Thomas Swann

Thomas Swann (February 3, 1809 – July 24, 1883) was an American politician. Initially a Know-Nothing, and later a Democrat, he served as the 19th Mayor of Baltimore (1856–1860), later as the 33rd Governor of Maryland (1866–1869), and subsequently as U.S. Representative ("Congressman") from Maryland's 3rd congressional district and then 4th congressional district (1869–1879), representing the Baltimore area.
Early life and career.
Swann was born in Alexandria, Virginia, to Thomas Swann, a lawyer who served as United States Attorney for the District of Columbia, and the former Jane Byrd Page, a member of one of the first families of Virginia. Swann's elder brother Wilson Cary Swann (1806-1876) later rose to prominence as a physician, philanthropist, and social reformer.
Swann attended Columbian College (now George Washington University) in Washington, D.C., and the University of Virginia at Charlottesville. He studied law and was admitted to the Bar. A Democrat, he was appointed by 7th President Andrew Jackson as secretary of the United States Commission to Naples (Kingdom of the Two Sicilies - later Italy).
Railroad industry.
In 1834, Swann moved to Baltimore, Maryland, where he engaged in business in the new railroad industry. Swann rose to be a director of the Baltimore & Ohio Railroad in 1847 and president in 1848, serving in that position until his resignation in 1853. He was chosen as president of the Northwestern Virginia Railroad. He was an investor in the Baltimore & Ohio Railroad.
Mayor of Baltimore.
1856 election.
Swann was first elected Mayor of Baltimore in 1856 as a member of the "Know Nothing" movement (also known as the "American Party") in one of the bloodiest and corrupted elections in state history. He supposedly defeated Democratic challenger Robert Clinton Wright by over a thousand votes.
Many believed that once slavery was abolished in Maryland, African Americans would begin a mass emigration to a new state. As white soldiers returned from Southern battlefields, they came home to find that not only were their slaves gone, but soil exhaustion was causing tobacco crops in southern Maryland to fail. With a growing number of disaffected white men, Swann embarked on a campaign of "Redemption" and "restoring to Maryland a white man's government".
Additionally, he enacted a law that encouraged white fisherman to harass black fisherman when he signed into law the state's first ever "Oyster Code":
"And be it acted, that all owners and masters of canoes, boats, or vessels licensed under this article, being White Men, are hereby constituted officers of this state for the purpose of arresting and taking before any judge or Justice of the Peace, any persons who may be engaged in violating any provisions of this article. Furthermore, all such owners and masters are hereby vested with the power to summon posse comitatus to aid in such arrest."
Although Maryland was still a "slave state" at the time, the Emancipation Proclamation did not apply to it, because it was a non-Confederate state, having officially remained in the Union; President Lincoln feared that ending slavery there at the height of the Civil War would cause Maryland to leave the Union. Hence, ending slavery there required a state-level referendum. When slavery there was abolished with the adoption of the third Maryland Constitution of 1864, Lincoln's fears were not realized; the war finished without Maryland ever defecting to the Confederacy, although many men from southern Maryland counties and the "Eastern Shore" did fight on the side of the Confederacy.
During the mid-1850s, public order in Baltimore City had often been threatened by the election of candidates of the "Know Nothing" movement which became known as the "American Party". In October 1856 the "Know Nothing" previous incumbent Mayor Samuel Hinks was pressed by Baltimoreans to order the Maryland State Militia in readiness to maintain order during the mayoral and municipal elections, as violence was anticipated. Hinks duly gave State Militia general George H. Steuart the order, but he soon rescinded it. As a result, violence broke out on polling day, with shots exchanged by competing mobs. In the 2nd and 8th Wards several citizens were killed, and many wounded. In the 6th ward artillery was used, and a pitched battle fought on Orleans Street in East Baltimore/Jonestown/Old Town neighborhoods between "Know Nothings" and rival Democrats, raging for several hours. The result of the election, in which voter fraud was widespread, was a victory for Swann by around 9,000 votes.
1857 election.
In 1857, fearing similar violence at the upcoming elections, Governor Thomas W. Ligon ordered commanding General George H. Steuart of the Maryland State Militia to hold the First Light Division, Maryland Volunteers in readiness. However, Mayor Swann, this time running for re-election, successfully argued for a compromise measure involving special police forces to prevent disorder, and Steuart's militia were stood down. This time, although there was less violence than in 1856, the results of the vote were again compromised, and the "Know-Nothings" took many state offices in a heavily disputed ballot.
1858 election.
He was re-elected in 1858, again with widespread violence prevalent, and won by over 19,000 votes due to a large amount of voter intimidation.
There were a great deal of internal improvements and urban modernizations during Swann's tenure as mayor. The long-time colonial-era various in-fighting problems and competitive volunteer independent firefighting companies since 1763 (under a loose confederation of the "Baltimore City United Fire Department" of 1835) were replaced in 1858 with paid professional firefighters with the organization of the modern current Baltimore City Fire Department, and were given steam-powered fire engines and a better emergency telegraph alarm system. His office also oversaw the creation of the horse-drawn streetcar system in Baltimore replacing the older omnibuses, the purchase from the Col. Nicholas Rogers estate and creation of the large tract for Druid Hill Park in 1860, overlooking the west banks of the Jones Falls. Following the municipal purchase of the former private Baltimore Water Company, (since 1804), saw the replacement of its old wooden pipes and aging inadequate infrastructure with the beginnings of two water-sewage construction projects along the upper Jones Falls. Following was the major public works project of the construction of the dam at the new Lake Roland Reservoir along with the organization of a new city water board and extension of new waterworks service into new outlying areas of the growing metropolis. The "Basin" (Baltimore Inner Harbor) was dredged at 20 feet depth during his term as governor, and several new schools were added to the city. The former constables and "City Night Watch" system from 1784 were replaced by a newly organized Baltimore City Police Department under then modern principles was established and given new uniforms, weapons and training (later placed under supervision and appointment powers of the governor in 1860 to the 1990s). To provide better street lighting, the offices of Superindendents of Lamps with the then existing gas system was created.
Violence was greatly prevalent during Swann's term as mayor, especially during election campaigns. Then Maryland Governor Thomas W. Ligon sought Swann's assistance to try to avoid "Know Nothing" riots during the 1856 Presidential elections, but little was resolved during the meeting, and continued riots ensued during the night of the election wounding and killing many. Ligon criticized Swann for not taking the necessary precautions, recalling the event as partisans "engaged; arms of all kinds were employed; and bloodshed, wounds, and death, stained the record of the day, and added another page of dishonor to the annals of the distracted city". This continued to contribute to Baltimore's oft-stated ignoble reputation and nickname of "Mobtown", acquired since the anti-war riots of 1812. Gov. Ligon did not cooperate with Mayor Swann during the state elections of 1857, and immediately imposed martial law upon Baltimore City before election day had begun. Swann was angered, and insisted this was not necessary, but, recalling the events one year earlier, Ligon refused to lift the martial law status.
Governor of Maryland.
In 1860, Swann left the American Party, which dissolved, and joined the merged war-time Union Party. In 1864, he was unanimously nominated as the 33rd Governor of Maryland during its nomination convention. He won election with lieutenant-governor running mate Christopher C. Cox by over 9,000 votes. The only governor elected under the Maryland Constitution of 1864, Swann took the oath of office on January 11, 1865, but did not enter into the duties of the office until one year later (under that constitution, the governor chosen in the November 1864 election could not assume the office until the completion of the term of his predecessor, Augustus W. Bradford, in January 1866); he served until January 1869. In his inaugural address, he encouraged reunion in the State following the American Civil War, and voiced his opposition to slavery, deeming it "a stumbling block in the way of [our] advancement".
Radical Republicans of Maryland criticized Swann for supporting the Reconstruction policies of Democratic and 17th President Andrew Johnson, and refusing to adopt their proposals. He eventually parted with the Republicans and joined the Democratic Party during his term as governor. He had strongly opposed requiring the "ironclad" loyalty oath and registration laws promoted by the Radical Republicans for former Confederates in the state.
In 1867, the General Assembly of Maryland nominated Swann to succeed John A. J. Creswell to the United States Senate. But, Radical Republicans had gained control of the Congress in 1867, and refused to allow Swann admission to the Senate because he had switched parties. The Democrats in Maryland began to fear that, if Swann left, the Maryland lieutenant governor, a Radical Republican, might place Maryland under a military, Reconstruction government and temporarily disfranchise whites who had served in the Confederacy. Also, they did not want to lose reforms made by Swann with other voting rights. Rather than fight the Radicals in Congress to gain a seat, Swann was convinced by Democrats to remain as governor and turn down the Senate seat.
Swann supported internal improvements to state infrastructure, especially after the war, and he is credited with greatly improving the facilities at the Baltimore Port and Harbor. He also encouraged immigration, and the immediate emancipation of slaves following the War. By 1860, 49% of blacks in Maryland were already free, giving them a substantial position and economic strength in the years following the war.
U.S. Congressional career and final years.
In 1868, Swann was elected to Congress from Maryland's 3rd congressional district, gaining re-election and serving until 1873. With redistricting changes, he was elected in 1873 from Maryland's 4th congressional district, serving three terms until 1879. In the United States Congress, Swann was chairman of the Committee on Foreign Affairs (Forty-fourth and Forty-fifth Congresses).
His first wife, Elizabeth Gilmer (Sherlock) Swann (1814-1876) they had a daughter in 1843, Elizabeth Gilmer Swann. In 1878, the widower married Josephine Ward Thomson, daughter of Representative ("Congressman") Aaron Ward and widow of U.S. Senator John Renshaw Thomson.
Swann died on his estate, "Morven Park", near Leesburg, Virginia. He is interred in the landmark Green Mount Cemetery (southeast of Maryland Route 45 and East North Avenue) of Baltimore. In eulogy, the influential "The Sun" newspaper of Baltimore criticized his early political errors, but credited him as
"a great mayor, conferring inestimable benefits on the city he governed; not only was he a wise and beneficent governor to the oppressed portion of the citizens of the State, but he was one of the most useful and influential Congressmen this State or city ever had."
Swann Park, off of South Hanover Street (Maryland Route 2) in the South Baltimore/Spring Gardens area, adjacent to the eastern waterfront of Middle Branch (Smith and Ridgley's Coves) of the Patapsco River is named for him and also serves as an occasional athletic home for the former Southern High School (now Digital Harbor High School). Nearby are large monumental gas storage tanks for the Baltimore Gas and Electric Company.


