 

railroad route in the United States and was north 

of the Northern Pacific route. The GN was a 

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privately funded transcontinental railroad, refusing 

A Great Northern EMD F7 Locomotive. 

federal government subsidies for construction (though some of its predecessor roads received land 

grants). The GN was the single transcontinental railroad avoiding receivership during the 1893-1897 

depression. 

Contents 

● 1 History 

● 2 Passenger service 

❍ 2.1 Named trains 

❍ 2.2 Unnamed trains 

❍ 2.3 Amtrak's Empire Builder 




History 

The GN was built slowly to prolong exposure for local farmers, cattle drivers, lumberjacks, etc. Contests 

were held to promote interest in the railroad. J.J. Hill used early promotional incentives like feed and 

seed donations to farmers getting started along the line. Contests were all-inclusive, from largest farm 

animals to largest freight carload capacity. 

The GN had branches that ran north to the Canadian border in Minnesota, North Dakota and Montana. It 

also had branches that ran to Superior, Wisconsin and Butte, Montana. The GN eventually grew to a 

system of over 8,000 track miles. 

The GN mainline crossed the Mississippi River on the Stone Arch Bridge in Minneapolis, near the Saint 

Anthony Falls, the only waterfall on the Mississippi. The bridge ceased to be used as a railroad bridge in 

1978 and is now used as a pedestrian river crossing with excellent views of the falls and of the lock 

system used to grant barges access up the river past the falls. The GN mainline reached Puget Sound at 

Seattle in 1893. 



In 1931 the GN also developed its "Inside Gateway" route to California that rivaled Southern Pacific's 

route between Oregon and California. The GN route was further east than the SP route and ran south 

from the Columbia River in Oregon. The GN connected with the Western Pacific at Bieber, California; 

the Western Pacific connected with the Santa Fe Railroad in Stockton, California and together the three 

railroads (GN, WP, and ATSF) competed with Southern Pacific for traffic between the Pacific 

Northwest and Pacific Southwest. 

In 1970 the GN became part of the Burlington Northern Railroad in a merger. The GN's routes are now 

owned by BNSF Railway, which uses paint schemes partly inspired by those of the GN. 

Passenger service 

The Great Northern operated various passenger 

trains but the Empire Builder was the GN's 

premier passenger train. The Empire Builder was 

named in honor of Great Northern's railroad 

tycoon founder James Hill, who was considered 

an "Empire Builder". 

Named trains 

● Empire Builder Chicago-St. Paul-Seattle-Portland 

● Western Star Chicago-St. Paul-Seattle-Portland 

● Dakotan St. Paul-Minot 

● Winnipeg Limited St. Paul-Winnipeg 

● Red River Grand Forks-St. Paul 

● Gopher St. Paul-Superior/Duluth 

● Badger St. Paul-Superior/Duluth 

● Internationals Seattle-Vancouver, B.C. 

● Cascadian Seattle - Spokane 

● Oriental Limited Chicago-St. Paul-Seattle 

Unnamed trains 

"Drumhead" logos such as these often adorned the ends 

of observation cars on the Empire Builder. 



RDC Great Falls-Shelby, Great Falls-Billings, Great Falls-Butte 

● Seattle-Portland 

Amtrak's Empire Builder 

Today, Amtrak's Empire Builder uses the line, running mostly on ex-GN trackage (between the Twin 

Cities terminal and St. Cloud, Minnesota; Moorhead, Minnesota and Sandpoint, Idaho, and between 

Spokane, Washington and Seattle. 


● Sobel, Robert (1974). "Chapter 4: James J. Hill", The Entrepreneurs: Explorations within the 

American business tradition. Weybright & Talley. ISBN 0-679-40064-8. 

● Wilson, Jeff (2000). Great Northern Railway in the Pacific Northwest (Golden Years of 

Railroading). Waukesha, Wisconsin: Kalmbach Publishing. ISBN 0-89024-420-0. 

● Hidy, Ralph W.; Muriel E. Hidy, Roy V. Scott, Don L. Hofsommer (2004). The Great Northern 

Railway: A History. University of Minnesota Press. ISBN 0-8166-4429-2. 

● Yenne, Bill (2005). Great Northern Empire Builder. St. Paul, Minnesota: MBI. ISBN 0-7603- 

1847-6. 

See also 

● Empire Builder 

● Western Fruit Express 

● Cascade Tunnel 


● Great Northern Railway Historical Society 

● The Great Northern Empire — Then and Now 

● Great Northern Railway Page 

● Great Northern Railway Post Office Car No. 42 — photographs and short history of one of six 

streamlined baggage-mail cars built for the Great Northern by the American Car and Foundry 

Company in 1950. 

● Burlington Northern Adventures: Railroading in the Days of the Caboose, written by former 



brakeman, conductor and trainmaster William J. Brotherton 

● Great Northern Railway route map (1920) 

● University of Washington Libraries: Digital Collections: 

● Lee Pickett Photographs Over 900 photographs documenting scenes from Snohomish, King and 

Chelan Counties in Washington state from the early 1900s to the 1940s. Includes images of the 

Great Northern Railway. 

● Transportation Photographs An ongoing digital collection of photographs depicting various 

modes of transportation in the Pacific Northwest region and Western United States during the 

first half of the 20th century. Includes images of the Great Northern Railway. 

A Great Northern train pauses for the photographer four miles west of 

Minot, North Dakota in 1914. 







Retrieved from "http://en.wikipedia.org/wiki/Great_Northern_Railway_%28U.S.%29" 

Categories: Great Northern Railway | Burlington Northern Railroad 



for details.) 




Canadian Pacific Railway - Wikipedia, the free encyclopedia 

Canadian Pacific Railway 


Reporting marks CP, CPAA, CPI 

Locale 

Canadian Pacific Railway 

Canadian Pacific system map. 

Canada with branches to US cities Chicago, Minneapolis 

and New York City 

Dates of operation 1881 – present 

Track gauge 1435 mm (4 ft 8½ in) (standard gauge) 

Headquarters Calgary, Alberta 

The Canadian Pacific Railway (CPR; AAR 

reporting marks CP, CPAA, CPI), known as CP 

Rail between 1968 and 1996, is a Canadian Class I 

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railway operated by Canadian Pacific Railway 

Limited. Its rail network stretches from Vancouver 

to Montreal, and also serves major cities in the 

United States such as Minneapolis, Chicago, and 

New York City. Its headquarters are in Calgary, 

Alberta. 

The railway was originally built between eastern 

Canada and British Columbia between 1881 and 

1885 (connecting with Ottawa Valley and 

Georgian Bay area lines built earlier), fulfilling a 

promise extended to British Columbia when it 

entered Confederation in 1871. It was Canada's 

first transcontinental railway. Now primarily a 

freight railway, the CPR was for two decades the 

only practical means of long distance passenger 

transport in most regions of Canada, and was 

instrumental in the settlement and development of Western Canada. Its primary passenger services were 

eliminated in 1986 after being assumed by VIA Rail Canada An eastbound in 1978. CPR A freight beaver at was Stoney chosen Creek as the Bridge in 

Rogers Pass. Photo by David R. Spencer. 

railway's logo because it is one of the national symbols of Canada and represents the hardworking 

character of the company. The object of both praise and damnation for over 120 years, the CPR remains 

an indisputable icon of Canadian nationalism. 



Contents 

● 1 History 

❍ 1.1 Before the Canadian Pacific Railway, 1871-1881 

❍ 1.2 Building the railway, 1881-1885 

❍ 1.3 1886-1900 

■ 1.3.1 The CPR and The Colonization of Canada 

❍ 1.4 1901-1928 

❍ 1.5 The Great Depression and World War II, 1929-1945 

❍ 1.6 1946-1978 

❍ 1.7 1979-present 

● 2 Freight trains 

● 3 Passenger trains 

● 4 Hotels 

● 5 Special trains 

❍ 5.1 Silk trains 

❍ 5.2 Funeral trains 

❍ 5.3 Royal trains 

❍ 5.4 School cars 

❍ 5.5 Silver Streak 

❍ 5.6 Holiday Train 

❍ 5.7 Royal Canadian Pacific 

❍ 5.8 Steam Train 

● 6 Locomotives 

❍ 6.1 Steam locomotives 

❍ 6.2 Diesel locomotives 

● 7 The Canadian Pacific Railway in Canadian culture 

● 8 Rolling Stock 




● 12 Canadian CP Railway travel links 

History 

Before the Canadian Pacific Railway, 1871-1881 



Canada's very existence depended on the successful completion of a major civil engineering project, the 

creation of a transcontinental railway. Creation of the Canadian Pacific Railway was a task originally 

undertaken for a combination of reasons by the Conservative government of prime minister Sir John A. 

Macdonald. British Columbia had insisted upon a national railway as a condition for joining the 

Confederation of Canada. The government thus agreed to build a railway linking the Pacific province to 

the eastern provinces within ten years of July 20, 1871. Macdonald also saw it as essential to the 

creation of a unified Canadian nation that would stretch across the continent. Moreover, manufacturing 

interests in Quebec and Ontario desired access to sources of raw materials and markets in Canada's west. 

Sir John A. Macdonald. 

The first obstacle to its construction was economic. The logical route for a 

railway serving Western Canada would be to go through the American 

Midwest and the city of Chicago, Illinois. In addition to the obvious 

difficulty of building a railroad through the Canadian Rockies, an entirely 

Canadian route would require crossing 1,600 km (1,000 miles) of rugged 

terrain of the barren Canadian Shield and muskeg of Northern Ontario. To 

ensure this routing, the government offered huge incentives including vast 

grants of land in Western Canada. 

In 1872, Sir John A. Macdonald and other high-ranking politicians, 

swayed by bribes in the so-called Pacific Scandal, granted federal 

contracts to Hugh Allan's "Canada Pacific Railway Company" (which was unrelated to the current 

company) and to the Inter-Ocean Railway Company. Because of this scandal, the Conservative party 

was removed from office in 1873. The new Liberal prime minister, Alexander Mackenzie, began 

construction of segments of the railway as a public enterprise under the supervision of the Department of 

Public Works. The Thunder Bay branch linking Lake Superior to Winnipeg was commenced in 1875. 

Progress was discouragingly slow because of the lack of public money. With Sir John A. Macdonald's 

return to power on October 16, 1878, a more aggressive construction policy was adopted. Macdonald 

confirmed that Port Moody would be the terminus of the transcontinental railway, and announced that 

the railway would follow the Fraser and Thompson rivers between Port Moody and Kamloops. In 1879, 

the federal government floated bonds in London and called for tenders to construct the 206 km (128 



mile) section of the railway from Yale, British Columbia to Savona's Ferry on Kamloops Lake. The 

contract was awarded to Andrew Onderdonk, whose men started work on May 15, 1880. After the 

completion of that section, Onderdonk received contracts to build between Yale and Port Moody, and 

between Savona's Ferry and Eagle Pass. 

On October 21, 1880, a new syndicate, unrelated to Hugh Allan's, signed a contract with the Macdonald 

government. They agreed to build the railway in exchange for $25,000,000 (approximately 

$625,000,000 in modern Canadian dollars) in credit from the Canadian government and a grant of 

25,000,000 acres (100,000 km²) of land. The government transferred to the new company those sections 

of the railway it had constructed under government ownership. The government also defrayed surveying 

costs and exempted the railway from property taxes for 20 years. The Montreal-based syndicate 

officially comprised five men: George Stephen, James J. Hill, Duncan McIntyre, Richard B. Angus, and 

John Stewart Kennedy. Donald A. Smith and Norman Kittson were unofficial silent partners with a 

significant financial interest. On February 15, 1881, legislation confirming the contract received royal 

assent, and the Canadian Pacific Railway Company was formally incorporated the next day. 

Building the railway, 1881-1885 

It was assumed that the railway would travel through the rich "Fertile Belt" of the North Saskatchewan 

River valley and cross the Rocky Mountains via the Yellowhead Pass, a route advocated by Sir Sandford 

Fleming based on a decade of work. However, the CPR quickly discarded this plan in favour of a more 

southerly route across the arid Palliser's Triangle in Saskatchewan and through Kicking Horse Pass over 

the Field Hill. This route was more direct and closer to the American border, making it easier for the 

CPR to keep American railways from encroaching on the Canadian market. However, this route also had 

several disadvantages. 

One consequence was that the CPR would need to find a route through the Selkirk Mountains, as at the 

time it was not known whether a route even existed. The job of finding a pass was assigned to a surveyor 

named Major Albert Bowman Rogers. The CPR promised him a cheque for $5,000 and that the pass 

would be named in his honour. Rogers became obsessed with finding the pass that would immortalize 

his name. He found the pass on May 29, 1881, and true to its word, the CPR named the pass "Rogers 



Pass" and gave him the cheque. This however, he at first refused to cash, preferring to frame it, and 

saying he did not do it for the money. He later agreed to cash it with the promise of an engraved watch. 

Another obstacle was that the proposed route crossed land controlled by the Blackfoot First Nation. This 

difficulty was overcome when the missionary Father Albert Lacombe persuaded the Blackfoot chief 

Crowfoot that construction of the railway was inevitable. In return for his assent, Crowfoot was 

famously rewarded with a lifetime pass to ride the CPR. A more lasting consequence of the choice of 

route was that, unlike the one proposed by Fleming, the land surrounding the railway often proved too 

arid for successful agriculture. The CPR may have placed too much reliance on a report from naturalist 

John Macoun, who had crossed the prairies at a time of very high rainfall and had reported that the area 

was fertile. 

The greatest disadvantage of the route was in Kicking Horse Pass. In the first 6 km (3.7 miles) west of 

the 1,625 metre (5,330 ft) high summit, the Kicking Horse River drops 350 metres (1,150 ft). The steep 

drop would force the cash-strapped CPR to build a 7 km (4.5 mile) long stretch of track with a very 

steep 4.5% gradient once it reached the pass in 1884. This was over four times the maximum gradient 

recommended for railways of this era, and even modern railways rarely exceed a 2% gradient. However, 

this route was far more direct than one through the Yellowhead Pass, and saved hours for both 

passengers and freight. This section of track was the CPR's legendary Big Hill. Safety switches were 

installed at several points, the speed limit for descending trains was set at 10 km per hour (6 mph), and 

special locomotives were ordered. Despite these measures, several serious runaways still occurred. CPR 

officials insisted that this was a temporary expediency, but this state of affairs would last for 25 years 

until the completion of the Spiral Tunnels in the early 20th century. 

In 1881 construction progressed at a pace too slow for the railway's 

officials, who in 1882 hired the renowned railway executive William 

Cornelius Van Horne, to oversee construction with the inducement of a 

generous salary and the intriguing challenge of handling such a difficult 

railway project. Van Horne stated that he would have 800 km (500 miles) of 

main line built in 1882. Floods delayed the start of the construction season, 



but over 672 km (417 miles) of main line, as well as various sidings and 

branch lines, were built that year. The Thunder Bay branch (west from Fort 

William) was completed in June 1882 by the Department of Railways and 

Canals and turned over to the company in May 1883, permitting all- 

Canadian lake and rail traffic from eastern Canada to Winnipeg for the first time in Canada's history. By 

the end of 1883, the railway had reached the Rocky Mountains, just eight km (5 miles) east of Kicking 

Horse Pass. The construction seasons of 1884 and 1885 would be spent in the mountains of British 

Columbia and on the north shore of Lake Superior. 

Sir William Cornelius Van 

Many thousands of navvies worked on the railway. Many were European immigrants. In Horne. British 

Columbia, the CPR hired workers from China, nicknamed coolies. A navvy received between $1 and 

$2.50 per day, but had to pay for his own food, clothing, transportation to the job site, mail, and medical 

care. After two and a half months of back-breaking labour, they could net as little as $16. Chinese 

navvies in British Columbia made only between $0.75 and $1.25 a day, not including expenses, leaving 

barely anything to send home. They did the most dangerous construction jobs, such as working with 

explosives. The families of the Chinese who were killed received no compensation, or even notification 

of loss of life. Many of the men who survived did not have enough money to return to their families in 

China. Many spent years in lonely, sad and often poor condition. Yet the Chinese were hard working 

and played a key role in building the western stretch of the railway; even some boys as young as 12 

years old served as tea-boys. 

By 1883, railway construction was progressing rapidly, but the CPR was in danger of running out of 

funds. In response, on January 31, 1884, the government passed the Railway Relief Bill, providing a 

further $22,500,000 in loans to the CPR. The bill received royal assent on March 6, 1884. 

In March 1885, the North-West Rebellion broke 

out in Saskatchewan. Van Horne, in Ottawa at 

the time, suggested to the government that the 

CPR could transport troops to Qu'Appelle in 

eleven days. Some sections of track were 



incomplete or had not been used before, but the 

trip to Winnipeg was made in nine days and the 

rebellion was quickly put down. Perhaps because 

the government was grateful for this service, they 

subsequently re-organized the CPR's debt and 

provided a further $5,000,000 loan. This money 

was desperately needed by the CPR. On 

November 7, 1885 the Last Spike was driven at Craigellachie, British Columbia, making good on the 

original promise. Four days earlier, the last spike of the Lake Superior section was driven in just west of 

Jackfish, Ontario. While the railway was completed four 

Lord 

years 

Strathcona 

after the 

drives 

original 

the last 

1881 

spike 

deadline, 

of the Canadian 

it was 

Pacific Railway, at Craigellachie, 7 November 1885. 

completed more than five years ahead of the new date Completion of 1891 that of Macdonald the transcontinental gave in 1881. railroad was a 

condition of BC's entry into Confederation. 

The successful construction of such a massive project, although troubled by delays and scandal, was 

considered an impressive feat of engineering and political will for a country with such a small 

population, limited capital, and difficult terrain. It was by far the longest railway ever constructed at the 

time. It had taken 12,000 men, 5,000 horses, and 300 dog-sled teams to build the railway. 

Meanwhile, in Eastern Canada, the CPR had created a network of lines reaching from Quebec City to St. 

Thomas, Ontario by 1885, and had launched a fleet of Great Lakes ships to link its terminals. The CPR 

had effected purchases and long-term leases of several railways through an associated railway company, 

the Ontario and Quebec Railway (O&Q). The O&Q built a line between Perth, Ontario and Toronto 

(completed on May 5, 1884) to connect these acquisitions. The CPR obtained a 999-year lease on the 

O&Q on January 4, 1884. Later, it acquired the Toronto, Hamilton and Buffalo Railway, giving it a link 

to upstate New York, Lake Erie and the Erie Canal. 

1886-1900 

So many cost-cutting shortcuts were taken in constructing the railway that regular transcontinental 

service could not start for another seven months while work was done to improve the railway's 

condition. However, had these shortcuts not been taken, it is conceivable that the CPR might have had to 

default financially, leaving the railway unfinished. The first transcontinental passenger train departed 



from Montreal's Dalhousie Station, located at Berri Street and Notre Dame Street on June 28, 1886 at 

8:00 p.m. and arrived at Port Moody on July 4, 1886 at noon. This train consisted of two baggage cars, a 

mail car, one second-class coach, two immigrant sleepers, two first-class coaches, two sleeping cars, and 

a diner. 

First Transcontinental Train arrives in Port Moody. 

repaid years ahead of time. 

By that time, however, the CPR had decided to 

move its western terminus from Port Moody to 

Gastown that was renamed "Vancouver" later 

that year. The first official train destined for 

Vancouver arrived on May 23, 1887, although 

the line had already been in use for three 

months. The CPR quickly became profitable, 

and all loans from the Federal government were 

In 1888, a branch line was opened between Sudbury and Sault Ste. Marie where the CPR connected with 

the American railway system and its own steamships. That same year, work was started on a line from 

London, Ontario to the American border at Windsor, Ontario. That line opened on June 12, 1890. The 

CPR also acquired several small lines east of Montreal; it also leased the New Brunswick Railway for 

999 years, and built the International Railway of Maine, connecting Montreal with Saint John, New 

Brunswick in 1889. The connection with Saint John on the Atlantic coast made the CPR the first truly 

transcontinental railway company and permitted trans-Atlantic cargo and passenger services to continue 

year-round when sea ice in the Gulf of St. Lawrence closed the port of Montreal during the winter 

months. 

By 1896, competition with the Great Northern Railway for traffic in southern British Columbia forced 

the CPR to construct a second line across the province, south of the original line. Van Horne, now 

president of the CPR, asked for government aid, and the government agreed to provide around $3.6 

million to construct a railway from Lethbridge, Alberta through Crowsnest Pass to the south shore of 

Kootenay Lake, in exchange for the CPR agreeing to reduce freight rates in perpetuity for key 



commodities shipped in Western Canada. The controversial Crowsnest Pass Agreement effectively 

locked the eastbound rate on grain products and westbound rates on certain "settlers' effects" at the 1897 

level. Although temporarily suspended during World War I, it was not until 1983 that the "Crow Rate" 

was permanently replaced by the Western Grain Transportation Act which allowed for the gradual 

increase of grain shipping prices. The Crowsnest Pass line opened on June 18, 1899. 

The CPR and The Colonization of Canada 

Practically speaking, the CPR had built a railway that operated mostly 

in the wilderness. The usefulness of the Prairies was questionable in 

the minds of many. The thinking prevailed that the Prairies had great 

potential. Under the initial contract with the Canadian Government to 

build the railway, the CPR was granted 25,000,000 acres (100,000 

km²). Proving already to be a very resourceful organization, Canadian 

Pacific began an intense campaign to bring immigrants to Canada. 

CP agents operated in many overseas locations. Immigrants were often 

sold a package that included passage on a CP ship, travel on a CP 

One of the CPR's land offerings. 

train, and land that was purchased from the CP railway. Land was sold at $2.50 an acre and up. 

Immigrants paid very little for a seven day journey to the West. They rode in Colonist cars that had 

sleeping facilities and a small kitchen at one end of the car. Children were not allowed off the train as 

they often would wander off and be left behind. The owners of the CPR knew that not only were they 

creating a nation, but also a source of economy for their company. 

1901-1928 

During the first decade of the twentieth century, the CPR continued to build more lines. In 1908 the CPR 

opened a line connecting Toronto with Sudbury. Previously, westbound traffic originating in Southern 

Ontario took a circuitous route through Eastern Ontario. 

Several operational improvements were also made to the railway in Western Canada. In 1909 the CPR 



completed two significant engineering accomplishments. The most significant was the replacement of 

the Big Hill, which had become a major bottleneck in the CPR's main line, with the Spiral Tunnels, 

reducing the grade to 2.2% from 4.5%. The Spiral Tunnels opened in August. On November 3, 1909, the 

Lethbridge Viaduct over the Oldman River valley at Lethbridge, Alberta was opened. It is 1,624 metres 

(5,327 ft) long and, at its maximum, 96 metres (314 ft) high, making it the longest railway bridge in 

Canada. In 1916 the CPR replaced its line through Rogers Pass, which was prone to avalanches, with the 

Connaught Tunnel, an eight km (5 mile) long tunnel under Mount Macdonald that was, at the time of its 

opening, the longest railway tunnel in the Western hemisphere. 

The CPR acquired several smaller railways via long-term leases in 1912. On January 3, 1912, the CPR 

acquired the Dominion Atlantic Railway, a railway that ran in western Nova Scotia. This acquisition 

gave the CPR a connection to Halifax, a significant port on the Atlantic Ocean. The Dominion Atlantic 

was isolated from the rest of the CPR network and used the CNR to facilitate interchange; the DAR also 

operated ferry services across the Bay of Fundy for passengers and cargo (but not rail cars) from the port 

of Digby, Nova Scotia to the CPR at Saint John, New Brunswick. DAR steamships also provided 

connections for passengers and cargo between Yarmouth, Boston and New York. On July 1, 1912, the 

CPR acquired the Esquimalt and Nanaimo Railway, a railway on Vancouver Island that also connected 

to the CPR by car ferry. The CPR also acquired the Quebec Central Railway on December 14, 1912. 

During the late 19th century, the railway undertook an ambitious program of hotel construction, building 

the Chateau Frontenac in Quebec City, the Royal York Hotel in Toronto, the Banff Springs Hotel, and 

several other major Canadian landmarks. By then, the CPR had competition from three other 

transcontinental lines, all of them money-losers. In 1919, these lines were consolidated, along with the 

track of the old Intercolonial Railway and its spurs, into the government-owned Canadian National 

Railways. 

When World War I broke out in 1914, the CPR devoted resources to the war effort, and managed to stay 

profitable while its competitors struggled to remain solvent. After the war, the Federal government 

created Canadian National Railways (CNR, later CN) out of several bankrupt railways that fell into 

government hands during and after the war. CNR would become the main competitor to the CPR in 

Canada. 



The Great Depression and World War II, 1929-1945 

The Great Depression, which lasted from 1929 until 1939, hit many companies heavily. While the CPR 

was affected, it was not affected to the extent of its rival CNR because it, unlike the CNR, was debt-free. 

The CPR scaled back on some of its passenger and freight services, and stopped issuing dividends to its 

shareholders after 1932. 

One highlight of the 1930s, both for the railway and for Canada, was the visit of King George VI and 

Queen Elizabeth to Canada in 1939, the first time that the reigning monarch had visited the country. The 

CPR and the CNR shared the honours of pulling the royal train across the country, with the CPR 

undertaking the westbound journey from Quebec City to Vancouver. 

Later that year, World War II began. As it had done in World War I, the CPR devoted much of its 

resources to the war effort. It retooled its Angus Shops in Montreal to produce Valentine tanks, and 

transported troops and resources across the country. As well, 22 of the CPR's ships went to war, 12 of 

which were sunk. 

1946-1978 

After World War II, the transportation industry in Canada changed. Where railways had previously 

provided almost universal freight and passenger services, cars, trucks, and airplanes started to take 

traffic away from railways. This naturally helped the CPR's air and trucking operations, and the 

railway's freight operations continued to thrive hauling resource traffic and bulk commodities. However, 

passenger trains quickly became unprofitable. 

During the 1950s, the railway introduced new innovations in passenger service, and in 1955 introduced 

The Canadian, a new luxury transcontinental train. However, starting in the 1960s the company started 

to pull out of passenger services, ending services on many of its branch lines. It also discontinued its 

transcontinental train The Dominion in 1966, and in 1970 unsuccessfully applied to discontinue The 

Canadian. For the next eight years, it continued to apply to discontinue the service, and service on The 



Canadian declined markedly. On October 29, 1978, CP Rail transferred its passenger services to VIA 

Rail, a new federal Crown corporation that is responsible for managing all intercity passenger service 

formerly handled by both CP Rail and CN. VIA eventually took almost all of its passenger trains, 

including The Canadian, off CP's lines. 

In 1968, as part of a corporate re-organization, each of the CPR's major 

operations, including its rail operations, were organized as separate 

subsidiaries. The name of the railway was changed to CP Rail, and the 

parent company changed its name to Canadian Pacific Limited in 1971. 

The CP Rail logo (1968-1996). 

Its express, telecommunications, hotel and real estate holdings were spun off, and ownership of all of the 

companies transferred to Canadian Pacific Investments. The company discarded its beaver logo, 

adopting the new Multimark logo that could be used for each of its operations. 

1979-present 

In 1984 CP Rail commenced construction of the Mount Macdonald Tunnel to augment the Connaught 

Tunnel under the Selkirk Mountains. The first revenue train passed through the tunnel in 1988. At 14.7 

km (9 miles), it is the longest tunnel in the Americas. 

During the 1980s, the Soo Line, in which CP 

Rail still owned a controlling interest, underwent 

several changes. It acquired the Minneapolis, 

Northfield and Southern Railway in 1982. Then 

on February 21, 1985, the Soo Line obtained a 

controlling interest in the Milwaukee Road, 

merging it into its system on January 1, 1986. 

Also in 1980 Canadian Pacific bought out the 

10% contoling interests of the Toronto, Hamilton 

Soo Line 6022, an EMD SD 60, pulls a train through 

Wisconsin Dells, WI, June 20, 2004. 

and Buffalo Railway (TH&B) from Conrail and molded it into the Canadian Pacific System, dissolving 



the TH&B's name from the books in 1985. In 1987 most of CPR's trackage in the Great Lakes region, 

including much of the original Soo Line, were spun off into a new railway, the Wisconsin Central, 

which was subsequently purchased by CN. Influenced by the Canada-U.S. Free Trade Agreement of 

1989 which liberalized trade between the two nations, the CPR's expansion continued during the early 

1990s: CP Rail gained full control of the Soo Line in 1990, and bought the Delaware and Hudson 

Railroad in 1991. These two acquisitions gave CP Rail routes to the major American cities of Chicago 

(via the Soo Line) and New York City (via the D&H). 

During the next few years CP Rail downsized its route, and several Canadian branch lines were either 

sold to short lines or abandoned. This included all of its lines east of Montreal, with the routes operating 

across Maine and New Brunswick to the port of Saint John (operating as the Canadian Atlantic Railway) 

being sold or abandoned, severing CPR's transcontinental status (in Canada); the opening of the St. 

Lawrence Seaway in the late 1950s, coupled with subsidized icebreaking services, made Saint John 

surplus to CPR's requirements. During the 1990s, both CP Rail and CN attempted unsuccessfully to buy 

out the eastern assets of the other, so as to permit further rationalization. As well, it closed divisional and 

regional offices, drastically reduced white collar staff, and consolidated its Canadian traffic control 

system in Calgary, AB. 

Finally, in 1996, reflecting the increased importance of western traffic to the railway, CP Rail moved its 

head office to Calgary from Montreal and changed its name back to Canadian Pacific Railway. A new 

subsidiary company, the St. Lawrence and Hudson Railway, was created to operate its money-losing 

lines in eastern North America, covering Quebec, Southern and Eastern Ontario, trackage rights to 

Chicago, Illinois, as well as the Delaware and Hudson Railway in the U.S. Northeast. However, the new 

subsidiary, threatened with being sold off and free to innovate, quickly spun off losing track to short 

lines, instituted scheduled freight service, and produced an unexpected turn-around in profitability. After 

only four years, CPR revised its opinion and the StL&H formally reamalgamated with its parent on 

January 1, 2001. 

In 2001, the CPR's parent company, Canadian Pacific Limited, spun out its five subsidiaries, including 

the CPR, into independent companies. 



On October 31, 2005, CPR announced that Fred Green would succeed Robert J. Ritchie as president of 

the railroad effective November 1. Ritchie continued as CEO of the corporation until his retirement on 

May 5, 2006. 

Freight trains 

Over half of the Canadian Pacific Railway's freight traffic is in 

coal, grain, and intermodal freight, and the vast majority of its 

profits are made in western Canada. A major shift in trade from the 

Atlantic to the Pacific has caused serious drops in CP's wheat 

shipments through Fort William (Thunder Bay). It also ships 

automotive parts and automobiles, sulfur, fertilizers, other 

chemicals, forest products, and other types of commodities. The 

busiest part of its railway network is along its main line between 

Calgary and Vancouver. 

CPR caboose on display at 

Brockville, Ontario. 

Since 1970, coal has become a major commodity hauled by CP Rail. Coal is shipped in unit trains from 

coal mines in the mountains, most notably Sparwood, British Columbia to terminals at Roberts Bank and 

North Vancouver, from where it is then shipped to Japan. The CPR hauls over 34 million tons of coal to 

the west coast each year, mainly for export to Japan. 

Grain is hauled by the CPR from the prairies to ports at Thunder Bay, Ontario (the former Fort William) 

and Vancouver, where it is then shipped overseas. Grain has always been a significant commodity 

hauled by the CPR; between 1905 and 1909, the CPR double-tracked its section of track between Fort 

William and Winnipeg to facilitate grain shipments. For several decades this was the only long stretch of 

double track mainline outside of urban areas on the CPR. 

In 1952, the CPR became the first North American railway to introduce intermodal or "piggyback" 

freight service, where truck trailers are carried on flat cars. In 1999, the CPR introduced a short-haul 

intermodal service between Montreal and Detroit, called Expressway or The Iron Highway. 



Passenger trains 

Until the end of World War II, the train was the primary mode of long-distance transportation in Canada. 

Among the many types of people who rode CPR trains were new immigrants heading for the prairies, 

troops heading to war (especially during the two World Wars) and upper class tourists. It also custom- 

built many of its passenger cars at its CPR Angus Shops so as to be able to meet the demands of the 

upper class. The CPR also had a line of Great Lakes ships integrated into is transcontinental service. 

From 1885 until 1912, these ships linked Owen Sound on Georgian Bay to Fort William. After 1912, 

these ships, the Assiniboia, Keewatin and Manitoba, were headquartered in Port McNicol, ON. 