CSX Chef Menteur Pass Bridge

The CSX Chef Menteur Pass Bridge carries one track of CSX rail lines across the Chef Menteur Pass on the eastern side of Lake Pontchartrain between New Orleans and Slidell, Louisiana.


Dakota, Minnesota and Eastern Railroad

The Dakota, Minnesota and Eastern Railroad was a Class II railroad subsidiary of the Canadian Pacific Railway operating across South Dakota and southern Minnesota in the Northern Plains of the United States. Portions of the railroad also extend into Wyoming, Nebraska, Iowa, and Illinois.
The DM&E began operations on September 5, 1986, over trackage spun off from the Chicago and North Western Transportation Company in South Dakota and Minnesota. Many of the negotiations were handled by the office of Senator Larry Pressler and his legal counsel Kevin V. Schieffer. After DME's successful first decade, Schieffer succeeded J. C. McIntyre as president of the railroad on November 7, 1996.
The DM&E purchased the assets of I&M Rail Link railroad in 2002, renaming it Iowa, Chicago and Eastern Railroad. DM&E combined its management and dispatching duties with those of ICE under the holding company Cedar American Rail Holdings. The combined system directly connects Chicago through Iowa to Kansas City, Minneapolis-St. Paul and continues as far west as Rapid City, South Dakota. Smaller branches extend into portions of Wisconsin, Wyoming and Nebraska.
In September 2007 it was announced that Canadian Pacific Railway (CP) would acquire the DM&E upon approval by the Surface Transportation Board of the US Department of Transportation. The STB announced its approval of the purchase plan on September 30, 2008. The merger was completed, and the DM&E ceased operating a month later.
1986–1996: Startup and initial expansion.
In 1983, the Chicago and North Western Railway (CNW) announced plans to abandon a section of railroad between Pierre, South Dakota and Rapid City, South Dakota. Due to pressure from customers and Senator Larry Pressler from South Dakota, a deal was reached and announced on April 24, 1986, to purchase divisions of the C&NW from Winona, Minnesota, to Rapid City, South Dakota, creating the Dakota, Minnesota and Eastern Railroad. This deal also included buildings, rolling stock and locomotives, mostly rebuilt EMD SD9s, from the CNW.
DM&E began operations on this track on September 5, 1986. The railroad was expanded in 1995 when it acquired additional former CNW branch lines from Rapid City, South Dakota, to Colony, Wyoming, and Crawford, Nebraska. That same year, the C&NW ceased to exist after being merged into Union Pacific.
From startup to the railroad's ten-year anniversary in 1996, DM&E hauled nearly 500,000 carloads of freight, which includes 700 million bushels of grain. DM&E celebrated the anniversary with picnics and employee appreciation events and excursions in Waseca, Minnesota, and Pierre, South Dakota.
Kevin V. Schieffer, whom former United States President George H. W. Bush had appointed as US Attorney for South Dakota in 1991, became president of DM&E on November 7, 1996. Schieffer was no newcomer to the railroad; he first became involved with DM&E in 1983 when he worked to prevent the abandonment of the former CNW lines that eventually formed the first sections of DM&E's mainline. Maintaining the status quo on DM&E was not the fate that he had in mind for the railroad as he took the reins.
1997–2006: plans for expansion into the Powder River Basin.
Expansion plans.
In 1997, DM&E announced plans to expand into the Powder River Basin (PRB) in Wyoming and provide unit coal train service from that area. The railroad filed an application for the expansion to the Surface Transportation Board (STB) on February 20, 1998. Burlington Northern Railroad built into this area in 1979, and the Chicago and North Western Railway (CNW) also sought to access the PRB coalfields, a project accomplished by CNW's successor Union Pacific Railroad. DM&E would become the third railroad to tap into the coal deposits in the region.
DM&E's expansion would require the construction of 281 miles (452 km) of new track, upgrading 598 miles (962 km) of existing track (including all of the railroad's mainline track in Minnesota), new mainline connections at Owatonna and Mankato, Minnesota, and three new rail yards. The plan would be the largest new railroad construction in the United States since the completion of Milwaukee Road's Pacific extension to Seattle, Washington, in 1909.
Initial approval.
The STB approved the application on December 10 of that year pending completion of an Environmental Impact Statement (EIS), which was released by the STB on September 27, 2000.
An analysis of the plan by Minnesota's Dakota, Minnesota and Eastern Railroad Working Group in 2001 showed support among customers and freight shippers, but DM&E's expansion plan led to complaints among residents in communities along the railroad's right-of-way. While some communities welcomed the railroad's expansion plan as an opportunity for increased business within their own cities, other residents and businesses felt that roads in the area were not built with enough overpasses and underpasses to deal with the traffic flow problems that the longer and more frequent unit trains would produce at grade crossings. The objectors cited concerns of the general public in safely and quickly traversing their communities as well as the ability of emergency vehicles to cross the tracks to reach emergency scenes or hospitals. The city of Rochester, Minnesota filed asked the STB to compel the railroad to build a bypass around the city as a condition to granting the railroad permission to build the Powder River extension. The bypass was estimated to cost around US$100 million.
Further legal actions.
After a period of public comment that lasted until March 16, 2001, and further review by the STB, the final EIS was issued on November 19, 2001. In this final approval, the STB agreed with DM&E that no new bypasses around cities would be required even though the cities of Rochester, Minnesota, Brookings and Pierre, South Dakota, had requested them. In 2003, a ruling by the United States Court of Appeals for the Eighth Circuit ordered the STB to re-examine potential environmental issues around Rochester. The STB's preliminary report, released in early 2005, noted that no additional steps were needed by the railroad to alleviate noise and vibration caused by the projected increase in train traffic.
The court upheld the STB's approval with stipulations for the new line's environmental impact, including the projected increase in the frequency of train horn soundings along the line. From the court's ruling, the STB prepared a Supplemental Environmental Impact Statement which sets forth mitigation strategies for the railroad. On February 15, 2006, the United States Surface Transportation Board (STB) announced its final approval of the railroad's 1998 application.
In April 2004, DM&E was awarded the power of eminent domain in South Dakota by the United States Court of Appeals for the Eighth Circuit in Pierre, South Dakota. The ruling overturned part of South Dakota legislation passed in 1999 (two years after the railroad first announced its intentions to expand) that would have impaired railroad operations and construction in the state. This decision restores the legal process by which the railroad can effectively force landowners along the proposed new route to sell their land to the railroad.
Funding.
With the final EIS in place and approval from the STB, DM&E had the authority to undertake the expansion as proposed, but needed financing. On February 26, 2007, the FRA rejected a proposed $2.3 billion loan to DM&E. In announcing the decision, Administrator Joseph H. Boardman noted that the project proposal met many federal requirements for the loan but cited concerns that the railroad might not be able to handle cost overruns during construction or to repay such a hefty amount after construction is completed.
2002–2007: consolidation with IC&E.
DM&E hauled nearly 60,000 carloads of freight in fiscal year 2002, serving approximately 130 customers along the railroad's mainline. Of these shipments, 53% were grains or grain products, 24% were bentonite and kaolin clay, 7% were cement, and 5% were wood and lumber products; the remaining 11% were split among all other types of freight.
On February 21, 2002, DM&E announced that it would purchase the railroad assets of I&M Rail Link (IMRL) from its then-owner the Washington Corporation. DM&E rechristened the IMRL property to Iowa, Chicago and Eastern Railroad (IC&E) and began operating under that name on July 30, 2002. A purchase price was not stated in the original announcement, but an article in the May 2002 "Trains Magazine" reported that several industry sources believed the total to be around $150 million.
DM&E and IC&E combined management under the holding company Cedar American Rail Holdings. Locomotives of both railroads were given a unified paint scheme and interchanges were streamlined between the two railroads. The administration of both railroads is handled by Cedar, further streamlining processes between the two railroads. The combined DM&E/IC&E system makes up the largest Class II railroad (by route-miles) in the United States; it is also the eighth largest system of all American railroads and the only system with direct rail connections with all Class I railroads in North America.
In its first twenty years of operations, the railroad's revenues had increased more than tenfold, from $22 million in 1987 to $258 million in 2006, with $290 million projected in 2007 and $340 million for 2008. Its operating ratio (the ratio of operating expenses to revenues) declined to 70.2% in 2006 and was projected to improve further to 67.6% in 2007. Its traffic was a mix of agricultural, coal, and industrial products, and ethanol shipments were projected to exceed one billion gallons in 2008.
Acquisition by Canadian Pacific Railway.
On September 4, 2007, the Canadian Pacific Railway (CPR) announced it was acquiring the DM&E from its owners, London-based Electra Private Equity, for US$1.48 billion, and future payments of over $1.0 billion contingent on commencement of construction on the Powder River extension and specified volumes of coal shipments from the Powder River basin. The transaction will include the ICE and other affiliated companies. The merger is an "end-to-end" consolidation; the lines presently interchange at three points, including the Winona, Minnesota, connection between the DM&E's main line across southern Minnesota and CP's Chicago main. Kevin Schieffer, president of the DM&E, has called CP the DM&E's "natural partner" and the transaction a "natural fit".
The acquisition will give CP access to shipments of agricultural products and ethanol in addition to coal from the Wyoming coal fields. CP has stated its intention to use this purchase to gain access to the Powder River and ship coal to midwestern and eastern utilities. The transaction is subject to approval of the Surface Transportation Board, which is expected to take a year. Securities analysts have stated that competing railroads for Powder River coal, the Union Pacific and BNSF, could challenge the acquisition and delay STB approval, but are unlikely to prevent it. At least until approval is received, the DM&E will continue to operate as a separate entity.
On October 4, 2007, CP announced that it has completed the financial transactions to acquire the DM&E and subsidiaries. Control of DM&E has been placed into a voting trust with Richard Hamlin appointed as trustee; the trust will remain in effect until the STB issues its decision on the acquisition. CP plans to integrate DM&E's operations once it receives STB approval. CP expected STB approval of the purchase in October 2008. The STB announced its approval of the purchase plan on September 30, 2008, with no conditions other than those that CP had already agreed to in the original plan; the effective date of the purchase was October 30, 2008. CP assumed control of DM&E and IC&E on October 30, 2008.
Recent developments.
On December 3, 2012, CP announced it was indefinitely placing on hold plans for building new trackage into the Powder River Basin. The next day the railroad announced its intention to sell the entire ex-DM&E west of Tracy, Minnesota, roughly of track.
On January 2, 2014, CP announced that all track west of Tracy, Minnesota, was to be sold to Rapid City, Pierre and Eastern Railroad, a subsidiary of Genesee & Wyoming, a short line operator. The sale was completed on May 30, 2014, for $210 million. Most of the Rapid City, Pierre and Eastern's employees came over from the DM&E.
Subdivisions.
DM&E operated over twelve subdivisions. The divisions were located in Minnesota, South Dakota, Iowa, and Nebraska.
Rolling stock.
DM&E originally purchased used first-generation locomotives from a variety of railroads; in the early years it was more common to see a locomotive with a Milwaukee Road or Chicago and North Western Railway paint scheme than a DM&E paint scheme. Over the years, the locomotives were repainted, and many of them are now in DM&E's paint scheme (which is closely mirrored by that of sister Iowa, Chicago and Eastern Railroad) of blue with a yellow stripe along its length.
DM&E eventually assigns names to all of its locomotives when they are repainted, usually after locations along its right-of-way, but a few exceptions have been named for people (like road number 550, named after Senator Larry Pressler). All of the first-generation diesel locomotives purchased from Chicago and North Western and Milwaukee Road have since been replaced with more recent locomotives, although the newer locomotives were also bought used.
In 1987, at the railroad's one-year anniversary, DM&E owned 39 locomotives and leased five more for a total of 44 locomotives rostered. By the railroad's tenth anniversary in 1996, DM&E owned 69 locomotives and owned or leased over 1,500 cars including over 600 covered hoppers for grain and cement shipments. In 2001, the number of locomotives owned stayed about the same, while the number of cars increased to about 5,000 with 52% of them in dedicated grain service.
Company officers.
DM&E has had three men serve as president of the railroad:


Keith Creel

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Keith Creel (born 1968) is the President and Chief Executive Officer of Canadian Pacific Railway (CPR).
Earlier career.
Creel was born in Alabama. He served as a commissioned officer in the United States Army and took part in the Gulf War. He took a degree in marketing at Jacksonville State University, and attended the six-week Advanced Management Program at Harvard Business School. Upon graduation in 1992 he joined Burlington Northern Railroad as an operations manager, at first in Birmingham, Alabama. In 1996 he joined the Illinois Central Railroad, which later merged with Canadian National Railway (CN), and in 1999 became general manager of the Michigan Zone within the Midwest Division of Grand Trunk Western (GTW). He moved to Canada in 2002 as vice president of CN's Prairie Division in Winnipeg, and successively took the posts of senior VP of the western region, senior VP of the eastern region, executive VP (2007), and Chief Operating Officer (2010). He merged GTW and two other railroads within CN, and pursued a system of "precision railroading" using fewer trains but ensuring that they run fast and to time.
Canadian Pacific.
Creel moved to CPR, as President and Chief Operating Officer, in early 2013. He received the "Progressive Railroading" Railroad Innovator Award for 2014, in recognition of outstanding achievements in the rail industry. He deputized for Chief Executive Hunter Harrison on several occasions, and succeeded Harrison as Chief Executive in January 2017, earlier than the originally planned handover date of July 2017. As CEO he has made efforts to improve services and attract more customers, and to improve relations between company and workforce after earlier staff cuts.
In 2020, industry trade journal "Railway Age" named Creel Railroader of the Year for 2021.