Travellers went by train from Toronto to Georgian Bay, then travelled by ship to link with The 

Canadian and The Dominion at the Canadian Lakehead. After World War II, the trains and ships carried 

automobiles as well as passengers. The service was discontinued in 1965. 

After World War II, passenger traffic declined as automobiles and aeroplanes became more common, 

but the CPR continued to innovate in an attempt to keep ridership up. On November 9, 1953, the CPR 

introduced Budd Rail Diesel Cars, called "Dayliners" by the CPR, on some of its branch lines. On April 

24, 1955, the CPR introduced a new luxury transcontinental passenger train, The Canadian. The train 

provided service between Vancouver and Toronto or Montreal (east of Sudbury, the train was in two 

sections). The train was pulled by diesel locomotives, and used new, streamlined, stainless steel rolling 

stock. 

Starting in the 1960s, however, the railway started to discontinue much of its passenger service, 

particularly on its branch lines. For example, passenger service ended on its line through southern 

British Columbia and Crowsnest Pass in January 1964, and on its Quebec Central in April 1967, and the 

transcontinental train The Dominion was dropped in January 1966. On October 29, 1978, CP Rail 

transferred its passenger services to VIA Rail, a new federal Crown corporation that was now 

responsible for intercity passenger services in Canada. 

In addition to inter-city passenger services, the CPR also provided commuter rail services in Montreal. 

CP Rail introduced Canada's first bi-level passenger cars here in 1970. On October 1, 1982, the Montreal 



Urban Community Transit Commission (MUCTC) assumed responsibility for the commuter services 

previously provided by CP Rail. 

Hotels 

To promote tourism and passenger ridership the Canadian Pacific established a series of first class resort 

hotels. These hotels became landmarks famous in their own right. They include the Château Frontenac 

in Quebec, Château Laurier in Ottawa, Royal York in Toronto, Minaki Lodge in Minaki Ontario, Hotel 

Vancouver, Empress Hotel in Victoria and the Banff Springs Hotel and Chateau Lake Louise in the 

Canadian Rockies. Several of the hotels were acquired from the competing Canadian National. The 

hotels retain their Canadian Pacific heritage but are no longer operated by the railroad. In 1998 Canadian 

Pacific Hotels acquired Fairmont Hotels, an American company, and the combined corporation operates 

the historic Canadian properties as well as the Fairmont's U.S. properties. 

Special trains 

Silk trains 

Between the 1890s and the 1940s, the CPR transported raw silk cocoons from Vancouver, where they 

had been shipped to from the Orient, to silk mills in New York and New Jersey. A silk train could carry 

several million dollars worth of silk, so they had their own armed guards. To avoid train robberies and 

so minimize insurance costs, they traveled quickly and stopped only to change locomotives and crews, 

which was often done in under five minutes. The silk trains had superior rights over all other trains; even 

passenger trains would be put in sidings to make the silk trains' trip faster. At the end of World War II, 

the invention of nylon made silk less valuable so the silk trains died out. 

Funeral trains 

Funeral trains would carry the remains of important people, such as 

prime ministers. As the train would pass, mourners would be at certain 

spots to show respect. Two of the CPR's funeral trains are particularly 



well-known. On June 10, 1891, the funeral train of Prime Minister Sir 

John A. Macdonald ran from Ottawa to Kingston, Ontario. The train 

consisted of five heavily draped passenger cars and was pulled by 4-4- 

0 No. 283. On September 14, 1915, the funeral train of former CPR 

president Sir William Cornelius Van Horne ran from Montreal to Joliet, Illinois, pulled by 4-6-2 No. 

2213. The Canadian was used as funeral train for former Prime Minister John Funeral Diefenbaker train of Prime in 1979. Minister 

Sir John A. Macdonald. 

King George VI and 

Queen Elizabeth at 

Hope, British 

Columbia. 

Royal trains 

The CPR ran a number of trains that transported members of the Canadian 

Royal Family when they toured Canada. These trains transported royalty 

through Canada's scenery, forests, small towns and enabled people to see and 

greet them. Their trains were elegantly decorated; some had amenities such as 

a post office and barber shop. The CPR's most notable royal train was also the 

last one it would run, in 1939. 

In 1939 the CPR had the honour of giving King George VI and Queen 

Elizabeth a rail tour of Canada, from Quebec City to Vancouver. This was the 

first visit to Canada by a reigning Monarch. The steam locomotive used to pull 

the train was numbered 2850, a Hudson (4-6-4) built by Montreal Locomotive 

Works. Specially painted in silver and blue, the locomotive ran 5,189 km (3,224 miles) across Canada, 

through 25 changes of crew, without engine failure. The King, somewhat of a railbuff, rode in the cab 

when possible. After the tour, King George gave the CPR permission to use the term "Royal Hudson" 

for these locomotives and to display Royal Crowns on their running boards. This applied only to the 

semi-streamlined locomotives (2820-2864), not the "standard" Hudsons (2800-2819). 

School cars 

Between 1926 and the early 1960s the CPR ran a school car to reach people who lived in Northern 

Ontario, far from schools. A teacher would travel in a specially designed car to remote areas and would 

stay to teach in one area for two to three days, then leave for another area. Each car had a blackboard 



and a few sets of chairs and desks. They also contained miniature libraries. These school cars were 

useful in spreading education and literacy. 

Silver Streak 

Major filming for the 1976 movie Silver Streak, a fictional comedy tale of a train trip from Los Angeles 

to Chicago, was done on the CPR, mainly in the Alberta area with station footage at Toronto's Union 

Station. The train set was so lightly disguised as the fictional "AMRoad" that the locomotives and cars 

still carried their original names and numbers, along with the easily-identifiable CP Rail red-striped 

paint scheme. Most of the cars are still in revenue service on VIA Rail Canada; the lead locomotive is 

extant in Québec but the second unit has been scrapped. 

Holiday Train 

Starting in 1999, the CPR ran a Holiday Train along its main line during the months of November and 

December. The train celebrates the Christmas season and collects donations for community food banks. 

The holiday train also provides publicity for the CPR and a few of its customers. 

Since its launch in 1999, the Holiday Train program has raised more than $2.3 million CAD and 506 

tons of food for North American food banks. All donations collected in a community remain in that 

community for distribution. 

Royal Canadian Pacific 

On June 7, 2000, the CPR inaugurated the Royal Canadian Pacific, a luxury excursion service that 

operates between the months of June and September. It operates along a 1,050 km (650 mile) route from 

Calgary, through the Columbia River Valley and Crowsnest Pass, and returning back to Calgary. The 

trip takes six days and five nights. The train consists of up to eight luxury passenger cars built between 

1916 and 1931 and is powered by first-generation diesel locomotives. 

Steam Train 

In 1998, the CPR repatriated one of its former passenger steam locomotives that had been on static 



display in the United States following its sale in January 1964, long after the close of the steam era. CPR 

Hudson 2816 was re-designated "Empress 2816" following a 30-month restoration that cost in excess of 

one million dollars. It was subsequently returned to service to promote public relations. It has operated 

across much of the CPR system, including lines in the United States. It has been used for various 

charitable purposes, the most significant of which has been to raise awareness of the need to provide 

children with a nourishing breakfast to aid their learning in school. One hundred percent of the money 

raised goes to the nation-wide charity Breakfast For Learning — the CPR bears all of the expenses 

associated with the operation of the train. 

Locomotives 

Steam locomotives 

In the CPR's early years, it made extensive use of American 4-4-0 steam locomotives. Use was also 

made of 4-6-0 and 2-8-0 locomotives, particularly in the mountains. 

Starting in the 20th century, the CPR used a large number of 4-6-2 Pacific locomotives and 4-6-4 

Hudson locomotives, which were used in both freight and passenger service. The CPR bought Pacifics 

between 1906 and 1948. The CPR also built its own locomotives at its Angus shops in Montreal. The 

CPR's best-known Hudsons were the class H1 Royal Hudson, semi-streamlined locomotives that were 

given their name because one of their class hauled the Royal Train carrying King George VI and Queen 

Elizabeth in 1939 across Canada without change or failure. That locomotive, No. 2850, is preserved in 

the Exporail exhibit hall of the Canadian Railway Museum in St. Constant (Delson) Quebec. One of the 

class, No. 2860, was restored by the British Columbia government and used in excursion service on the 

British Columbia Railway between 1974 and 1999. 

In 1929, the CPR received its first 2-10-4 Selkirk 

locomotives, the largest steam locomotives to run in 

Canada and the British Empire. Named after the Selkirk 

Mountains where they served, these locomotives were 



well suited for steep grades. They were regularly used in 

passenger and freight service. The CPR would own 37 of 

these locomotives, including number 8000, an 

experimental high pressure engine. The last steam locomotives that the CPR received, in 1949, were 

Selkirks, numbered 5930-5935. 

Diesel locomotives 

CPR Selkirk locomotive No. 5915. 

In 1937, the CPR acquired its first diesel-electric locomotive, a custom built one-of-a-kind switcher 

numbered 7000. This locomotive was not successful and was not repeated. Production model diesels 

were imported from American Locomotive Company (Alco) starting with five model S-2 yard switchers 

in 1943 and followed by further orders. In 1949 Alco FA1 road locomotives (8 A and 4 B units)and 5 

RS-2 road switchers were all delivered. In 1948 Montreal Locomotive Works began production of Alco 

designs. In 1949, the CPR acquired 13 Baldwin locomotives for its isolated Esquimalt and Nanaimo 

Railway, and Vancouver Island was quickly dieselised. Following that successful experiment, the CPR 

started to dieselise its main network. Dieselisation was completed eleven years later, with its last steam 

locomotive running on November 6, 1960. The CPR's first-generation locomotives were mostly made by 

General Motors Diesel and Montreal Locomotive Works, with some made by the Canadian Locomotive 

Company. 

CP was the first railway in North America to pioneer AC traction diesel-electric locomotives, in 1984. In 

1995 CP turned to General Electric GE Transportation Systems for the first production AC traction 

locomotives in Canada, and now has the highest percentage of AC locomotives in service of all North 

American Class I railways. As of 2004, 507 of the CPR's 1,622 locomotives are AC. 

The Canadian Pacific Railway in Canadian culture 

The construction of this railway is celebrated in the 

popular song by Gordon Lightfoot, Canadian Railroad 

Trilogy. The story of the railway's construction was most 

famously told in popular history books by Pierre Berton, 



voyage across Canada traveling Canadian Pacific. 

The National Dream and The Last Spike, which were 

adapted into a popular CBC television series called The 

National Dream. The railway is also the subject of a 

song by Stompin' Tom Connors, "The Flying CPR". 

Also Hank Snow wrote and performed the song 

"Canadian Pacific". The song portrays Hank Snows rail 

Lord Strathcona drives the Last Spike of the 

The formation of the Canadian Pacific Railway was voted as the second most important event in 

Canadian Pacific Railway, 7 November 1885, 

forming Craigellachie, Canada as a country British Columbia by a survey of Canadians in 2004. 

The Arrogant Worms, in their song "The Last Saskatchewan Pirate", referenced that before the narrator 

became a pirate, he was a farmer with land along the CP Line. 

Rolling Stock 

● 1655 locomotives 

● 1000 stand alone double stack well cars 

● 3100 high capacity covered hopper cars - grain and fertilizer 

● 3067 gondolas 

❍ 437 - steel and concentrate 

❍ 1756 - mill gondola (primarily used in scrap metal service) 

❍ 287 - open coil gondola 

❍ 503 - covered coil gondola 

❍ 84 - covered flat bottom gondola 

● 1250 high capacity aluminum coal cars 

● 375 light weight aluminum multi-level cars 

● 175 high capacity traverse coil steel cars 

● 620 62' high capacity box cars 

References 

● Berton, Pierre (1970). The National Dream: The Great Railway, 1871-1881. McClelland and 

Stewart, Toronto. ISBN 0-7710-1326-4. 

● Berton, Pierre (1971). The Last Spike. McClelland and Stewart, Toronto. ISBN 0-7710-1327-2. 

● Canadian Pacific Railway (October 31, 2005), CPR Announces Senior Executive Appointment . 



Retrieved November 30, 2005. 

● Cruise, David and Alison Griffiths (1988). Lords of the Line. Viking, Markham, Ontario. ISBN 0- 

670-81437-7. 

● Innis, Harold A. (1923, 1971). A History of the Canadian Pacific Railway. University of Toronto 

Press, Toronto. ISBN 0-8020-1704-5. 

● Leggett, Robert F. (1987). Railways of Canada. Douglas & McIntyre, Vancouver, British 

Columbia. ISBN 0-88894-581-7. 

● Sandford, Barrie (1981). The Pictorial History of Railroading in British Columbia. Whitecap 

Books, Vancouver, British Columbia. ISBN 0-920620-27-2. 

● The Premier's Funeral (June 11, 1891). The Woodstock Evening Sentinel Review, p. 1. 

● Canadian Pacific Railway 2004 Corporate Profile and Fact Book. Retrieved February 2, 2005. 

● http://www.collectionscanada.ca/trains/kids/h32-4000-e.html. Retrieved March 8, 2005. 

See also 

● Facilities of the Canadian Pacific Railway 

● List of presidents of the Canadian Pacific Railway Limited 

● Canadian culture 

● History of Chinese immigration to Canada 

● List of subsidiary railways of the Canadian Pacific Railway 

● Canadian Pacific Airlines 

● Canadian Pacific hotels 

● Norman Blake - musician who wrote a historically accurate song about the CPR 

● Canadian National Railway 

● VIA Rail 

● Ontario Northland Railway 

● GO Transit 


● Canadian Pacific Railway Official Website 

● Canadian Railway History and Stories 

● Official CPR brief history 

● Canadian Pacific Railway 2004 Corporate Profile and Fact Book 

● Station 29 - CPR Store 

● Canadian Pacific Railway News 

● www.scenic-railroads.com A gallery of CPR and other rail images. 

● The unofficial St. Lawrence and Hudson Railway website 



● The Bridgeline Historical Association (with interest in the Delaware and Hudson Railway and the 

St. Lawrence and Hudson Railway) 

● CPR, from Sea to Sea: The Scottish Connection — Historical essay, illustrated with photographs 

from the CPR Archives and the McCord Museum's Notman Photographic Archives 

● MountainRailway.comCanadian Pacific Railway in Western Canada as well as all-time CPR 

Diesel Locomotive Roster 

● RailsCanada.com - Canadian Rail Site Directory 

● Ontario Plaques - Sir William C. Van Horne 

● Ontario Plaques - Western Route of the C.P.R. 

Canadian CP Railway travel links 

● The Royal Canadian Pacific- Luxury Historic Rail Travel from Calgary to Vancouver 

● Canadian Pacific Hotels - Luxury Railway Hotels across Canada 

● Via Rail Canada- rail travel across Canada 

● Rocky Mountaineer- Luxury Train Travel from Jasper - Vancouver - Whistler - Quesnel - Jasper 

● Mara Train Station c.1892 - Converted Historic Train Station on historic Okanagan-Shuswap 

Railway CPR spur-line 

● Kamloops Heritage Railway - Kamloops, BC 

● Kettle Valley Steam Railway- Summerland, BC 

● Revelstoke Railway Museum - Revelstoke, BC 

● Three Valley Gap Railway Roundhouse- Three Valley Gap, BC 

● Last Spike at Craigellachie 

● The Canadian Museum of Rail Travel - Cranbrook, BC., which houses a major collection of CPR 

historic railcars 

Major railroad systems in New England, pre-1930s 

Bangor and Aroostook - Boston and Albany (NYC) - Boston and Maine - Canadian Pacific - Central 

Vermont (CN) - Grand Trunk (CN) - Maine Central - New Haven - Rutland 









Passenger railways of Canada 

Metro systems Montreal Metro • Toronto subway/RT • Vancouver SkyTrain 

Light rail 

Long distance 

Commuter rail 

C-Train (Calgary) • Edmonton Light Rail • O-Train (Ottawa) • Toronto streetcars • 

Toronto Pearson Airport People Mover 

VIA Rail • Ontario Northland Railway • Canadian National Railway • 

Canadian Pacific Railway • Quebec North Shore and Labrador Railway • 

Tshiuetin Rail Transportation • White Pass and Yukon Route 

GO Transit (Toronto) • Agence métropolitaine de transport (Montreal) • 

West Coast Express (Vancouver) 

Retrieved from "http://en.wikipedia.org/wiki/Canadian_Pacific_Railway" 

Categories: Canadian Pacific Railway | 1881 in Canada | Companies established in 1881 | Companies 

based in Calgary 

[hide] 



for details.) 