Big Coal Subdivision

The Big Coal Subdivision is a railroad line owned by CSX Transportation in the U.S. State of West Virginia. It was formerly part of the CSX Huntington East Division. It became part of the CSX Florence Division on June 20, 2016. The line runs from Whitesville, West Virginia, to Sproul, West Virginia, for a total of 35.6 miles. At its north end it continues south from the Big Marsh Fork Subdivision & Jarrolds Valley Subdivision and at its south end it continues south as the Coal River Subdivision.


Robert G. Lewis

Robert Grier Lewis (born December 5, 1916 in Philadelphia, Pennsylvania, died January 6, 2011 in Ormond-by-the-Sea, Florida) was an American photographer, editor and author in the field of railways.
Life.
After completing his high school education in Germantown, Pennsylvania, he began a job with the Pennsylvania Railroad (PRR) on August 8, 1934.
From April 15, 1940 to January 15, 1941 he worked for the Bessemer and Lake Erie Railroad. From 1941 to 1942 he returned to work in the freight transport division of the Pennsylvania Railroad in Cleveland and Akron. After his military service in the US Navy from 1942 to 1946, he was again employed by the Pennsylvania Railroad.
In 1947, Lewis joined Railway Age in Chicago as assistant editor, before later rising became an editor for the magazine's transport division. In 1950 he became head of sales for Railway Age publisher Simmons-Boardman, and in 1956, editor of Railway Age. He held this position until 1995. He was also temporarily made president and chairman of the board of the Simmons-Boardman.
While at Simmons-Boardman, he was responsible for founding the International Railway Journal in 1961.
After retiring in 1995, Lewis continued to work as a consultant to the railway industry, as well as acting as Simmons-Boardman's director of special projects.
Lewis started taking pictures of trains at the age of 13, accumulating a large collection over the course of his life. He was a founding member of the Philadelphia section of the National Railroad Historical Society, founded 1936.


Snow Train Rolling Stock

The Snow Train Rolling Stock, located in Railroad Heritage Park in Laramie, Wyoming, consists of five pieces of Union Pacific Railroad rolling stock. The five vehicles, which are a snow plow, locomotive, tender, bunk car, and caboose, form a snow train, a type of train used to clear snow from rail lines. The snow plow was built as a tender and converted to a wedge-shaped plow in 1953. The locomotive was built in 1903 and served in Wyoming from 1947 to 1957; it served as part of snow trains in 1949 during a blizzard. The bunk car was originally built as an automobile car in 1929 and became a bunk car in 1955; after its retirement, it served as a ticket office for the Wyoming Colorado Railroad. The tender was built between 1907 and 1920, and the caboose was built in 1955.
Wyoming snow trains did not function as pre-assembled units and were generally put together when they were needed to clear snow. While these five pieces of rolling stock probably never operated together as a snow train, they are nonetheless representative of Wyoming snow trains. The pieces were moved to the park in 2011 from various locations around Laramie.
The Snow Train Rolling Stock was added to the National Register of Historic Places on May 8, 2013.


Waterfront Line

The Waterfront Line is a light rail line of the RTA Rapid Transit system in Cleveland, Ohio, running from Tower City Center downtown, then north and northeast to station, adjacent to the Cleveland Municipal Parking Lot. The Waterfront Line is the newest rail line in Cleveland, having opened in 1996. The 2.2 mile (3.5 km) line is unique in that it is an extension of the Blue and Green lines, but has its own naming designation. All RTA light rail lines use overhead lines and pantographs to draw power.
History.
The line opened on July 10, 1996, coinciding with Cleveland's bicentennial celebration which took place later in the year. The line had a total cost of $70.9 million and was funded by a combination of bonds, grant money from the Ohio Department of Transportation, and local RTA funding.
Route description.
From South Harbor, the lines extends generally west-southwest adjacent to the former New York Central Railroad tracks, now owned by Norfolk Southern. Notable destinations along the line include the Rock and Roll Hall of Fame and FirstEnergy Stadium. Trains will stop at Amtrak's Cleveland Lakefront Station upon request.
The line continues along an elevated loop, allowing it to turn from west-southwest to south-southeast, cross over the Norfolk Southern tracks and travel along the east bank of The Flats. The route passes through three grade crossings.
The line then turns east and climbs up from The Flats in two cuts on either side of the Red Line. It merges onto the Red Line tracks and travels through . Through service between the Waterfront Line and the Blue and Green Lines is provided at Tower City.
From April 2010 through May 2013, RTA completely eliminated weekday regularly scheduled Waterfront Line service due to low ridership and trains ran on the line only on weekends and for special events. Though seven-day-a-week service on the line was restored, a number of trains continue to use Tower City as a western terminus.
Tower City is the major station on all RTA Rapid Transit lines. It is the main station serving downtown Cleveland and it provides a convenient transfer point between the Red Line and the Blue and Green Lines.
Future extensions.
Plans have been drawn up to loop the Waterfront Line back through downtown to Tower City along city streets, but it seems unlikely to move forward in the near future. With the completion of the HealthLine project, a new heavy rail line has been proposed that will connect Rocky River and Euclid. There has also been a proposal to extend the Waterfront line, from the current South Harbor (municipal parking lot at East 14th Street) eastward along the lakefront, to the Glenville or Collinwood neighborhoods or to Euclid or beyond. This eastward expansion is still a part of the Cleveland Planning Commission's Lakefront Development proposal.
An additional station on the Waterfront Line section that loops over the NS tracks, is a part of nearly every plan for that area. Initially, the Cleveland World Trade Center would have had the station in the lobby of the facility, then the Eaton Corp headquarters, but neither project was built. Currently, the announced Lakefront Redevelopment plan has the proposed station as an integral part.
Service.
Blue and Green Line trains operate from approximately 3:40 a.m. to 1:00 a.m. daily. On weekdays, each line operates every 10 minutes during rush hour and every 30 minutes at other times. Service between Tower City and Shaker Square operates every 5 minutes during rush hour and every 15 minutes at other times. Service on the Waterfront Line is limited to approximately every three westbound trains from 6:35 a.m. to 8:50 a.m. and again from 3:35 p.m. through 7:20 p.m. Between 8:50 a.m. and 3:35 p.m. and again between 7:20 p.m. and 10:20 p.m., all westbound trains travel along the Waterfront Line. No Waterfront Line service is provided between 10:45 p.m. and 6:35 a.m.
On weekends, each line operates every 30 minutes. Service between Tower City and Shaker Square operates every 15 minutes and all westbound trains from 9:20 a.m. through 10:20 p.m. operate on the Waterfront Line.
Rail replacement bus.
During rail shutdowns, RTA uses replacement buses signed as route 67R. These shuttle buses run between Tower City and South Harbor on surface streets.
Stations.
All stations are located within Downtown Cleveland.