Trans-Caspian railway - Wikipedia, the free encyclopedia 

Trans-Caspian railway 


The Trans-Caspian railway (later called the Central Asiatic Railway) is a railway that follows the 

path of the Silk Road through much of western Central Asia. It was built by the Russian Empire during 

its expansion into Central Asia in the 19th century. 

History 

Construction was begun in 

1879 as a narrow-gauge 

railway to Kyzyl-Arvat in 

connection with the Russian 

conquest of Transcaspia under 

General Taylor Cunningham. It 

was rapidly altered to the 

standard Russian gauge of five 

feet, and construction through 

to Ashkabad and Merv 

(modern Mary) was completed 

under General Mikhail 

Annenkov in 1886. Originally 

the line began from Uzun-Ada 

The station of Bahmi on the Transcaspian Railway, c.1890 

on the Caspian Sea, but the terminus was later shifted north to the harbour at Krasnovodsk. The Railway 

reached Samarkand via Bukhara in 1888, where it halted for ten years until extended to Tashkent and 

Andijan in 1898. The permanent bridge over the Oxus (Amu-Darya) was not completed until 1901, and 

until then trains ran over a rickety wooden construction that was often damaged by floods. 

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Route 

The railway starts at the eastern shore of the Caspian Sea at Turkmenbashi (Krasnovodsk) and heads 

southeast, along the edge of the Karakum Desert. For a while it runs parallel to the Qaraqum Canal. It 

passes through Ashgabat (Ashkhabad) and continues southeast, hugging the foothills of the Kopet Dagh 

mountains, and passing through Tejen. At Tejen a modern railway link branches off, heading to the 

Iranian border at Sarakhs, and thence to Mashhad in Iran. From Tejen the Trans-Caspian heads 

northeast, through Mary (Merv), where a branch line built in the 1890s leads to the Afghan border at 

Kushka, and the main line carries on to Turkmenabat (Chardjui). From there a branch built in the Soviet 

period connects northwestward to Urganch and on to Kazakhstan and Russia. 

It continues through Bukhara (where a branch line built in 1910 leads to Termez and Dushanbe) and 

then carries on to Samarkand. At Sirdaryo, where it crosses the Syr Darya river, a branch runs east into 

the fertile Fergana Valley. From there the railway continues to Tashkent. There another northwest bound 

line runs to Kazakhstan, which branches at Arys forming the Turkestan-Siberia Railway to Novosibirsk. 

References 

● G.N. Curzon Russia in Central Asia (London) 1889 

● •.•. ••••••••• ••••-••••••••• ••••• • •••• • ••••• (•••••-•••••••••) 1881 

This Kazakhstan-related article is a stub. You can help Wikipedia by expanding it. 

This Turkmenistan-related article is a stub. You can help Wikipedia by expanding it. 

This Uzbekistan-related article is a stub. You can help Wikipedia by expanding it. 

This rail-related article is a stub. You can help Wikipedia by expanding it. 

Retrieved from "http://en.wikipedia.org/wiki/Trans-Caspian_railway" 

Categories: Transport in Turkmenistan | Transport in Kazakhstan | Transport in Uzbekistan | Railway 

lines | Kazakhstan stubs | Turkmenistan stubs | Uzbekistan stubs | Rail stubs 





for details.) 




Trans-Siberian Railway - Wikipedia, the free encyclopedia 

Trans-Siberian Railway 


The Trans-Siberian Railway or Trans-Siberian 

Railroad (•••••••••••••• ••••••••••, •••••••• in 

Russian, or Transsibirskaya magistral', Transsib) 

is a network of railways connecting Moscow and 

European Russia with the Russian Far East 

provinces, Mongolia, China and the Sea of Japan. 

Contents 

● 1 History 

● 2 Demand and design 

● 3 Construction 

● 4 Effects 

● 5 Costs 

● 6 Routes 

❍ 6.1 Trans-Siberian line 

❍ 6.2 Trans-Manchurian line 

❍ 6.3 Trans-Mongolian line 

● 7 Trivia 




History 

Trans-Siberian line in red; Baikal Amur Mainline in 

green. 

The main route, the Trans-Siberian, runs from Moscow to Vladivostok via southern Siberia and was 

built between 1891 and 1916. It is often associated with the main Russian train that connects these two 

cities. At 9,288 kilometres (5,772 miles), spanning 8 time zones and taking about 7 days to complete its 

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journey, it is the third-longest single continuous service in the world, after the Moscow-Pyongyang 

(10267 km, 6380 mi) [1] and the Donetsk-Vladivostok (9903 km, 6153 mi) [2] services, both of which 

also follow the Trans-Siberian for much of their routes. The route was opened by Tsarevich Nicholas 

Alexandrovitch of Russia after his eastern journey ended. 

A second primary route is the Trans-Manchurian, which coincides with the Trans-Siberian as far as 

Tarskaya (a stop 12 km east of Karymskaya, in Chita Oblast), about 1000 km east of Lake Baikal. From 

Tarskaya the Trans-Manchurian heads southeast, via Harbin and Mudanjiang in China's Northeastern 

Provinces (from where a connection to Beijing is used by one of Moscow-Beijing trains), joining with 

the main route in Ussuriysk just north of Vladivostok. This is the shortest and the oldest rail route to 

Vladivostok. Some trains split at Chenjan, China, with a portion of the service continuing to Pyongyang, 

North Korea. 

The third primary route is the Trans-Mongolian, which coincides with the Trans-Siberian as far as Ulan 

Ude on Lake Baikal's eastern shore. From Ulan-Ude the Trans-Mongolian heads south to Ulaan-Baatar 

before making its way southeast to Beijing. 

In 1991, a fourth route running further to the north was finally completed, after more than five decades 

of sporadic work. Known as the Baikal Amur Mainline (BAM), this recent extension departs from the 

Trans-Siberian line at Taishet several hundred miles west of Lake Baikal and passes the lake at its 

northernmost extremity. It crosses the Amur River at Komsomolsk-na-Amure (north of Khabarovsk), 

and reaches the Pacific at Sovetskaya Gavan (i.e., "Soviet Haven", a.k.a. Sovgavan, Sovietgavan, and 

earlier Imperatorskaya Gavan, i.e., "Imperial Haven"). While this route provides access to Baikal's 

stunning northern coast, it also passes through some rather forbidding terrain. 

Demand and design 

In the late 19th century, the development of the Siberia was hampered by poor transportation links 

within the region as well as between Siberia and the rest of the country. Good roads suitable for wheeled 

transport were few and far apart. For about 5 months of the year, rivers were the main means of 

transportation; during the cold half of the year, cargo and passengers traveled by horse-drawn sleds over 



the winter roads, many of which were the same rivers, now ice-covered. 

The first steamboat on the Ob, Nikita Myasnikov's "Osnova", was launched in 1844; but the early starts 

were difficult, and it was not until 1857 that steamboat shipping started developing in the Ob system in 

the serious way. Steamboats started operating on the Yenisei in 1863, on the Lena and Amur in the 

1870s. 

While the comparably flat Western Siberia was at least fairly well served by the gigantic Ob-Irtysh- 

Tobol-Chulym river system, the mighty rivers of Eastern Siberia -- Yenisei, Upper Angara River 

(Angara River below Bratsk was not easily navigable because of the rapids), Lena -- were mostly 

navigable only in the north-south direction. An attempt to somewhat remedy the situation by building 

the Ob-Yenisei Canal were not particularly successful. Only a railroad could be a real solution to the 

region's transportation problems. 

The first railroad projects in Siberia emerged after the creation of the Moscow-Saint Petersburg Railway. 

[3] 

One of the first was the Irkutsk-Chita project, intended to connect the former to the Amur river, and 

consequently, to the Pacific Ocean. On the initiative of Nikolay Muravyov-Amursky, surveys for a 

railroad in the Khabarovsk region were conducted. 

Before 1880, the central government had virtually ignored these projects, because of the weakness of 

Siberian enterprises, a clumsy bureaucracy, and fear of financial risk. Financial minister Count Egor 

Kankrin wrote: 

The idea of covering Russia with a railroad network not just exceeds any possibility, but 

even building the railway from Petersburg to Kazan must be found untimely by several 

centuries. [4] 

The abovementioned Irkutsk-Chita project, proposed by an American entrepreneur W. Collins, was 

rejected by the government, and a lesson was given to the major-general Muravyov-Amurskiy who 

"thoughtlessly showed benevolence" to the American project. Thus, the government tried to prevent the 

American and British sphere of influence in the Pacific from extending to Siberia. 



By 1880, there were a large number of rejected and upcoming applications for permission to construct 

railways to connect Siberia with the Pacific but not eastern Russia. This worried the government and 

made connecting Siberia with central Russia a pressing concern. 

The design process lasted 10 years. Along with the route 

actually constructed, alternative projects were proposed: 

● Southern route: via Kazakhstan, Barnaul, Abakan 

and Mongolia 

● Northern route: via Tyumen, Tobolsk, Tomsk, 

Yeniseysk and the modern Baikal Amur Mainline 

or even through Yakutsk. 

According to a legend, the line originally had an unneeded 

7km loop, which was due to the fact that during planning, 

Train entering a Circum-Baikal tunnel west of 

Kultuk 

the Russian Tsar accidentally had part of his finger in the way of plotting the route, and construction 

workers were too afraid of mentioning the mistake to the Tsar, resulting in them building the line 

including this "error". (Lonely Planet, Trans-Siberian Railway, first edition. This legend is more often 

told about the much earlier Moscow-Saint Petersburg Railway.) 

Railwaymen fought against suggestions to save funds, for example, by installing ferryboats instead of 

bridges over the rivers until traffic increased. The designers insisted and secured the decision to 

construct an uninterrupted railway. 

Unlike the rejected private projects, that intended to connect the existing cities demanding transport, the 

Trans-Siberian did not have such a priority. Thus, to save money and avoid collisions with land owners, 

it was decided to lay the road aside the existing cities. Tomsk was the largest city, and the most 

unfortunate, because the swampy banks of the Ob river near it was considered inappropriate for a bridge. 

The railway was laid 70 km to the south (thus initiating there the future Novosibirsk city), just a blind 

branch line connected with Tomsk, depriving the city of the prospective transit rail traffic and trade. 



The railway was instantly filled to its capacity with local traffic, mostly wheat. Together with low speed 

and low possible weights of trains, it upset the promised role as a transit route between Europe and East 

Asia. During the Russian-Japanese war, the military traffic to the East almost disorganized the civic 

freight flow. 

Construction 

Full time construction on the Trans-Siberian Railway 

began in 1891 and was put into execution and overseen by 

Sergei Witte, who was then Finance Minister. 

Similar to the First Transcontinental Railroad in the USA, 

Russian engineers started construction at both ends and 

worked towards the center. From Vladivostok the railway 

was laid north along the right bank of the Ussuri River to 

Khabarovsk at the Amur River becoming the Ussuri 

railway. 

A station on the railway in 1910. 

In 1890, a bridge across the river Ural was built and the new railroad entered Asia. The bridge across the 

Ob River was built in 1898 and the small city Novonikolaevsk, founded in 1883, metamorphosed into a 

large Siberian center—Novosibirsk city. In 1898, the first train reached Irkutsk and the shore of Lake 

Baikal. The railroad ran on to the East, across the Shilka and the Amur rivers and soon reached 

Khabarovsk. The Vladivostok-Khabarovsk branch was built a bit earlier, in 1897. 

Convict labour, from Sakhalin Island and other places, and Russian soldiers were drafted into railway- 

building service. One of the largest obstacles was Lake Baikal, some 60 km (40 mi) east of Irkutsk. Lake 

Baikal is more than 640 km (400 mi) long and over 1,600 m (5,000 feet) deep. The line ended on each 

side of the lake and a special icebreaker ferryboat was purchased from England to connect the railway. 

In the winter sleighs were used to move passengers and cargo from one side of the lake to the other until 

the completion of the Lake Baikal spur along the southern edge of the lake. With the completion of the 



Amur River line north of the Chinese border in 1916, there was a continuous railway from Petrograd to 

Vladivostok that remains to this day the world's longest railway line. 

Electrification of the line, begun in 1929 and completed in 

2002, allowed a doubling of train weights to 6,000 tonnes. 

Effects 

The Trans-Siberian Railway gave a great boost to Siberian 

agriculture, facilitating substantial exports to central Russia 

and Europe. It influenced the territories it connected directly, 

as well as those connected to it by river transport. For 

instance, Altai Krai exported wheat to the railway via the Ob 

river. 

As Siberian agriculture began to export cheap grain towards 

Bashkir switchman near the town Ust' 

Katav on the Yuryuzan River between Ufa 

and Cheliabinsk in the Ural Mountain 

region, ca. 1910 

the West, agriculture in Central Russia was still under economic pressure after the end of serfdom, 

which was formally cancelled in 1861. Thus, to defend the central territory and to prevent possible 

social destabilization, in 1896, the government introduced the Chelyabinsk tariff break (••••••••••• 

•••••••• •••••••), a tariff barrier for grain passing through Chelyabinsk, and a similar barrier in Manchuria. 

This measure changed the nature of export: mills emerged to create bread from grain in Altai, 

Novosibirsk and Tomsk, and many farms switched to butter production. From 1896 until 1913 Siberia 

exported on average 501,932 tonnes (30,643,000 pood) of bread (grain, flour) annually. [5] 

The Trans-Siberian line remains the most important transportation link within Russia; around 30% of 

Russian exports travel on the line. While it attracts many foreign tourists, it also gets considerable use 

from domestic passengers. 

Today the Trans-Siberian Railway carries about 20,000 

containers per year to Europe, including 8,300 containers 



from Japan. This is a fairly small amount, considering that 

for all means of transport combined Japan sends 360,000 

containers to Europe per year. Thus, there is potential for 

growth, and the Russian Ministry of Transport planned to 

increase the number of containers shipped on the railway 

to 100,000 by the year 2005 and satisfy the passage and 

cargo needs of 120 trains per day. This required that 

stretches that were single track and formed a bottleneck 

would be made double track. 

Costs 

Vladivostok terminus of the Trans-Siberian 

Railway. 

The train has 2nd class 4-berth compartments (called kupé) and 1st class 2-berth compartments (called 

spalny wagon or 'SV') and a restaurant car. One-way fares start at about $250 in a 4-berth sleeper or 

$320 in a 2-berth sleeper. [6] Prices increase dramatically if additional stops are needed. Russian train 

tickets can only be purchased within the Russian Federation or in Finland. Tickets can be purchased only 

45 days in advance. Many travel agencies can arrange to have tickets purchased by proxy, but the 45 day 

limit is strictly enforced. 

Routes 

Trans-Siberian line 

A 

commonly 

used main 

line route is 

as follows. 

Distances 

and travel 



times are 

from the 

schedule of 

train 

No.002M, 

Moscow- 

Vladivostok. 

[7] 

Bridge over Kama River, near Perm in 1912 

● Moscow, Yaroslavsky Rail Terminal (0 km, Moscow Time). 

● Vladimir (210, km, MT) 

● Nizhny Novgorod (461 km, 6 hours, MT) on the Volga River. Its railroad station is still called by 

its old Soviet name Gorky, and is so listed in most timetables 

● Kirov (917 km) 

● Perm (1397 km, 20 hours, MT+2) on the Kama River 

● Official boundary between Europe and Asia (1777 km), marked by a white obelisk 

● Yekaterinburg The marker (1778 for km, kilometer 1 day 9288, 2 h, MT+2) at the end in the of Urals, still called by its old Soviet name 

Sverdlovsk in most the timetables line in Vladivostok 

● Tyumen (2104 km) 

● Omsk (2676 km, 1 day 14 h, MT+3) on the Irtysh River 

● Novosibirsk (3303 km, 1 day 22 h, MT+3) on the Ob River 

● Krasnoyarsk (4065 km, 2 days 11 h, MT+4) on the Yenisei River 

● Taishet (4483 km), junction with the Baikal-Amur Mainline 

● Irkutsk (5153 km, 3 days 4 h, MT+5) near Lake Baikal's southern extremity 

● Ulan Ude (5609 km, 3 days 12 h, MT+5) 

● Junction with the Trans-Mongolian line (5622 km) 

● Chita (6166 km, 3 days 22 h, MT+6) 

● Junction with the Trans-Manchurian line at Tarskaya (6274 km) 

● Birobidzhan (8312 km, 5 days 13h), the capital of Jewish Autonomous Region 

● Khabarovsk (8493 km, 5 days 15 h, MT+7) on the Amur River 

● Ussuriysk (9147 km), junction with the Trans-Manchurian line and Korea branch 

● Vladivostok (9259 km, 6 days 4 h, MT+7), on the Pacific Ocean 

Services to North Korea continue from Ussuriysk via: 

● Primorsk (9257 km, 6 days 14h, MT+7) 



● Khasan (9407 km, 6 days 19h, MT+7, border with North Korea) 

● Tumangan (9412 km, 7 days 10h, MT+6, North Korean side of the border) 

● Pyongyang (10267 km, 9 days 2h, MT+6) 

There are many alternative routings between Moscow and 

Siberia. For example: 

● Some trains would leave Moscow from Kazansky 

Rail Terminal instead of Yaroslavsky Rail 

Terminal; this would shave some 20 km off the 

distances, because it provides a shorter exit from 

Moscow onto the Nizhny Novgorod main line. 

● One can take a night train from Moscow's Kursky 

Rail Terminal to Nizhny Novgorod, make a 

stopover in the Nizhny and then transfer to a Siberia-bound train 

● From 1956 to 2001 many trains went between Moscow and Kirov via Yaroslavl instead of 

Nizhny Novgorod. This would add some 29 km to the distances from Moscow, making 

Vladivostok Kilometer 9288. 

● Other trains get from Moscow (Kazansky Terminal) to Yekaterinburg via Kazan. 

● Between Yekaterinburg and Omsk it is possible to travel via Kurgan Petropavl (in Kazakhstan) 

instead of Tyumen. 

● One can bypass Yekaterinburg altogether by travelling via Samara, Ufa, Chelyabinsk, and 

Petropavl; this was historically the earliest configuration. 

The railway features many remarkable bridges, 

the longest being Khabarovsk Bridge (1916). 

Depending on the route taken, the distances from Moscow to the same station in Siberia may differ by 

several tens of kilometers. 

Trans-Manchurian line 

The Trans-Manchurian line, as e.g. used by train No.020, Moscow-Beijing [8] follows the same route as 

the Trans-Siberian between Moscow and Chita, and then follows this route to China: 

● Branch off from the Trans-Siberian-line at Tarskaya (6274 km from Moscow) 

● Zabaikalsk (6626 km), Russian border town 

● Manzhouli (6638 km from Moscow, 2323 km from Beijing), Chinese border town 

● Harbin (7573 km, 1388 km) 



● Changchun (7820 km from Moscow) 

● Beijing (8961 km from Moscow) 

The express train (No.020) travel time from Moscow to Beijing is just over 6 days. 

There is no direct passenger service along the entire original Trans-Manchurian route (i.e., from 

Moscow -- or anywhere in Russia-west-of-Manchuria -- to Vladivostok via Harbin), due to the obvious 

administrative and technical (gauge break) inconveniences of crossing the border twice. However, 

assuming sufficient patience and possession of appropriate visas, it is still possible to travel all the way 

along the original route, with a few stopovers (e.g. in Harbin, Grodekovo, and Ussuriysk). [9][10][11] That 

would pass the following points from Harbin east: 

● Harbin (7573 km from Moscow) 

● Mudanjiang (7928 km) 

● Suifenhe (8121 km), the Chinese border station 

● Grodekovo (8147 km), Russia 

● Ussuriysk (8244 km) 

● Vladivostok (8356 km) 

Trans-Mongolian line 

The Trans-Mongolian line follows the same route as the Trans- 

Siberian between Moscow and Ulan Ude, and then follows this route 

to Mongolia and China: 

● Branch off from the Trans-Siberian line (5655 km from 

Moscow) 

● Naushki (5895 km, MT+5), Russian border town 

● Russia-Mongolia border (5900 km, MT+5) 

● Sühbaatar (5921 km, MT+5), Mongolian border town 

● Ulaan-Baatar (6304 km, MT+5), the Mongolian capital 

● Zamiin Uud (7013 km, MT+5), Mongolian border town 

● Erlian (842 km from Beijing, MT+5), Chinese border town (••••) 

● Datong (371 km, MT+5) 

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The Trans-Mongolian Railway in 

the Gobi Desert


● Beijing (MT+5) 

Trivia 

● The lower the train number the fewer stops it makes and therefore the faster the journey. 

Unfortunately, the train number makes no difference to the duration of border crossings. 

● The Trans-Siberian Railway is the theme for the 1900 Trans-Siberian Railway Fabergé egg. 

● The Trans-Siberian Railway is longer than both the Great Wall of China and US Route 66. 

● Is the inspiration for the name of the Trans-Siberian Orchestra. [12] 

See also 

● Famous trains 

● History of Siberia 

References 

● Marks, S.G. (1991). Road to Power: The Trans-Siberian Railroad and the Colonization of Asian 

Russia, 1850-1917. ISBN 0801425336. 

● Thomas, Bryn (2003). The Trans-Siberian Handbook, 6th ed., Trailblazer. ISBN 1-873756-70-4. 

1. ^ Timetable for train No. 002, Moscow-Pyongyang, March 2007 

2. ^ Timetable for train No. 338, Donetsk-Vladivostok, March 2007 

3. ^ Based on a chapter of: Problem Regions of Resourse Type: Economical Integration of 

European North-East, Ural and Siberia. / Managing editors: V. V. Alexeev, M. K. Bandman, V. 

V. Kuleshov — Novosibirsk, IEIE, 2002. ISBN 5-89665-060-4 

4. ^ •••••••• •••••••• ••••• // ••••• ••••••-•••••••••••• •••••••• •••••••••••• ••••• •••••••••. •••.20 — •., 1925. 

Century of Railways // Works of scientific and technical committee of Communications 

Comissariat. Issue 20 — Moscow, 1925. 

5. ^ ••••••• •. •. ••••••••••••••• ••••••••• ••••• •• •••••• • •••••••• ••••••••••• • ••••• XIX — •••••• XX ••. // 

••••••••••••••• • ••••••••••••••••••• • ••••••. •••.3: ••••••• ••••••• ••••••. •••••••: •••-•• •••, 2001. 

Khramkov A. A. Railroad Transportation of Bread from Siberia to the West in the Late XIX — 

Early XX Centuries. // Entrepreneurs and Business Undertakings in Siberia. 3rd issue. Collection 

of scientific articles. Barnaul: Altai State University publishing house, 2001. ISBN 5-7904-0195- 

3 



6. ^ Ticket prices change often. Taken from:How to Travel by Trans-Siberian Railway from 

London to China & Japan Accessed October 20, 2006 

7. ^ Timetable for train No. 002, Moscow-Vladivostok, Mar 2007 

8. ^ Timetable for train No. 020, Moscow-Beijing, November 2006 

9. ^ Harbin-Suifenhe train schedule 

10. ^ Grodekovo-Harbin schedule, Nov 2006 (Note that Russian train sites give incorrect kilometer 

distance between Chinese stations) 

11. ^ Grodekovo-Ussuriysk schedule, Nov 2006 

12. ^ Interview with Bob Kinkel 



Trans-Siberian railway 

● Trans-Siberian Railway travel guide from Wikitravel 

● The Trans-Siberian Railway: Web Encyclopedia 

● Global Stroll's Trans-Siberian Railway. 

● Guide to the Trans-Siberian Railway by [1]. 

● Transportation Overview in the Khabarovsk Krai Region of Russia from U.S. Department of 

State 

● Map 

● For timetables, see Travel planner of German Railways (covers Europe, as well as at least each 

branch of the Trans-Siberian Railway) and time-table with distances (pdf); note that Moscow 

time applies for railways throughout Russia. 

● Travel Planner for Trans-Siberian, Trans-Manchurian and Trans-Mongolian Railways with real 

time train schedules 

● The site about railways in C.I.S. and Baltics 

● Guide to the Great Siberian Railway (1900) 

● Google Earth Trans-Siberian Railway placemarks and path 

● From London to Japan by train and ferry 

● Siberia (••••••) in Brockhaus and Efron Encyclopedic Dictionary (Russian) 

● Siberian railroad (••••••••• •••••••• ••••••) in Brockhaus and Efron Encyclopedic Dictionary 

(Russian) 

● The Great Siberian Railway, in The North American Review (Volume 170, Issue 522, May 

1900). 

● The New Student's Reference Work/Siberian Railroad (1914) 

● Virtual journey on the Trans-Siberian train 



Travel tales: 

● From Ulaanbaator to Moscow 

● The Australian Broadcasting Corporation's Moscow correspondent writes a travel blog about her 

trip on the Trans-Siberian. 

Retrieved from "http://en.wikipedia.org/wiki/Trans-Siberian_Railway" 

Categories: Named passenger trains | Railways of Russia | 1916 introductions | Siberia 



for details.) 




First Sino-Japanese War - Wikipedia, the free encyclopedia 

First Sino-Japanese War 



First Sino-Japanese War, major battles and troop movements 

Date 1 August 1894 – 17 April 1895 

Location Korea, Manchuria 

Result 

Territorial 

changes 

Japanese success leads to 

compromise. 

Control and hegemony of Joseon 

Dynasty moves from Qing Empire to 

Empire of Japan, 

Qing Empire cedes Taiwan, 

Pescadores, and Liaodong Peninsula 

to Empire of Japan 

Combatants 

Qing Empire (China) Empire of Japan 

Commanders 

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Li Hongzhang Yamagata Aritomo 

630,000 men 

Beiyang Army, 

Beiyang Fleet 

Strength 

240,000 men 

Imperial Japanese Army, 

Imperial Japanese 

Navy 

Casualties 

13,823 dead, 

35,000 dead or wounded 

3,973 wounded 


Pungdo (naval) – Seonghwan –Pyongyang – Yalu River 

(naval) – Jiuliangcheng (Yalu) – Lushunkou – 

Weihaiwei – Yingkou 

The First Sino–Japanese War (Traditional Chinese: ••••••; pinyin: Zh•ngrì Ji•w• Zhànzh•ng; Japanese: 

•••• Romaji: Nisshin Sens•) (1 August 1894 – 17 April 1895) was a war fought between Qing Dynasty 

China and Meiji Japan over the control of Korea. The Sino-Japanese War would come to symbolize the 

degeneration and enfeeblement of the Qing Dynasty and demonstrate how successful westernization and 

modernization had been in Japan since the Meiji Restoration as compared with the Self-Strengthening 

Movement in China. The principal results were a shift in regional dominance in Asia from China to 

Japan and a fatal blow to the Qing Dynasty and the Chinese classical tradition. These trends would result 

later in the 1911 Revolution. 

Contents 

● 1 Background and causes 

● 2 Status of combatants 

❍ 2.1 Japan 

■ 2.1.1 The Imperial Japanese Navy 

■ 2.1.2 The Imperial Japanese Army 

❍ 2.2 China 

● 3 Early stages of the war 

● 4 Events during the war 

● 5 End of the war 

● 6 Aftermath 



● 7 Chronicle of the war 

❍ 7.1 Genesis of the war 

❍ 7.2 Early stage of the war on Korean soil 

❍ 7.3 Sino-Japanese War on Chinese soil 




Background and causes 

Japan long had a desire to expand its realm to the mainland of east Asia. During Toyotomi Hideyoshi's 

rule in the late 16th century, Japan had invaded Korea (1592-1598) but after initial successes had failed 

to achieve complete victory and control of Korea. 

After two centuries, the seclusion policy, or Sakoku, under the shoguns of the Edo period came to an end 

when the country was forced open to trade by American intervention in 1854. The years following the 

Meiji Restoration of 1868 and the fall of the Shogunate had seen Japan transform itself from a feudal 

and comparatively backward society to a modern industrial state. The Japanese had sent delegations and 

students around the world in order to learn and assimilate western arts and sciences, this was done to 

prevent Japan falling under foreign domination and also to to enable Japan to be equal to the Western 

powers. 

As a newly emergent country, Japan turned its attention towards Korea. It was vital for Japan, in order to 

protect its own interests and security, to either annex Korea before it fell prey (or was annexed) to 

another power or to insure its effective independence by opening its resources and reforming its 

administration. As one Japanese statesman put it, "an arrow pointed at the heart of Japan". Japan felt that 

another power having a military presence on the Korean peninsula would have been detrimental to 

Japanese national security, and so Japan resolved to end the centuries-old Chinese suzerainty over 

Korea. Moreover, Japan realized that Korea’s coal and iron ore deposits would benefit Japan's 

increasingly-expanding industrial base. 

Korea had traditionally been a tributary state and continued to be so under the influence of China's Qing 



dynasty, which exerted large influence over the conservative Korean officials gathered around the royal 

family of the Joseon Dynasty. Opinion in Korea itself was split; conservatives wanted to retain the 

traditional subservient relationship with China, while reformists wanted to establish closer ties with 

Japan and western nations. After two Opium Wars and the Sino-French War, China had become weak 

and was unable to resist western intervention and encroachment (see Unequal Treaties). Japan saw this 

as an opportunity to replace Chinese influence in Korea with its own. 

On February 26, 1876, after certain incidents and confrontations involving Korean isolationists and the 

Japanese, Japan imposed the Treaty of Ganghwa on Korea, forcing Korea to open itself to Japanese and 

foreign trade and to proclaim its independence from China in its foreign relations. 

In 1884 a group of pro-Japanese reformers briefly overthrow the pro-Chinese conservative Korean 

government in a bloody coup d'état. However, the pro-Chinese faction, with assistance from Chinese 

troops under General Yüan Shih-k'ai, succeeded in regaining control with an equally bloody counter- 

coup which resulted not only in the deaths of a number of the reformers, but also in the burning of the 

Japanese legation and the deaths of several legation guards and citizens in the process. This caused an 

incident between Japan and China, but was eventually settled by the Sino-Japanese Convention of 

Tientsin of 1885 in which the two sides agreed to (a) pull their expeditionary forces out of Korea 

simultaneously; (b) not send military instructors for the training of the Korean military; and (c) notify 

the other side beforehand should one decide to send troops to Korea. The Japanese, however, were 

frustrated by repeated Chinese attempts to undermine their influence in Korea. 

Status of combatants 

Japan 

Japan's reforms under the Meiji emperor gave significant priority to naval construction and the creation 

of an effective modern national army and navy. Japan sent numerous military officials abroad for 

training, and evaluation of the relative strengths and tactics of European armies and navies. 

The Imperial Japanese Navy 



Major Combatants 

Protected Cruisers 

Matsushima (flagship) 

Itsukushima 

Hashidate 

Naniwa 

Takachiho 

Yaeyama 

Akitsushima 

Yoshino 

Izumi 

Cruisers 

Chiyoda 

Armored Corvettes 

Hiei 

Kong• 

Ironclad Warship 

Fus• 

The Imperial Japanese Navy was 

modeled after the Royal Navy, at the 

time the foremost naval power in the 

world. British advisors were sent to 

Japan to train, advise and educate the 

naval establishment, while students 

were in turn sent to Great Britain in 

order to study and observe the Royal 

Navy. Through drilling and tuition by 

Royal navy instructors, Japan was able 

to possess a Navy expertly skilled in 

art of gunnery and seamanship. Ito Sukeyuki was the Commander-in- 

Chief of the Combined Fleet. 

At the start of hostilities the Imperial Japanese navy contained a fleet 

(although lacking in battleships) of 12 modern warships(Izumi being added 

during the war), 1 frigate(Takao), 22 torpedo boats, numerous auxiliary/ 

armed merchant cruisers and converted liners. 

Japan did not yet have the resources to acquire battleships and so planned to employ the "Jeune 

Ecole" ("young school") doctrine which favoured small, fast warships, especially cruisers and torpedo 

boats, against bigger units. 

Many of Japan’s major warships were built in British and French shipyards(8 British, 3 French and 2 

Japanese-built) and 16 of the torpedo boats were known to have been built in France and assembled in 

Japan. 

The Imperial Japanese Army 



The Meiji era government at first modeled the army on the French Army, French advisors had been sent 

to Japan with the two military missions(1872-1880 and 1884, these were the second and third missions 

respectively, the first had been under the shogunate). Nationwide conscription was enforced in 1873 and 

a western-style conscript army was established, military schools and arsenals were also built. 