Confederate railroads in the American Civil War

The American Civil War was the first in which large armies depended heavily on railroads to bring supplies. For the Confederate States Army, the system was fragile and was designed for short hauls of cotton to the nearest river or ocean port. During the war, new parts were hard to obtain, and the system deteriorated from overuse, lack of maintenance, and systematic destruction by Union raiders.
The outbreak of war had a depressing effect on the economic fortunes of the Confederate railroad industry. With the cotton crop being hoarded under the "King Cotton" theory, railroads lost their main source of income. Many were forced to lay off employees, and in particular, let go skilled technicians and engineers. Due to a general opinion that the war would not last long, initially Confederate rail operators did not seek, nor build, alternative sources of iron for rail construction and repair.
Although railroad contracts to port towns had ceased, due to the combined effects of the cotton export policy and the Union naval blockade, lucrative government contracts were doled out to rail operators with lines supplying men and arms to the front line of Tennessee and Virginia. A consortium of rail operators had decided upon a universal rate for government contracts; "a uniform rate of two cents a mile for men and half the regular local rate for munitions, provisions, and material, and also agreed to accept Confederate bonds at par in payment of government transportation."
In addition, the Confederacy suffered from two key deficiencies in its rail network. First was the route structure: it was built to serve the coastal shipping industry, and most rail lines connected ports and river terminals to points inland. This lack of inter-railway connections made many railroads useless once the Union blockade was in place. Second was break of gauge; much of the Confederate rail network was in the broad gauge format, but much of North Carolina and Virginia had lines. Sometimes, as with Montgomery, Alabama, a city was served by two railroads with different gauge and different depots, meaning that through cargo had to be unloaded from one railroad and moved by animal-powered transportation to the other company's station, where it would be re-loaded. Southern railroads west of the Mississippi were isolated, disconnected, and differed widely in gauge. Several of the Northern railroads, in contrast, were complex networks in themselves, and many cities were served by more than one. The fact that most used the same gauge made transfer even easier.
History.
1861.
As troop movement began in earnest in May and June 1861, a crippling problem was discovered; many rail lines terminated in towns without connecting to continuing lines. Instead, cargo would have to be unloaded, driven across town, and then reloaded. Soldiers and other passengers would often have to stay overnight to catch a continuing train the next day. When the Confederate government attempted to rectify this problem, they ran into local opposition. Towns preferred the lack of connection which, under the principle of the negative railroad, required the hiring of teamsters and hotel rooms. Railroad operators, while not opposed to connecting lines, were opposed to the possibility of sharing rolling stock with rival companies.
Confederate raids on the Union's most relevant railroad company, the B & O, devastated tracks and rolling stock; the line quit running. However, the North had enough industrial resources to restore operations.
1862.
As 1862 opened, the Confederacy built a spur off the Orange and Alexandria Railroad at Manassas Junction toward Centreville, Virginia, known as the Centreville Military Railroad. It served to supply the Confederate defenses on the Centreville Plateau along the north side of the Bull Run feed into the Occoquan River.
As the war waged on, attempts were made by railroad operators to acquire railroad supplies abroad, necessitated by the Confederacy's small industrial base. The problem of supplies had become increasingly acute, especially with respect to the already small supply of engines and cars. Stressed by overuse, lacking material to make repairs, and the conscription of men who could make them, rail operators were predicting a breaking point as early as 1862. While railroad operators attempted, throughout the war, to get assistance from the Confederate Congress, the response was either indifferent or hostile.
1863.
In mid-1863 the Confederate government finally initiated an overall policy concerning railroads, and even then it was confined solely to aiding the war effort rather than shoring up the weakening economy of the Confederate States of America. New legislation allowed commandeering (under the name of "impressment"), which brought railroads and their rolling stock under the de facto control of the military. Meanwhile, Union victory in the Chattanooga Campaign gave the United States Military Railroad full control of the Nashville and Chattanooga Railroad which after repairs supplied the Atlanta Campaign.
1864.
In March 1864, the Confederate Quartermaster-General's Department ordered all passenger trains to give governmental trains the right of way. By mid-1864, all passenger service in the Confederacy had come to a standstill. Transport of goods for civilian use was also affected, exacerbating shortages brought on by wartime devastation, speculation, hoarding, and the Confederacy's impressment policy.
In the last year before the end of the war, the Confederate railroad system was always on the verge of collapse. The impressment policy of quartermasters ran the rails ragged. Feeder lines would be scrapped for replacement steel for trunk lines, and the continual use of rolling stock wore them down faster than they could be replaced.
Union use.
As the Union armies pushed further into Confederate territory, they came into possession of former Confederate railway lines, or what was left of them. Confederate troops generally applied a scorched-earth policy towards railroads when they were in retreat. Union troops would often have to rebuild an entire line from scratch for it to be usable. Late in 1862, when Confederate forces devastated the Mississippi Central Railroad, the Union invasion came to an end. Grant later resumed the attack, pursuing the Vicksburg Campaign along the river, where steamboats could bring supplies.
Sherman's March to the Sea in late 1864 reversed the roles, the Union army destroying the main line of the Georgia Railroad and others. Due to the vagaries of the war, some lines would be rebuilt six or seven times by differing sides, especially in states like Virginia, where fighting was most intense.
Expansion.
Attempts were made to enlarge the Confederacy's rail system by adding or connecting lines. Of the three major rail projects the Confederate congress proposed and funded, only one of them, a connection between Danville, Virginia, and Greensboro, North Carolina, was completed. Although the Confederate constitution forbade internal improvements to aid commerce, nothing within it said anything about improvements to aid wartime defense.


Budd Company

The Budd Company was a 20th-century metal fabricator, a major supplier of body components to the automobile industry, and a manufacturer of stainless steel passenger rail cars, airframes, missile and space vehicles, and various defense products.
Budd was founded in 1912 in Philadelphia by Edward G. Budd, whose fame came from his development of the first all-steel automobile bodies in 1913, and his company's invention of the "shotweld" technique for joining pieces of stainless steel without damaging its anti-corrosion properties in the 1930s.
Budd Company became part of Budd Thyssen in 1978, and in 1999 a part of ThyssenKrupp Budd. Body and chassis operations were sold to Martinrea International in 2006. No longer an operating company, Budd filed for bankruptcy in 2014. It currently exists to provide benefits to its retirees.
Automobiles.
Edward G Budd developed the first all-steel automobile bodies. His first major supporters were the Dodge brothers. Following discussions which began in 1913, the brothers purchased from Budd 70,000 all-steel open touring bodies in 1916. They were soon followed by an all-steel Dodge sedan.
Budd Company jointly founded, and from 1926 to 1936, held an interest in The Pressed Steel Company of Great Britain Limited (Cowley, England), which built bodies for Morris Motors and others, and Ambi-Budd (Germany), which supplied Adler, Audi, BMW, NAG and Wanderer; and earned royalties from Bliss (who built bodies for Citroën and Ford of Britain). The Budd Company also created the first "safety" two-piece truck wheel, used extensively in World War II, and also built truck cargo bodies for the US military.
Following the introduction of the "unibody" Citroën Traction Avant in 1934 using its technology, Budd developed North America's first mass-produced unibody passenger vehicle, the Nash 600. In the mid-1980s, Budd's Plastics Division introduced sheet moulding compound, a reinforced plastic in sheet form, suitable for stamping out body panels in much the same way, and as quickly as sheet metal equivalents are made. The Pontiac Fiero has some exterior SMC body parts manufactured by Budd Plastics – such as quarter panels, roof skin, headlamp covers, and trunk lids.
Railroads.
Passenger cars.
From the 1930s until 1987, the Budd Company was a leading manufacturer of stainless steel streamlined passenger rolling stock for a number of railroads.
Early years.
After briefly dabbling with French Michelin rubber-tired technology ("Michelines" and the "Silver Slipper"), they built the "Pioneer Zephyr" for the Chicago, Burlington and Quincy Railroad in 1934, the first of several integrated streamliner trainsets. The General Pershing Zephyr of 1938 pioneered the use of disc brakes on railroad passenger cars. Budd built thousands of streamlined lightweight stainless steel passenger cars for new trains in the US in the 1930s through the 1980s.
In 1949, Budd built ten prototype stainless steel R11 subway cars for the New York Board of Transportation; these were intended for the Second Avenue Subway.
In the late 1940s, the Chicago, Burlington and Quincy Railroad sought a way to increase capacity on commuter trains serving Chicago, Illinois, without having to add more cars. Chicago Union Station charged railroads by the length of each train.
Budd proposed coaches that were taller than the typical lightweight passenger car while keeping the streamlined car's length of 85 feet but with double the capacity of cars. To address the issue of the conductor collecting tickets without having to climb stairs, the upper level was designed with its center portion open so that the conductor could reach the tickets from upper-level passengers. Rows of individual seats on each side of the car provided the increase in seating capacity.
The unique design of the upper level's open center section led to the cars being called "Gallery" cars. Burlington approved the design and ordered 30 cars. These cars, built as Budd lot 9679–041, were delivered between August 1950 and January 1951 and not only marked a change in how the commuters were handled but were the first cars in commuter service to have air conditioning. The Burlington retrofitted its earlier cars with air conditioning once the new cars entered service.
With the first of the new commuter cars in service on the Burlington, the Atchison, Topeka and Santa Fe Railway also approached Budd to improve their rolling stock. In September 1952, the Santa Fe placed an order for two two-level prototypes, Budd's Lot 9679–129. Carrying the numbers 526 and 527, they were delivered in July 1954, at which time both were placed into service for evaluation.
These prototypes had seating on the both levels, stairs on one end to provide access to single-level cars, a stairway at the center of the car for access to toilets on the lower level, and a side door for passenger access. The lower floor also contained various mechanical and pneumatic equipment that otherwise would be mounted below the floors of single-level cars.
With the two Hi-Level prototypes in service proving to not only meet the needs of line but also being popular with passengers, the Santa Fe again approached Budd with the idea of building additional two-level cars.
Budd developed another generation of cars for Santa Fe in five different configurations: step-down coaches like the two prototype cars, convertible coaches which could have one end of the car converted from the high level on both ends to a step-down car as needed, coaches with both ends of the car having the end door at the upper level's height to provide access to adjoining passenger cars, and dining and lounge cars (with kitchens on the lower level) with partially glassed-in rooves similar to the Big Dome lounge cars that were also built by Budd and delivered around the time the prototype Hi-Level cars were built.
The order for additional cars was placed in March 1955 for 10 68-seat step-down coaches (delivered between December 1955 and January 1956 and numbered 528 to 537), 25 72-seat Hi-Level coaches (delivered between January and April 1956 numbered 700 to 724), six 60-seat bar/lounge/news-stand coaches with 26-seat lower-level lounges (delivered between May and June 1956), and six 80-seat dining cars (delivered between June and August 1956 numbered 650 to 655).
With these cars delivered, the Santa Fe re-equipped the El Capitan, the only coach train operated between Chicago and Los Angeles, and assigned some to the Chicago–Galveston, Texas Texas Chief line. An additional 12 step-down coaches, numbered 538 to 549, and 12 convertible coaches, numbered 725 to 736, which were ordered in November 1962 and delivered between December 1963 and April 1964.
Later years.
Budd continued to build gallery passenger cars for Chicago-area commuter service on the Burlington Route (and Burlington Northern after the merger), Rock Island, and Milwaukee Road lines during the 1960s and 1970s; most of these cars are still in service on today's Metra routes. The Santa Fe cars were the inspiration for the Amtrak Superliner and Superliner II which ply the rails on many different routes today, though they were not a product of Budd.
Stainless steel Budd cars originally built for the Canadian Pacific Railway's 1955 train "The Canadian" are still in service with Via Rail Canada. Since 1951, two formations of six Budd cars operated by Ferrobaires have run a weekly service called "El Marplatense" from Buenos Aires to the ocean-side city of Mar del Plata in Buenos Aires Province, Argentina; they were originally built for the Chesapeake & Ohio Railroad.
Budd-patented processes and designs were also used in Brazil (by Mafersa), France, and Belgium after World War II to construct SNCF electric-powered multiple-unit cars, push-pull suburban trainsets, Wagons-Lits [CIWL] sleeping cars and even SNCF Class CC 40100, a small class of four-current six-axle high speed electric locomotives for Trans Europ Express service between Paris, Brussels, and Amsterdam and SNCB class 56 EMU.
In Japan, the Tokyu Car Corporation became the licensee of the Budd process and made stainless steel commuter cars like its Series 7000. Mafersa continued to manufacture cars based on Budd designs, building 38 for Virginia Rail Express between 1990 and 1992, some now at Shore Line East. Canadian Vickers and Avco built cars and incomplete kit shells (for GE) under Budd license, including the 1980 PATCO Series II cars, Metro-North M-2 Cosmopolitan, and the Arrow II/III/Silverliner IV MUs.
Budd also issued a licence to Australian manufacturer Commonwealth Engineering in Sydney in the late 1950s and 1989 for a variety of projects including the monocoque self steer V set double-decker interurban electric multiple units considered by many to be one of the world's most advanced double-decker designs. Budd's extensive research into the use of stainless steel carries on today in consulting businesses like Bay Rail.
Rail diesel car.
In 1949, Budd introduced the Rail Diesel Car (RDC), a stainless steel self-propelled "train in one car" which expanded rail service on lightly populated railway lines and provided an adaptable car for suburban service. More than 300 RDCs were built, and some are still in service in Canada, the United States, Australia, Cuba, and Saudi Arabia. Similar but shorter cars were built under license by Mafersa in Brazil using the Budd Pioneer construction methods first used in 1956 on some of the later commuter cars, such as the Milwaukee Road gallery cars that operated out of Chicago and electric multiple unit (EMU) high-speed cars that operated between Washington, D.C. and New York City. The final few RDC cars were built by Canadian Car & Foundry under license from Budd.
Electric multiple units.
In the late 1950s, Budd built the prototype Pioneer III. When re-designed and outfitted with electrical propulsion and end cabs as EMU coaches, six were purchased by the Pennsylvania Railroad for medium-distance use in its electrified territory. In 1963, they became known as Silverliner I cars when their use was supplemented by the Silverliner II, which used an improved Pioneer III body. They were placed into Philadelphia-area commuter rail service on the PRR and Reading Company lines.