In 1886 Japan turned towards the German Army, specifically the Prussian model as the basis for its 

army. Its doctrines, military system and organisation were studied in detail and adopted by the IJA. In 

1885, Jakob Meckel, a German advisor implemented new measures such the reorganization of the 

command structure of the army into divisions and regiments, the strengthening of army logistics and 

transportation and structures (thereby increasing mobility) and the establishment of artillery and 

engineering regiments as independent commands. 

By the 1890's, Japan had at its disposal a modern, professionally trained western-style army which was 

relatively well equipped and supplied. Its officers had studied abroad and were well educated in the 

lastest tactics and strategy. 

By the start of the war, the Imperial Japanese Army could field a total force of 120,000 men in two 

armies and five divisions. 

Imperial Japanese Army Composition 1894-1895 

1st Japanese Army 

3rd Infantry Division 

5th Infantry Division 

2nd Japanese Army 

1st Infantry Division 

2nd Infantry Division' 

6th Infantry Division 

Reserve 

4th Infantry Division - in reserve 

China 

Qing Dynasty China did not have a national army, but following the Taiping Rebellion had been 



segregated into separate Manchu, Mongol, Hui(Muslim) and Han Chinese armies, which were further 

divided into largely independent regional commands. During the battle, most of the fighting was done by 

the Beiyang Army and Beiyang Fleet while pleas calling for help to other Chinese armies and navies 

were completely ignored due to regional rivalry. Although the Beiyang (or "Peiyang" as it was 

commonly spelled in early Chinese romanizations) was the best equipped and symbolized the new 

modern Chinese military, morale and corruption were serious problems; politicians systematically 

embezzled funds, even during the war. Logistics were a huge problem, as construction of railroads in 

Manchuria had been discouraged. The morale of the Chinese armies was generally very low due to lack 

of pay and prestige, use of opium, and poor leadership which contributed to some rather ignominious 

withdrawals such as the abandonment of the very well fortified and defensible Weihaiwei. 

Early stages of the war 

In 1893 a pro-Japanese Korean revolutionary, Kim Ok-kyun, was assassinated in Shanghai, allegedly by 

agents of Yüan Shikai. His body was then put aboard a Chinese warship and sent back to Korea, where it 

was supposedly quartered and displayed as a warning to other rebels. The Japanese government took this 

as a direct affront. The situation became increasingly tense later in the year when the Chinese 

government, at the request of the Korean Emperor, sent troops to aid in suppressing the Tonghak 

Rebellion. The Chinese government informed the Japanese government of its decision to send troops to 

the Korean peninsula in accordance with the Convention of Tientsin, and sent General Yuan Shikai as its 

plenipotentiary at the head of 2,800 troops. The Japanese countered that they consider this action to be a 

violation of the Convention, and sent their own expeditionary force (the Oshima Composite Brigade) of 

8,000 troops to Korea. The Japanese force subsequently seized the emperor, occupied the Royal Palace 

in Seoul by 8 June 1894, and replaced the existing government with the members from the pro-Japanese 

faction. Though Chinese troops were already leaving Korea, finding themselves unwanted there, the new 

pro-Japanese Korean government granted Japan the right to expel the Chinese troops forcefully, while 

Japan shipped more troops to Korea. The legitimacy of the new government was rejected by China, and 

the stage was thus set for conflict. 

Events during the war 



War between China and Japan was officially declared on 1 August 

1894, though some combat had already taken place. The Imperial 

Japanese Army attacked and defeated the poorly-prepared Chinese 

Beiyang Army, at the Battle of Pyongyang on 16 September 1894, 

and quickly pushed north into Manchuria. The Imperial Japanese 

Navy destroyed 8 out of 10 warships of the Chinese Beiyang Fleet 

off the mouth of the Yalu River on 17 September 1894. The 

Chinese fleet subsequently retreated behind the Weihaiwei 

fortifications. However, they were then surprised by Japanese 

ground forces, who outflanked the harbor's defenses. 

By 21 November 1894, the Japanese had taken the city of 

Lüshunkou (later known as Port Arthur). The Japanese army 

allegedly massacred thousands of the city's civilian Chinese 

inhabitants, in an event that came to be called the Port Arthur Massacre. 

The French-built Matsushima, 

flagship of the Imperial Japanese 

Navy during the Sino-Japanese 

conflict. 

After Weihaiwei's fall on 2 February 1895 and an easing of harsh winter conditions, Japanese troops 

pressed further into southern Manchuria and northern China. By March 1895 the Japanese had fortified 

posts that commanded the sea approaches to Beijing. 

● IJN Naval battle (file info) — Watch in browser 

❍ Video footage of a naval battle during the First Sino-Japanese war (1894) 

● Problems seeing the videos? See media help. 

End of the war 

The Treaty of Shimonoseki was signed on 17 April 1895. China recognised the total independence of 

Korea, ceded the Liaodong Peninsula(present-day Liaoning Province, Taiwan and the Pescadores 

Islands to Japan "in perpetuity". Additionally, China was to pay Japan 200 million Kuping taels as 

reparation. China also signed a commercial treaty permitting Japanese ships to operate on the Yangtze 

River, to operate manufacturing factories in treaty ports and to open four more ports to foreign trade. 



The Triple Intervention however forced Japan to give up the Liaodong Peninsula inexchange for another 

450 million Kuping taels. 

Aftermath 

The Japanese success of the was the result of the modernisation and industrialisation embarked on two 

decades earlier. The war demonstrated the superiority of Japanese tactics and training as a result of the 

adoption of a western style military. The Imperial Japanese Army and Navy were able to inflict a string 

of defeats on the Chinese through foresight, endurance, strategy and power of organization. Japanese 

Prestige rose in the eyes of the world. The victory established Japan as a power (if not a great power) on 

equal terms with the west and the dominant power in Asia. 

The war for China revealed the failure of the its government, its policies, the corruption of the 

administraion system and the decaying state of the Qing dynasty(something that had been recognised for 

decades). Anti-foreign sentiment and agitation grew and would later accumulate in the form of the 

Boxer Rebellion five years later. Throughout the 19th century the Qing dynasty was unable to prevent 

foreign encroachment - this together with calls for reform and the Boxer Rebellion would be the key 

factors that would lead to 1911 revolution and the downfall of the Qing dynasty in 1912. 

Although Japan had achieved what it had set out to accomplish namely to end Chinese influence over 

Korea, Japan reluctantly had been forced to relinquished the Liaodong Peninsula (Port Arthur) in 

exchange for an increased financial indemnity. The European powers(Russia especially) while having no 

objection to the other clauses of the treaty, did feel that Japan should not gain Port Arthur, for they had 

their own ambitions in that part of the world. Russia persuaded Germany and France to join her in 

applying diplomatic pressure on the Japanese, resulting in the Triple Intervention of 23 April 1895. 

In 1898 Russia signed a 25-year lease on Liaodong Peninsula and preceded to set a naval station at Port 

Arthur. Although this did infuriate the Japanese, they were more concerned with Russian encroachment 

towards Korea than in Manchuria. Other Powers such France, Germany and Great Britain took 

advantage of the situation in China and gained port and trade concessions at the expense of the decaying 

Qing Empire. Tsingtao and Kiaochow was acquired by Germany, Kwang-Chou-Wan by France and 



Weihaiwei by Great Britain. 

Tensions between Russia and Japan would increase in the years after the First Sino-Japanese war. 

During the Boxer Rebellion an 8 member international force was sent to suppress and quell the uprising, 

Russia had sent troops into Manchuria as part of this force. After the suppression of the Boxers the 

Russian Government had agreed to vacate the area. However by 1903 it had actually increased the 

number of its forces in Manchuria. Negotiations between the two nations (1901-1904) to establish 

mutual recognition of repesctive spheres of influence (Russia over Manchuria and Japan over Korea) 

were repeatedly and intentionally stalled by the Russians. They felt that they were strong and confident 

enough not to accept any compromise and believed Japan would not dare go to war against a European 

power. Russia also had intentions to use Manchuria as a springboard for further expansion of its interests 

in the Far East. 

In 1902, Japan formed an alliance with Britain. The terms of which stated that if Japan went to war in 

the Far East, and that a third power entered the fight against Japan, then Britain would come to the aide 

of the Japanese. This was a check to prevent either Germany or France intervening militarily in any 

future war with Russia. British reasons for joing the alliance were also to check the spread Russian 

expansion into the Pacific and thereby threatening British interests. 

Increasing tensions between Japan and Russia as a result of Russia's unwillingness to enter into a 

compromise and the prospect of Korea falling under Russia's Domination, therefore coming into conflict 

with and undermining Japan's interests compelled Japan to take action. This would be the deciding 

factor and catalyst that would lead to the Russo-Japanese war of 1904-05. 

Chronicle of the war 

Genesis of the war 

1 June 1894 : The Donghak Peasant 

Revolution Army moves towards Seoul. 

The Korean government requests help 



from the Chinese government to 

suppress the rebellion force. 

6 June 1894: The Chinese government 

informs the Japanese government under 

the obligation of Convention of Tientsin 

of its military operation. About 2,465 

Chinese soldiers were transported to 

Korea within days. 

8 June 1894: First of around 4,000 

Japanese soldiers and 500 marines land 

at Chumlpo (Incheon) despite Korean 

and Chinese protests. 

11 June 1894: End of Donghak 

Rebellion. 

13 June 1894: Japanese government telegraphs Commander of the Japanese forces in Korea, Otori 

Keisuke to remain in Korea for as long as possible despite the end of the rebellion. 

First Sino-Japanese War, major battles and troop movements 

16 June 1894: Japanese Foreign Minister Mutsu Munemitsu meets with Wang Fengzao, Chinese 

ambassador to Japan, to discuss the future status of Korea. Wang states that Chinese government intends 

to pull out of Korea after the rebellion has been suppressed and expects Japan to do the same. However, 

China also appoints a resident to look after Chinese interests in Korea and to re-assert Korea’s 

traditional subservient status to China. 

22 June 1894: Additional Japanese troops arrive in Korea. 

3 July 1894: Otori proposes reforms of the Korean political system, which is rejected by the 

conservative pro-Chinese Korean government. 



7 July 1894: Mediation between China and Japan arranged by British ambassador to China fails. 

19 July 1894: Establishment of Japanese Joint Fleet, consisting of almost all vessels in the Imperial 

Japanese Navy, in preparation for upcoming war. 

Early stage of the war on Korean soil 

23 July 1894: Japanese troops enter Seoul, seize the Korean Emperor and establish a new pro-Japanese 

government, which terminates all Sino-Korean treaties and grants the Imperial Japanese Army the right 

to expel Chinese Beiyang Army troops from Korea. 

25 July 1894: Naval Battle of Pungdo, offshore Asan, Korea. 

29 July 1894: Battle of Seonghwan near Asan, Korea; Asan itself falls to Japan the following day. 

1 Aug 1894: Formal Declaration of War. 

15 September 1894: Battle of Pyongyang, northern Korea. 

17 September 1894: Naval Battle of the Yalu River (1894) on border of Korea and Manchuria. 

Sino-Japanese War on Chinese soil 

24 October 1894: Battle of Jiuliangcheng. The Japanese First Army, under the command of Field 

Marshal Yamagata Aritomo invades Manchuria. 

21 November 1894: Battle of Lushunkou followed by Port Arthur Massacre. 

10 December 1894: Kaipeng (modern Gaixian, Liaoning Province, China) falls to the Japanese 1st Army 

under Lieutenant General Katsura Taro. 

12 February 1895: Battle of Weihaiwei, Shandong, China. 

5 March 1895: Battle of Yingkou, Liaoning Province, China. 



26 March 1895: Japanese forces invade and occupy the Pescadores Islands off of Taiwan without 

casualties. 

29 March 1895: Japanese forces under Admiral Motonori Kabayama land in northern Taiwan. 

17 April 1895: China signs Treaty of Shimonoseki ending the First Sino-Japanese War, granting the 

complete independence of Korea, ceding the Liaodong peninsula, the islands of Taiwan (Formosa), and 

the Pescadores Islands to Japan and paying Japan a war indemnity of 200 million Kuping taels. 

See also 

● Beiyang Army 

● Beiyang Fleet 

● History of China 

● History of Japan 

● History of Korea 

● Imperial Japanese Navy 

● Imperial Japanese Army 

● Military history of China 

● Military history of Japan 

● New Army 

● Port Arthur massacre (1894) 

● Second Sino-Japanese War 

● Sino-Japanese relations 

● 1895 Japanese Conquest of Taiwan 

References 

1. Chamberlin, William Henry. Japan Over Asia, 1937, Little, Brown, and Company, Boston, 395 pp. 

2. Colliers (Ed.), The Russo-Japanese War, 1904, P.F. Collier & Son, New York, 129 pp. 

3. Kodansha Japan An Illustrated Encyclopedia, 1993, Kodansha Press, Tokyo ISBN 4-06-205938-X 

4. Lone, Stewart. Japan's First Modern War: Army and Society in the Conflict with China, 1894-1895, 



1994, St. Martin's Press, New York, 222 pp. 

5. Paine, S.C.M. The Sino-Japanese War of 1894-1895: Perception, Power, and Primacy, 2003, 

Cambridge University Press, Cambridge, MA, 412 pp. 

6. Sedwick, F.R. (R.F.A.). The Russo-Japanese War, 1909, The Macmillan Company, NY, 192 pp. 

7. Theiss, Frank. The Voyage of Forgotten Men, 1937, Bobbs-Merrill Company, 1st Ed., Indianapolis & 

New York, 415 pp. 

8. Warner, Dennis and Peggy. The Tide At Sunrise, 1974, Charterhouse, New York, 659 pp. 

9. Urdang, Laurence/Flexner, Stuart, Berg. "The Random House Dictionary of the English Language, 

College Edition. Random House, New York, (1969). 

10.Military Heritage did an editorial on the Sino-Japanese War of 1894 (Brooke C. Stoddard, Military 

Heritage, December 2001, Volume 3, No. 3, p.6). 


● Under the Dragon Flag - My Experiences in the Chino-Japanese War by James Allan, available 

at Project Gutenberg. 

Retrieved from "http://en.wikipedia.org/wiki/First_Sino-Japanese_War" 

Categories: 1890s | First Sino-Japanese War | History of China | History of Korea | History of Manchuria 



for details.) 




Second Industrial Revolution - Wikipedia, the free encyclopedia 

Second Industrial Revolution 


The Second Industrial Revolution (1871–1914) is a phrase used by some historians to describe an 

assumed second phase of the Industrial Revolution. Since this period includes the rise of industrial 

powers other than Great Britain, such as Germany or the USA, it may be used by writers who want to 

stress the contribution of these countries or minimize the position of the UK. 

Several developments within the chemical, electrical, petroleum, and steel industries took place. [1] Mass 

production of consumer goods also developed at this time, for the mechanization of manufacture of food 

and drink, clothing and transport and even entertainment with the early cinema, radio and gramophone 

both served the needs of the population and also provided employment for the increasing numbers. This 

increasing production, however, was a factor leading up to the Long Depression and the so-called "New 

Imperialism". 

Contents 

● 1 Dating the era 

● 2 Communication 

● 3 Engines 

● 4 Germany 

● 5 Industrial workers 

● 6 End of the second phase 

● 7 Historical uses 



Dating the era 

The second industrial revolution is termed the second phase of the Industrial Revolution, since from a 

technological and a social point of view there is no clean break between the two. Indeed, it might be 

http://en.wikipedia.org/w/index.php?title=Second_Industrial_Revolution&printable=yes (1 of 5)22/04/2007 17.18.45


argued that it stems from the middle of the nineteenth century with the growth of railways and steam 

ships, for crucial inventions such as the Bessemer and the Siemens steel[1] making processes were 

invented in the decades preceding 1871. 

In the United States of America the Second Industrial Revolution is commonly associated with 

electrification as pioneered by Nikola Tesla, Thomas Alva Edison and George Westinghouse and by 

scientific management as applied by Frederick Winslow Taylor. 

Communication 

One of the most crucial inventions for the communication of technical ideas in this period was the steam- 

powered rotary printing press from the previous decades of the revolution. This in turn had been 

developed as the result of the invention of the endless-web paper-making machine by Henry Fourdrinier 

at the beginning of the nineteenth century. The second industrial revolution also saw the introduction of 

mechanical typesetting with the Linotype and the Monotype. This diffusion of knowledge in Britain, at 

least, was also the result of the repeal in the 1870s of taxes on paper which encouraged the growth of 

technical journalism and periodicals by cheapening production costs. 