Budd was contracted in 1966 by the PRR and the U.S. Department of Commerce's Office of High-Speed Ground Transportation (prior to the establishment of USDOT) to build the original Metroliner multiple unit cars for luxury high-speed service on the northeast corridor. The 50 original cars were delivered in 1967–69. An additional 11 coaches were built for SEPTA but were not put into service until 1972 by Amtrak. The Metroliners have been either retired, rebuilt into coaches without the cabs, or de-powered and used as cab cars.
The Silverliner II had a top speed of but ran at up to when the PRR used them its Philadelphia-Harrisburg service. The Metroliner EMU cars operated at 110 to but every car was tested to at least , although breakdowns in the system led Amtrak to derate them to . Since their retirement from regular service, Amtrak has used them as cab-coaches.
Subway cars.
In 1960, Budd manufactured the first stainless steel production subway cars for Philadelphia's Market-Frankford Line. 270 M-3 cars were jointly owned by the City of Philadelphia and the Philadelphia Transportation Company (now Southeastern Pennsylvania Transportation Authority). Some rail enthusiasts nicknamed the cars "Almond Joys" because the four hump-shaped ventilators on the roof evoked the candy bar's shape.
There were 46 single units and 112 "married" pairs. The pairs were a "mixed marriage" because the odd-numbered car came with General Electric motors and equipment and was permanently coupled to the even-numbered car, which had Westinghouse motors and equipment. Two cars in this fleet were air conditioned.
These cars were replaced with more modern, air-conditioned M-4 units from 1997 to 1999. Some cars were transferred to the Norristown High Speed Line in the early 1990s. The cars had to be re-trucked, because the Norristown line is standard gauge (4' 8½") while the Market-Frankford line is broad gauge (5' 2½").
Industrial historian Jonathan Feldman has concluded that Budd, along with other "old-line" suppliers of subway cars, "lacked advanced systems-integration know-how and the skills required to manage complex electrical systems and electronics. Each of these firms had built railroad and subway cars, but modern subway cars became increasingly complicated. Like aircraft and automobiles, they became platforms for electronics."
Transportation innovations.
Aviation.
In 1930, the company made its first foray into the aviation industry by signing contracts to manufacture aircraft wheels and stainless steel wing ribs. Enea Bossi joined the company as the head of stainless steel research to supervise the design and construction of a four-seat biplane amphibian aircraft, the Budd BB-1 Pioneer. It was the first built with a stainless steel structure. This was the first aircraft for the Budd Company and made its first flight in 1931. Built under Restricted License NR749, its design utilized concepts developed for the Savoia-Marchetti S-56 and was powered by a single Kinner C-5 five-cylinder radial engine.
The stainless steel construction process for the BB-1 was patented in 1942. At the time, stainless steel was not considered practical and only one was built. It logged about 1,000 flying hours while touring the United States and Europe. In 1934, this plane was stripped of its fabric covering and lower wing, and mounted outside the Franklin Institute in Philadelphia. The plane was memorialized in the children's book "Spirited Philadelphia Adventure" by Deirdre Cimino.
During World War II, Budd designed and built the RB-1 Conestoga transport airplane for the United States Navy using stainless steel in many places instead of aluminum. Only 25 were built but after the war, 14 found their way to the fledgling Flying Tiger Line.
Automobiles.
In 1962, Budd produced an operational concept car, the XR-400, for the American Motors Corporation (AMC). It was designed to use AMC's existing chassis but ultimately did not enter production.
Ironically, Budd tried to sell a similar concept to Ford first. In 1961, Budd combined a 1957 Ford Thunderbird body with a 1961 Ford Falcon chassis to produce a sporty convertible. Ford chose to develop its entry into this segment, the Mustang, on its own Falcon chassis.
In 1965, Budd designed and manufactured a front disc brake system for some Chrysler, Imperial, and full-size Plymouth and Dodge automobiles from 1966–68.
Divisions and subsidiaries.
By the end of the 1950s, Budd had the following divisions and subsidiaries:
Final years of railcar production.
Budd built two series of "L" cars for the Chicago Transit Authority, the 2200 series (1969–1970). and the 2600 series (1981–1987). They also built the New York City Subway R32 (1964–1965), the first PATCO Speedline cars (1968–1969) and the Long Island Rail Road/Metro-North Railroad M-1/M-3 (1968–1973,1984–1986). The Baltimore Metro and Miami Metrorail cars (1983) were built by Budd and marketed as Universal Transit Vehicles; a similar set of cars (known as the Breda A650) were built by Breda for the Red and Purple lines of the Los Angeles Metro Rail between 1988 and 1997. Stainless steel railcars were also built in Portugal by Sorefame under license.
Amtrak's 492 Amfleet I and 150 Amfleet II cars were built by Budd in 1975–77 and 1981–83. The Metroliner-based Amfleet body was recycled for use in the SPV-2000, a modernized diesel passenger car which was very problematic, as it had only four buyers: (Amtrak, ONCF, Metro-North and Connecticut Department of Transportation) and was prematurely retired within 15 years. The fallout from the SPV-2000 furthered the company's decline.
In 1978, as Budd began to phase out its railcar business to concentrate on the automotive industry, it was acquired by Thyssen AG, becoming its automotive division in Europe (Thyssen Automotive) and North America (Budd Thyssen). The CTA 2600 series cars were finished in 1987 and were the last railcars to be built by Budd/Transit America.
In the mid-1980s, Budd reorganized its rail operations under the name Transit America. Nonetheless, on April 3, 1987, Budd ended all railcar production at its Red Lion plant in Philadelphia and sold its rail designs to Bombardier Transportation. Many of its engineers joined the staff of Louis T. Klauder and Associates, a local railway vehicles and systems engineering consulting firm.
Modern role in auto industry.
When Thyssen merged with Krupp in 1999, Budd Thyssen became ThyssenKrupp Budd Co. in North America and ThyssenKrupp Automotive Systems GmbH in Europe. In 2006, ThyssenKrupp sold the majority of Budd's operations. Its body and chassis operations were sold to Martinrea International Inc. The plastics manufacturing and molding operations were sold to Continental Structural Plastics and the aluminum casing company Stahl was sold to Speyside Equity. Its last remaining operation was sold in 2012.
Preservation.
Numerous Budd railcars are preserved either by museums or private owners, many of which run them in charter service. Their quality of construction and elegant design have made them highly prized.
Pennsylvania.
The Railroad Museum of Pennsylvania has a number of Budd-built cars in its collection in Strasburg: the 1937 observation car built for the Reading Company "Crusader", a Lehigh Valley Railroad rail diesel car of 1951, and Pennsylvania Railroad 860, a Metroliner snackbar-coach built in 1968.
The Bellefonte Historical Railroad Society has two RDCs in its collection: #5718, built in 1953 for the New Haven Railroad, and #7001, built in 1961 for the Reading Railroad.
New York.
A 1949 R11 (8013) and a 1964 R32 pair (3352-53) are in the New York Transit Museum fleet.
Indiana.
The Indiana Transportation Museum maintains a fleet of fourteen closed-window Budd coaches built for the Atchison, Topeka, and Santa Fe. Eight units are currently restored and are used in excursion service, including the Indiana State Fair Train. ITMZ also operates the Silver Salon as a head-end power car.
Illinois.
The Illinois Railway Museum is home to the Nebraska Zephyr articulated train along with several Budd-built passenger cars and a pair of CTA 2200 series cars. Chicago's Museum of Science and Industry has housed the Pioneer Zephyr since its retirement in 1960.
California.
The Western Pacific Railroad Museum at Portola, California, features several Budd cars including the California Zephyr, the dome lounge car Silver Hostel, the diner car Silver Plate, and a Southern Pacific Budd sleeping car.
Missouri.
The St. Louis Museum of Transportation now owns former Zephyr diner Silver Spoon as well as the Budd-designed locomotive Silver Charger from the General Pershing Zephyr.
Massachusetts.
Bedford Depot, situated at the northwestern end of the Minuteman Bike Path (formerly the Lexington Branch of the Boston & Maine railroad), has a restored Rail Diesel Car (#6211).
Portugal.
The National Railroad Museum at Entroncamento, Portugal, features a pair of Budd cars built in 1940.
Argentina.
There are several Budd coaches, combines, and buffet-diner cars running in the Buenos Aires-Mar del Plata corridor. They are run as a luxury service during the summer months. The coaches and combines are in their original condition while the buffet-diner car had to be partially remodeled after a fire. They were originally purchased by the Chesapeake and Ohio Railroad but were sold before they could be used. Currently the train runs with one combine, three coaches, and a buffet-diner car, pulled by either an EMD GT22 or an English Electric locomotive.
Wind power.
In 1939, the Budd company designed and fabricated the stainless steel skin for the blades of the Smith–Putnam wind turbine, the largest in the world for forty years.
Industrial facilities.
Budd operated at multiple sites in the Philadelphia area. It had a brick factory in Nicetown. An automobile parts factory on Hunting Park Avenue closed in 2002. The company moved its headquarters from Philadelphia to Troy, Michigan, in 1972. In 2002, the company operated 39 factories with approximately 12,000 employees in North America.