Inventions and their applications were much more diffuse in this Revolution (or phase of a revolution) 

than earlier. This period saw the growth of machine tools in America capable of making precision parts 

for use in other machines. It also saw the introduction of the assembly line for the production of 

consumer goods. 

Engines 

The steam engine was developed and applied in Britain during the 18th century and only slowly 

exported to Europe and the rest of the world during the 19th century, along with the industrial 

revolution. In contrast, in the second industrial revolution practical developments of the internal- 

combustion engine appeared in several industrialized countries and the exchange of ideas was much 

faster. To give but one example, the first practical internal-combustion engine ran on coal gas and was 

developed in France by Etienne Lenoir, where it had a certain limited success as a stationary engine in 



light industry. 

The internal-combustion engine was tried out as a motive force for primitive automobiles in France in 

the 1870s, but it never was produced in quantity. It was Gottlieb Daimler of Germany who really 

exploited the breakthrough of using petroleum instead of coal gas as a fuel, for the automobile a few 

years later. Then it was Henry Ford of the United States who, still later, made the internal combustion 

engine a mass market phenomenon with a tremendous effect on society. The two stroke petrol engine 

was initially invented by the British engineer Joseph Day of Bath, who later licensed it to American 

entrepreneurs whereupon it quickly became the 'poor man's power source', driving motor cycles, motor 

boats, pumps and becoming a cheap, reliable, driver of small workshops before the days of mainstream 

electricity. 

Germany 

The German Empire came to replace the United Kingdom of Great Britain and Ireland as Europe's 

primary industrial nation during this period. This occurred as a result of three factors: 

● Germany, having industrialized after Britain, was able to model its factories after those of Britain 

thus saving a substantial amount of capital, effort, and time. While Germany made use of the 

latest technological concepts, the British continued to use expensive and outdated technology and 

therefore were unable (or unwilling) to afford the fruits of their own scientific progress. 

● In the development of science and pure research, the Germans invested more heavily than the 

British. 

● The German cartel system (known as Torre Moore), being significantly concentrated, was able to 

make more efficient use of fluid capital. 

Industrial workers 

This period, akin to the First Industrial Revolution was marked by a significant number of transient 

urban workers engaged in industrial labor (or the pursuit thereof), relatively common unemployment, 

low wages, and common prostitution due to the lack of other means of income. This period is also 

notable for an expanding number of white collar workers and increasing enrollment in trade unions. 

End of the second phase 



The end of the second industrial revolution or second phase of the industrial revolution has not been 

properly defined, since it would mean that the beginning of the third phase of the industrial revolution 

would also have to be considered. This is a difficult problem for the core of the industrial revolution is 

often linked to power sources and power usage. The first phase of the industrial revolution had coal or 

wood-generated steam power at its core. The second phase of the industrial revolution had the internal 

combustion engine and electrical motors and generators at its core. 

While some might surmise that the rise of nuclear power should mark the start of the third phase, it 

would clash with the fact that, with the exception of France, industrial economies depend less and less 

on nuclear power for their energy, and that, again with the exception of France, power from a nuclear 

reactor was never the primary source of energy. 

Historical uses 

In the past, the term "second industrial revolution" has often been used in the popular press and by 

technologists or industrialists to refer to the changes following the spread of new technology after World 

War I. The excitement and the debate over the dangers and the benefits of the Atomic Age were more 

intense and lasting than those over the Space age but they both were perceived (separately or together) to 

lead to another industrial revolution. At the start of the 21st century the term "second industrial 

revolution" has also been used to describe the anticipated effects of hypothetical molecular 

nanotechnology systems upon society. In this more recent scenario, the nanofactory would render the 

majority of today's modern manufacturing processes obsolete, vastly impacting all facets of the modern 

economy. 

References 

1. ^ Western Civilization, page 679 

● Beaudreau, Bernard C. The Economic Consequences of Mr. Keynes: How the Second Industrial 

Revolution Passed Great Britain By, (New York, NY:iUniverse, 2006) 

● Bernal, J. D. [1953] (1970). Science and Industry in the Nineteenth Century. Bloomington: 



Indiana University Press. ISBN 0-253-20128-4. 

● Hobsbawm, E. J. (1999). Industry and Empire: From 1750 to the Present Day, rev. and updated 

with Chris Wrigley, 2nd ed., New York: New Press. ISBN 1-56584-561-7. 

● Kranzberg, Melvin; and Carroll W. Pursell, Jr. (eds.) (1967). Technology in Western Civilization, 

2 vols., New York: Oxford University Press. 

● Landes, David (2003). The Unbound Prometheus: Technical Change and Industrial Development 

in Western Europe from 1750 to the Present, 2nd ed., New York: Cambridge University Press. 

ISBN 0-521-53402-X. 

See also 

● Revolution 

❍ Agricultural Revolution/Neolithic Revolution 

❍ Scientific Revolution 

❍ Industrial Revolution 

❍ Digital Revolution 

❍ Nanotechnology 

● Capitalism in the nineteenth century 

Retrieved from "http://en.wikipedia.org/wiki/Second_Industrial_Revolution" 

Categories: Articles with unsourced statements since February 2007 | All articles with unsourced 

statements | History of technology | Revolutions | Industrial Revolution | Modern Europe 



for details.) 




Electrical power industry - Wikipedia, the free encyclopedia 

Electrical power industry 


Electric company 

Energy Portal 

redirects here. For the 1970s PBS children's 

television show, see The Electric Company. 

Electric power, often known as power or 

electricity, involves the production and delivery 

of electrical energy through in sufficient 

quantities to areas that need electricity. Many 

households and businesses need access to 

electricity, especially in developed nations, the 

demand being scarcer in developing nations. 

Transmission lines in Lund, Sweden 

Demand for electricity is derived from the requirement for electricity in order to operate domestic 

appliances, office equipment, industrial machinery and provide sufficient energy for both domestic and 

commercial lighting, heating, cooking and industrial processes. Because of this aspect of the industry, it 

is viewed as a public utility as infrastructure. 

The electrical power industry is commonly split up into four processes. These are electricity generation 

such as a power station, electric power transmission, electricity distribution and electricity retailing. In 

many countries, electric power companies own the whole infrastructure from generating stations to 

transmission and distribution infrastructure. For this reason, electric power is viewed as a natural 

monopoly. The industry is generally heavily regulated, often with price controls and is frequently 

government-owned and operated. The nature and state of market reform of the electricity market often 

determines whether electric companies are able to be involved in just some of these processes without 

having to own the entire infrastructure, or citizens choose which components of infrastructure to 

patronise. In countries where electricity provision is deregulated, end-users of electricity may opt for 

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more costly green electricity. 

Contents 

● 1 Generation 

● 2 History 

❍ 2.1 Market reform 



Generation 

All forms of electricity generation have positive and negative aspects. Technology will probably 

eventually declare the most preferred forms, but in a market economy, the options with less overall costs 

generally will be chosen above other sources. It is not clear yet which form can best meet the necessary 

energy demands or which process can best solve the demand for electricity. There are indications that 

renewable energy and distributed generation are becoming more viable in economic terms. A diverse 

mix of generation sources reduces the risks of electricity price spikes. 

History 

Although electricity had been known to be produced as a result of the chemical reactions that take place 

in an electrolytic cell since Alessandro Volta developed the voltaic pile in 1800, its production by this 

means was, and still is, expensive. In 1831, Michael Faraday devised a machine that generated 

electricity from rotary motion, but it took almost 50 years for the technology to reach a commercially 

viable stage. In 1878, in the US, Thomas Edison developed and sold a commercially viable replacement 

for gas lighting and heating using locally generated and distributed direct current electricity. 

The world's first public electricity supply was provided in late 1881, when the streets of the Surrey town 

of Godalming in the UK were lit with electric light. This system was powered from a water wheel on the 

River Wey, which drove a Siemens alternator that supplied a number of arc lamps within the town. This 

supply scheme also provided electricity to a number of shops and premises. 



Coincident with this, in early 1882, Edison opened the world’s first steam-powered electricity generating 

station at Holborn Viaduct in London, where he had entered into an agreement with the City Corporation 

for a period of three months to provide street lighting. In time he had supplied a number of local 

consumers with electric light. The method of supply was direct current (DC). 

It was later on in the year in September 1882 that Edison opened the Pearl Street Power Station in New 

York City and again it was a DC supply. It was for this reason that the generation was close to or on the 

consumer's premises as Edison had no means of voltage conversion. The voltage chosen for any 

electrical system is a compromise. Increasing the voltage reduces the current and therefore reduces 

resistive losses in the cable. Unfortunately it increases the danger from direct contact and also increases 

the required insulation thickness. Furthermore some load types were difficult or impossible to make for 

higher voltages. 

Additionally, Robert Hammond, in December 1881, demonstrated the new electric light in the Sussex 

town of Brighton in the UK for a trial period. The ensuing success of this installation enabled Hammond 

to put this venture on both a commercial and legal footing, as a number of shop owners wanted to use 

the new electric light. Thus the Hammond Electricity Supply Co. was launched. Whilst the Godalming 

and Holborn Viaduct Schemes closed after a few years the Brighton Scheme continued on, and supply 

was in 1887 made available for 24 hours per day. 

Nikola Tesla, who had worked for Edison for a short time and appreciated the electrical theory in a way 

that Edison did not, devised an alternative system using alternating current. Tesla realised that while 

doubling the voltage would halve the current and reduce losses by three-quarters, only an alternating 

current system allowed the transformation between voltage levels in different parts of the system. This 

allowed efficient high voltages for distribution where their risks could easily be mitigated by good 

design while still allowing fairly safe voltages to be supplied to the loads. He went on to develop the 

overall theory of his system, devising theoretical and practical alternatives for all of the direct current 

appliances then in use, and patented his novel ideas in 1887, in thirty separate patents. 

In 1888, Tesla's work came to the attention of George Westinghouse, who owned a patent for a type of 



transformer that could deal with high power and was easy to make. Westinghouse had been operating an 

alternating current lighting plant in Great Barrington, Massachusetts since 1886. While Westinghouse's 

system could use Edison's lights and had heaters, it did not have a motor. With Tesla and his patents, 

Westinghouse built a power system for a gold mine in Telluride, Colorado in 1891, with a water driven 

100 horsepower (75 kW) generator powering a 100 horsepower (75 kW) motor over a 2.5-mile (4 km) 

power line. Almarian Decker finally invented the whole system of three-phase power generating in 

Redlands, California in 1893. Then, in a deal with General Electric, which Edison had been forced to 

sell, Westinghouse's company went on to construct a power station at the Niagara Falls, with three 5,000 

horsepower (3.7 MW) Tesla generators supplying electricity to an aluminium smelter at Niagara and the 

town of Buffalo 22 miles (35 km) away. The Niagara power station commenced operation on April 20, 

1895. 

Tesla's alternating current system remains the primary means of delivering electrical energy to 

consumers throughout the world. While high-voltage direct current (HVDC) is increasingly being used 

to transmit large quantities of electricity over long distances or to connect adjacent asynchronous power 

systems, the bulk of electricity generation, transmission, distribution and retailing takes place using 

alternating current. 

Market reform 

There has been a movement towards separating the monopoly parts 

of the industry, such as transmission and distribution sectors from 

the contestable sectors of generation and retailing across the world. 

This has occurred prominently since the reform of the electricity 

supply industry in England and Wales in 1990. In some countries, 

wholesale electricity markets operate, with generators and retailers 

trading electricity in a similar manner to shares and currency. 

See also 

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Transmission lines in Romania Of 

which the nearest is a Phase 

Transposition Tower


● AC power 

● Circuit Breaker 

● Electricity generation 

● Electric power transmission 

● Electricity distribution 

● Power (physics) 

● Distributed generation 

● Electricity retailing 

● Auxiliary power 

● Power control 

● Power factor 

● Electrical wiring 

● Earthing system 

● Uninterruptible power supply 

● Electrical generator 

● Electrical bus 

● New Zealand Electricity Market 

● Electricity market 

● Transformer 

● Three-phase power 

● Electronics 

● Mains power plug 

● Mains electricity ("household electricity" in American English) 

● Meter Point Administration Number (unique UK supply number) 

● North American Electric Reliability Corporation (NERC) 

● NERC Tag 

● Industrial power plug 

● Power budget 

● Power connector 

● Power failure transfer 

● Power margin 

● Power plant 

● Power supply 

● Power system automation 

● Reddy Kilowatt (U.S. electricity corporate logo) 

● Skin effect 

References 



● Robert Lomas, The Man Who Invented the Twentieth Century: Nikola Tesla, Forgotten Genius of 

Electricity, (1999) Headline, London ISBN 0-7472-7588-2. 

● Daniel J. Shanefield, Industrial Electronics for Engineers, Chemists, and Technicians, (2001) 

SciTech Pub, Norwich, NY ISBN 0-8155-1467-0 

● The Graphic, 12 November 1881. 

● Godalming Council Minutes, 1881 - 1884. 

● P. Strange, "Early Electricity Supply in Britain: Chesterfield and Godalming", IEEE Proceedings 

(1979). 

● D. G. Tucker, "Hydro-Electricity for Public Supply in Britain", Industrial Archaeology Review, 

(1977). 

● B. Bowers, A History of Electric Light & Power, Peregrinus (1982). 

● T. P. Hughes, Networks of Power, Johns Hopkins Press London (1983). 

Sustainability and Development of Energy Edit 

Conversion | Development and Use | Sustainable Energy | Conservation | Transportation 

Retrieved from "http://en.wikipedia.org/wiki/Electrical_power_industry" 

Category: Electric power 



for details.) 




Bessemer process - Wikipedia, the free encyclopedia 

Bessemer process 


The Bessemer process was the first inexpensive 

industrial process for the mass-production of 

steel from molten pig iron. The process is named 

after its inventor, Henry Bessemer, who took out 

a patent on the process in 1855. The process was 

independently discovered in 1851 by William 

Kelly. 

Bessemer converter, schematic diagram 

[1][2] The process had also been used 

outside of Europe for hundreds of years, but not 

on an industrial scale. [3] The key principle is 

removal of impurities from the iron by oxidation through air being blown through the molten iron. The 

oxidation also raises the temperature of the iron mass and keeps it molten. 

Contents 

● 1 Bessemer converter 

● 2 Predecessor processes 

● 3 History 

● 4 Importance 

● 5 Obsolescence 




● 9 Notes 

Bessemer converter 

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The process is carried on in a large ovoid steel container lined with clay or dolomite called the 

Bessemer converter. The capacity of a converter was from 8 to 30 tons of molten iron with a usual 

charge being around 15 tons. At the top of the converter is an opening, usually tilted to the side relative 

to the body of the vessel, through which the iron is introduced and the finished product removed. The 

bottom is perforated with a number of channels called tuyères through which air is forced into the 

converter. The converter is pivoted on trunnions so that it can be rotated to receive the charge, turned 

upright during conversion, and then rotated again for pouring out the molten steel at the end. The 

oxidation process removes impurities such as silicon, manganese, and carbon as oxides. These oxides 

either escape as gas or form a solid slag. The refractory lining of the converter also plays a role in the 

conversion - the clay lining is used in the acid Bessemer, in which there is low phosphorus in the raw 

material. Dolomite is used when the phosphorus content is high in the basic Bessemer (limestone or 

magnesite linings are also sometimes used instead of dolomite) - this is also known as a Gilchrist- 

Thomas converter. In order to give the steel the desired properties, other substances could be added to 

the molten steel when conversion was complete, such as spiegeleisen (an iron-carbon-manganese alloy). 

When the required steel had been formed, it was poured out into ladles and then transferred into moulds 

and the lighter slag is left behind. The conversion process (called the "blow") was completed in around 

twenty minutes. During this period the progress of the oxidation of the impurities was judged by the 

appearance of the flame issuing from the mouth of the converter: the modern use of photoelectric 

methods of recording the characteristics of the flame has greatly aided the blower in controlling the final 

quality of the product. After the blow, the liquid metal was recarburized to the desired point and other 

alloying materials are added, depending on the desired product. 

Predecessor processes 

Before the Bessemer process Britain had no practical method of reducing the carbon content of pig iron. 

Steel was manufactured by the reverse process of adding carbon to carbon-free wrought iron, usually 

imported from Sweden. The manufacturing process, called cementation process, consisted of heating 

bars of wrought iron together with charcoal for periods of up to a week in a long stone box. This 

produced blister steel. Up to 3 tons of expensive coke was burnt for each ton of steel produced. Such 

steel when rolled into bars was sold at £50 to £60 a long ton. The most difficult and work-intensive part 



of the process was however the production of wrought iron done in finery forges in Sweden. 

This process was refined in the 1700s with the introduction of Benjamin Huntsman's crucible steel 

making technique, which added an additional three hours firing time, and additional massive quantities 

of coke. In making crucible steel, the blister steel bars were broken into pieces and melted in small 

crucibles each containing 20 kg or so. This produced higher quality crucible steel, and increased the 

cost. The Bessemer process reduced to about ½ hour the time to make steel of this quality, while 

requiring only the coke needed initially to melt the pig iron. The earliest Bessemer converters produced 

steel for £7 a long ton, although they priced it initially at around £40 a ton. 

History 

Both Bessemer and Huntsman were based in the city of Sheffield, 

England. Sheffield has an international reputation for steel-making, 

which dates from 1740, when Benjamin Huntsman discovered the 

crucible technique for steel manufacture, at his workshop in the 

district of Handsworth. This process had an enormous impact on 

the quantity and quality of steel production and was only made 

obsolete, a century later, in 1856 by Henry Bessemer's invention of 

the Bessemer converter which allowed the true mass production of 

steel. Bessemer had moved his Bessemer Steel Company to 

Sheffield to be at the heart of the industry. The city's Kelham 

Island Museum still maintains one of the UK's last examples of a 

working Bessemer converter [from Workington, Cumbria] for 

public viewing. 

Importance 

Bessemer converter, Kelham Island 

Museum, Sheffield, England (2002) 

The Bessemer process revolutionized the world. Prior to its widespread use, steel was far too expensive 

to use in most applications, and wrought iron was used throughout the Industrial Revolution. After its 



introduction, steel and wrought iron were similarly priced, and all manufacture turned to steel. 

Obsolescence 

In the U.S. commercial steel production using this method stopped in 1968. It was replaced by processes 

such as Linz-Donawitz process that offered better control of final chemistry. The Bessemer process was 

so fast (10-20 minutes for a heat) that it allowed little time for chemical analysis or adjustment of the 

alloying elements in the steel. Bessemer converters did not remove phosphorus efficiently from the 

molten steel; as low-phosporous ores became more expensive, conversion costs increased. The process 

only permitted a limited amount of scrap steel to be charged, further increasing costs, especially when 

scrap was inexpensive. Certain grades of steel were sensitive to the nitrogen which was part of the air 

blast passing through the steel. 

See also 

● Henry Bessemer 

● William Kelly 

● Linz-Donawitz process 

● Siemens-Martin process 

● Basic oxygen steelmaking 

● Sandvik 

● 1862 

● Ladle Ananlysis Formula 

References 

● A retrospective of 20th century steel making technology 


● Bessemer process 

Notes 



1. ^ "Bessemer process". Britannica 2: 168. (2005). Encyclopedia Britannica. Retrieved on August 

6, 2005. 

2. ^ "Kelly, William". Britannica 6: 791. (2005). Encyclopedia Britannica. Retrieved on August 6, 

2005. 

3. ^ Ponting, Clive (2000), World History, A New Perspective, Pimlico, ISBN 0-7126-6572-2 

Retrieved from "http://en.wikipedia.org/wiki/Bessemer_process" 

Categories: English inventions | Industrial processes | Steelmaking 



for details.) 




Open hearth furnace - Wikipedia, the free encyclopedia 

Open hearth furnace 


Open hearth furnaces are one of a number of kinds of furnace where excess carbon and other 

impurities are burnt out of pig iron to produce steel. Since steel is difficult to manufacture due to its high 

melting point, normal fuels and furnaces were insufficient and the open hearth furnace was developed to 

overcome this difficulty. Most open hearth furnaces were closed by the early 1990s, not least because of 

their fuel inefficiency, being replaced by basic oxygen furnace or electric arc furnace. 

Technically perhaps, the first primitive open hearth furnace was the Catalan forge, invented in Catalonia 

in the 8th century, but it is usual to confine the term to certain 19th century and later steelmaking 

processes, thus excluding bloomeries (including the Catalan forge), finery forges, and puddling furnaces 

from its application. 

Contents 

● 1 The Siemens regenerative furnace 

● 2 Open Hearth steelmaking 



The Siemens regenerative furnace 

Sir Carl Wilhelm Siemens developed the Siemens regenerative furnace in the 1850s, and claimed in 

1857 to be recovering enough heat to save 70-80% of the fuel. This furnace operates at a high 

temperature by using regenerative preheating of fuel and air for combustion. In regenerative preheating, 

the exhaust gases from the furnace are pumped into a chamber containing bricks, where heat is 

transferred from the gases to the bricks. The flow of the furnace is reversed so that fuel and air pass 

through the chamber and are heated by the bricks. Through this method, an open-hearth furnace can 

reach temperatures high enough to melt steel, but Siemens did not initially use it for that. 

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The regenerators are the distinctive feature of the furnace and consist of fire-brick flues filled with 

bricks set on edge and arranged in such a way as to have a great number of small passages between 

them. The bricks absorb most of the heat from the outgoing waste gases and return it later to the 

incoming cold gases for combustion. 

Open Hearth steelmaking 

In 1865, Emile Martin and Pierre Martin took out a licence from Siemens and first applied his furnace 

for making steel. Their process was known as the Siemens-Martin process, and the furnace as an "open- 

hearth" furnace. The rapid production of large quantities of basic steel, such as that which is used to 

construct tall buildings, is the most appealing characteristic of the Siemens regenerative furnace. The 

usual size of furnaces is 50 to 100 tons, but for some special processes they may have a capacity of 250 

tons or even 500 tons. The Siemens-Martin process complemented rather than replacing the Bessemer 

process. It was slower and thus easier to control. 

Basic oxygen steelmaking or LD process replaced the open hearth furnace. In the US, steel production 

using the inefficient open hearth furnaces had stopped by 1992. The highest share of steel produced with 

open hearth furnaces (almost 50%) still retained in Ukraine. (http://www.energystar.gov/ia/business/ 

industry/41724.pdf). 


● K. Barraclough, Steelmaking 1850-1900 (Institute of Metals, London 1990), 137-203. 

● W. K. V. Gale, Iron and Steel (Longmans, London 1969), 74-77. 


● Precursors to the Blast Furnace 

Retrieved from "http://en.wikipedia.org/wiki/Open_hearth_furnace" 

Categories: Fireplaces | Steelmaking | Industrial furnaces 





for details.) 




Scientific management - Wikipedia, the free encyclopedia 

Scientific management 


This article (or section) may need to be wikified to meet Wikipedia's quality standards. 

Please help improve this article, especially its section layout, and relevant internal links. (help) 

This article has been tagged since December 2006. 

This article or section is missing citations and/or footnotes. 

This article or section contains insufficiently sourced phrases. Using inline citations helps guard against 

copyright violations and factual inaccuracies. You may improve the article or discuss this issue on the 

talk page. Help on using footnotes is available. This article has been tagged since December 2006. 

Scientific management, Taylorism or the Classical Perspective is a method in management theory 

which determines changes to improve labour productivity. The idea first coined by Frederick Winslow 

Taylor in his The Principles of Scientific Management (Online version) who believed that decisions 

based upon tradition and rules of thumb should be replaced by precise procedures developed after 

careful study of an individual at work. In management literature today, the greatest use of the concept of 

Taylorism is as a contrast to a new, improved way of doing business. 

Contents 

● 1 General approach, contributions and elements 

❍ 1.1 General approach 

❍ 1.2 Contributions 

❍ 1.3 Elements 

● 2 Mass production methods 

❍ 2.1 Division of labor 

● 3 Criticism 

● 4 Legacy 

● 5 Scientific management and the Soviet Union 



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General approach, contributions and elements 

General approach 

● Standard method for performing each job. 

● Select workers with appropriate abilities for each job. 

● Training for standard task. 

● Planning work and eliminating interruptions. 

● Wage incentive for increase output. 

Contributions 

● Scientific approach to business management and process improvement 

● Importance of compensation for performance 

● Began the careful study of tasks and jobs 

● Importance of selection and training 

Elements 

● Labour is defined and authority/responsibility is legitimised/official 

● Positions placed in hierarchy and under authority of higher level 

● Selection is based upon technical competence, training or experience 

● Actions and decisions are recorded to allow continuity and memory 

● Management is different from ownership of the organisation 

● Managers follow rules/procedures to enable reliable/predictable behaviour 

Mass production methods 

Taylorism is often mentioned along with Fordism, because it was closely associated with mass 

production methods in manufacturing factories. Taylor's own name for his approach was scientific 

management. This sort of task-oriented optimization of work tasks is nearly ubiquitous today in menial 

industries, most notably in assembly lines and fast-food restaurants. His arguments began from his 

observation that, in general, workers in repetitive jobs work at the slowest rate that goes unpunished. 

This slow rate of work (which he called "soldiering", but might nowadays be termed "loafing" or 



"malingering" as a typical part of a day's work), he opined, was a combination of the inherent laziness of 

people and the observation that, when paid the same amount, workers will tend to do the amount of 

work the slowest among them does. He therefore proposed that the work practice that had been 

developed in most work environments was crafted, intentionally or unintentionally, to be very inefficient 

in its execution. From this he posited that there was one best method for performing a particular task, 

and that if it were taught to workers, their productivity would go up. 

Taylor introduced many concepts that were not widely accepted at the time. For example, by observing 

workers, he decided that labor should include rest breaks so that the worker has time to recover from 

fatigue. He proved this with the task of unloading ore. Workers were taught to take rest during work and 

output went up. Today's armies use it during forced marches - the soldiers are ordered to take a break of 

10 minutes for every hour of marching. This allows for a much longer forced march than continuous 

walking. 

Division of labor 

Taylor recognized that there is a certain suitability of certain people for particular jobs: 

Now one of the very first requirements for a man who is fit to handle pig iron as a regular 

occupation is that he shall be so stupid and so phlegmatic that he more nearly resembles in 

his mental make-up the ox than any other type. The man who is mentally alert and 

intelligent is for this very reason entirely unsuited to what would, for him, be the grinding 

monotony of work of this character. Therefore the workman who is best suited to handling 

pig iron is unable to understand the real science of doing this class of work. 

This view—match the worker to the job—has resurfaced time and time again in management theories. 

Criticism 

Applications of scientific management sometimes fail to account for two inherent difficulties: 

● It ignores individual differences: the most efficient way of working for one person may be 



inefficient for another; 

● It ignores the fact that the economic interests of workers and management are rarely identical, so 

that both the measurement processes and the retraining required by Taylor's methods would 

frequently be resented and sometimes sabotaged by the workforce. 

Both difficulties were recognized by Taylor, but are generally not fully addressed by managers who only 

see the potential improvements to efficiency. Taylor believed that scientific management cannot work 

unless the worker benefits. In his view management should arrange the work in such a way that one is 

able to produce more and get paid more, by teaching and implementing more efficient procedures for 

producing a product. 

Although Taylor did not compare workers with machines, some of his critics use this metaphor to 

explain how his approach to be made efficient by removing unnecessary or wasted effort. However, 

some would say that this approach ignores the complications introduced because workers are necessarily 

human: personal needs, interpersonal difficulties, and the very real difficulties introduced by making 

jobs so efficient that workers have no time to relax. As a result, workers worked harder, but became 

dissatisfied with the work environment. Some have argued that this discounting of worker personalities 

led to the rise of labor unions. 

It can also be said that the rise in labor unions is leading to a push on the part of industry to accelerate 

the process of automation, a process that is undergoing a renaissance with the invention of a host of new 

technologies starting with the computer and the Internet. This shift in production to machines was 

clearly one of the goals of Taylorism, and represents a victory for his theories. 

However, tactfully choosing to ignore the still controversial process of automating human work is also 

politically expedient, so many still say that practical problems caused by Taylorism led to its 

replacement by the human relations school of management in 1930. 

However, Taylor's theories were clearly at the root of a global revival in theories of scientific 

management in the latter two decades of the 20th century, under the moniker of 'corporate 

reengineering'. So, as such, Taylor's ideas can be seen as the root of a very influential series of 

developments in the workplace, with the goal being the eventual elimination of industry's need for 



unskilled, and later perhaps, even most skilled labor in any form, directly following Taylor's recipe for 

deconstructing a process. This has come to be known as commoditization, and no skilled profession, 

even medicine, has proven to be immune from the efforts of Taylors followers, the 'reengineers' - who 

are often called derogatory names such as 'bean counters'. 

J.C. Tipton BA, BSc, The Journal of Scientific Management Vol. 28 Page 127 (1992) - 'As 

aforementioned in my previous work, the blatant failings of scientific management stem from the 

monotony of repetitive tasks. It is also the presence of a plethora of hygiene factors (Herzberg 1918) that 

will ensure that this management structure will die a horrible death. 

Legacy 

Scientific management was the first attempt to systematically treat management and process 

improvement as a scientific problem. With the advancement of statistical methods, the approach was 

improved and referred to as quality control in 1920s and 1930s. During the 1940s and 1950s, the body of 

knowledge for doing scientific management evolved into Operations Research and management 

cybernetics. In the 1980s we had total quality management, in the 1990s reengineering. Todays Six 

Sigma and Lean manufacturing could be seen as new names for scientific management. In particular, 

Shigeo Shingo, one of the creators of Lean Management who devoted his life to scientific management, 

says that the Toyota Production System and Japanese management culture in general should be seen as 

scientific management. 

Peter Drucker sees Frederick Taylor as the creator of knowledge management, as the aim of scientific 

management is produce knowledge on how to improve work processes. Although some have questioned 

whether scientific management is suitable only for manufacturing, Taylor himself advocated scientific 

management for all sorts of work, including the management of universities and government. 

Scientific management has had an important influence in sports, where stop watches and motion studies 

rule the day. (Taylor himself enjoyed sports—especially tennis and golf—and he invented improved 

tennis rackets and improved golf clubs, although other players liked to tease him for his unorthodox 

designs, and they did not catch on as replacements for the mainstream implements.) 



Scientific management and the Soviet Union 

Historian Thomas Hughes (Hughes 2004) has detailed the way in which the Soviet Union in the 1920s 

and 1930s enthusiastically embraced Fordism and Taylorism, importing American experts in both fields 

as well as American engineering firms to build parts of its new industrial infrastructure. The concepts of 

the Five Year Plan and the centrally planned economy can be traced directly to the influence of 

Taylorism on Soviet thinking. Hughes quotes Stalin: 

American efficiency is that indomitable force which neither knows nor recognises obstacles; 

which continues on a task once started until it is finished, even if it is a minor task; and without 

which serious constructive work is impossible . . . The combination of the Russian revolutionary 

sweep with American efficiency is the essence of Leninism. (Hughes 2004, 251) 

(Stalin 1976: 115) 

Stalin, J. V. (1976) Problems of Leninism, Lectures Delivered at the Sverdlov University Foreign 

Languages Press, Peking 

link 

Hughes offers this equation to describe what happened: 

Taylorismus + Fordismus = Amerikanismus 

Hughes describes how, as the Soviet Union developed and grew in power both sides, the Soviets and the 

Americans, chose to ignore or deny the contribution that American ideas and expertise had had, the 

Soviets because they wished to portray themselves as creators of their own destiny and not indebted to a 

rival and the Americans because they did not wish to acknowledge their part in creating a powerful rival. 

See also 

● Fordism 

● Division of labour 

● Hawthorne effect 



● Benjamin S. Graham 

● Lillian Moller Gilbreth, Frank Bunker Gilbreth. Wife and husband team of time and motion study 

engineers 

● Pandora's Box by Adam Curtis 

● The Secret Life of Machines: The Office by Tim Hunkin 

References 

● Hughes, Thomas P., 2004 American Genesis: A Century of Invention and Technological 

Enthusiasm 1870-1970. 2nd ed. Chicago: The University of Chicago Press. 

● Robert Kanigel, 1999 The One Best Way: Frederick Winslow Taylor and the Enigma of 

Efficiency Penguin ISBN 0-14-026080-3 


● Principles of Scientific Management - Full text online 

Retrieved from "http://en.wikipedia.org/wiki/Scientific_management" 

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