Savannah Port Terminal Railroad

The Savannah Port Terminal Railroad is a terminal railroad that began operations on June 9, 1998, taking over track operations from the Savannah State Docks Railroad. It operates about 23 miles of track and handles about 46,000 cars annually. The owner is Genesee & Wyoming Inc.


List of railroad yards in New York City

New York City is mostly served by passenger railroads, with two lines available for freight railroads. Amtrak, Long Island Rail Road, Metro-North Railroad, New York & Atlantic Railway, and CSX Transportation all own and operate yards in New York City. There are also many yards operated by the New York City Subway system that are not listed here. Furthermore, there are railyards on property owned by the city of New York, but operations are leased to railroads such as New York New Jersey Rail.


Cartersville and Van Wert Railroad

Chartered in 1866, the Cartersville and Van Wert Railroad was originally planned to connect the Western & Atlantic Railroad at Cartersville, Georgia to the Selma, Rome and Dalton Railroad at Prior, Georgia almost on the Alabama state line.
By 1870 the railroad had of broad gauge track connecting Cartersville to Taylorsville, Georgia but further growth was apparently impeded by shady financial dealings by then Governor Rufus Bullock, Hanniball Kimball, and other associates. These problems caused the railroad to be reorganized as the Cherokee Railroad.


John Newlands (Australian politician)

Sir John Newlands (4 August 1864 – 20 May 1932), also known as John Newland, was a Scottish-born Australian politician.
Born in Cawdor, Nairnshire, Newlands was the son of Andrew Newlands, agricultural labourer, and his wife Ann, "née" Stunar. Newlands was educated in Croy, Scotland before migrating to New South Wales, Australia in 1883. He married Theresa Glassey on 27 February 1884 in Adelaide, and that year began to use Newland as his surname. He became a railway worker, also in 1884, initially as a lamp cleaner and porter. While a conductor on the Broken Hill express, he and a fellow-conductor developed a gambling system that so impressed a group of mining magnates that they bankrolled a trip for the two to Monte Carlo. Fortune eluded them however, and they returned to Adelaide with a new respect for mathematics.
He was elected chairman of the District Council of Terowie, when after 13 years he was obliged to resign from the railways. He helped found in 1908 the Railway Officers' Association, a trade union of which he was appointed general secretary, a position he held until his resignation in 1913.
In November 1906 Newland was elected to the South Australian House of Assembly as the Labor member for Burra Burra. In February 1912 he lost his marginal seat in the 1912 state election, but was elected to the Australian Senate in the 1913 federal election as a Labor Senator for South Australia. He left the Labor Party in the 1916 split over conscription, joining the Nationalist Party. He served as Chairman of Committees from 1923 to 1926. On 1 July 1926, he was appointed President of the Senate, succeeding Thomas Givens. He held the presidency until 13 August 1929, when he was succeeded by Walter Kingsmill. He was knighted in 1927, and reverted his name to Newlands. He had several periods of convalescence due to ill health and died in 1932 in Glenelg, Adelaide, South Australia, while his term was still unexpired. No appointment was made.


Roscoe R. Koch

Roscoe R. Koch (June 17, 1887 - November 25, 1963) was an American politician, serving as special assistant to the Attorney General of the United States and then Deputy Attorney General of Pennsylvania in the 1920s.
Biography.
Roscoe Richard "Ros" Koch was born to railroad magnate Richard H. Koch and Annie S. Philips on June 17, 1887. His paternal grandfather was politician Daniel Koch. He attended Pottsville High School, where he graduated with high honors. From there, he attended Princeton University, where he graduated in 1909.
In June 1915, Koch married M. Louise Smyth of Pottsville. She was born July 21, 1888 and died September 22, 1946. She is buried in the Charles Baber Cemetery in Pottsville, with her headstone bearing the inscription "Wife of Roscoe R. Koch". Together they had children Richard and Mary.
Son Richard H. Koch II who was born March 2, 1918. Richard also attended Princeton University and graduated summa cum laude. He first married Jacqueline Bloch, which resulted in sons Stephen, Chapin, and Jeremy. After their divorce, he married Joanne Godbout, executive director of the Film Society of Lincoln Center. No children resulted from that marriage, but Joanne had previously had daughter Andrea Godbout, giving Richard a stepdaughter. Richard died on June 20, 2009.
Daughter Mary Louise "Molly" Koch attended Vassar College. She started at the college in 1942 after having made her debut to the social scene at a dinner-dance just before her departure. At Vassar, one of Mary's extra curricular activities was leading people in chapel service.
After the death of his first wife, Koch married Margaret Watson Thomas. They had no children together. Margaret survived Koch when he died on November 25, 1963, in the Bryn Mawr Hospital. He died of complications with Parkinson's disease after "his health had shown a steady and progressive deterioration."
Business.
Koch followed his father into law and was admitted to the Pennsylvania State Bar in 1919, after which he practiced in Pottsville.
Koch was secretary and treasurer at the Shamokin Extension Electric Railway Company which was chartered in 1903. His father Richard was the president with John P. Taylor from Pottsville acting as vice president. Along with his father and three others, Koch was also listed as a director of the company.
Politics.
In 1924, Koch was appointed as a special assistant to the Attorney General of the United States. He remained in that position until December 1925. In 1927, Koch was sworn in as Deputy Attorney General of Pennsylvania by Attorney General Thomas J. Baldridge.


Blewett Harrison Lee

Blewett Harrison Lee (March 1, 1867 – April 18, 1951) was an American legal scholar and corporate attorney who taught at the Northwestern University Law School and University of Chicago Law School, and served as general counsel to the Illinois Central Railroad.
Biography.
Lee was born in Columbus, Mississippi, the only child to Regina Lilly Harrison and Stephen D. Lee, a general in the Confederate States Army and later president of Mississippi State University from 1880 to 1899. In 1883, Lee graduated with a B.S. from Agricultural and Mechanical College of Mississippi, as MSU was then titled, where he was the valedictorian. From 1883 to 1885, he studied at the University of Virginia, serving as editor of "Virginia University magazine". He attended Harvard Law School, obtaining his LL.B. and M.A. in 1888, at the age of 21, and was one of the founders of the "Harvard Law Review". After law school, he pursued a year of graduate studies at the universities in Freiburg and Leipzig, Germany. Then, Lee clerked, or in the parlance of the era served as private secretary, for Associate Justice Horace Gray of the Supreme Court of the United States during the 1889-1890 term. From 1891 to 1893, he was lecturer at Atlanta Law School.
In 1893, he moved to Chicago where he was a professor at Northwestern University Law School until 1901, and then at the University of Chicago Law School from 1902 to 1903.
In 1909, Lee was named general counsel for the Illinois Central Railroad, and served in that position during the Illinois Central shopmen's strike of 1911. In 1913, he published an article on aviation law, “Sovereignty of the Air," in the "American Journal of International Law", arguing the rules of railroad law should guide regulation of commercial aircraft. In 1913, he presented the paper at the annual meetings of the Tennessee Bar Association and Alabama Bar Association, and spoke at the annual meeting of The Mississippi Bar on railroad litigation. In 1916, he inherited his childhood house in Columbus, Mississippi, which his grandfather had built, and sold the property to the city for use as the site of the Stephen D. Lee High School. In his later years, he became fascinated with psychic phenomena and spiritualism, publishing several law review articles on the religious freedom implications of prosecution of practitioners.
Personal life.
In 1898, Blewett wed Frances Glessner of Chicago, who had a career as a forensic scientist. They had three children: John Glessner Lee, Frances Lee (Martin), and Martha Lee. In 1914, the couple divorced.


Harry A. DeButts

Harry Ashby DeButts (October 13, 1895 - August 27, 1983 in Upperville, Virginia) was a president of Southern Railway in the United States. He was succeeded by D. William Brosnan in 1962.
deButts graduated from the Virginia Military Institute in 1916 and joined Southern Railway that year. He served in the United States Marine Corps in World War I and then returned to Southern Railway, where he would spend the remainder of his career. He became President of the company in 1952 and Chairman of Board on February 1, 1962 before retiring in November of that year.
Norfolk Southern's DeButts Yard, located in Chattanooga, Tennessee, was named in his honor.


US Railcar

US Railcar is a manufacturer of railroad rolling stock, including passenger cars, and diesel multiple units. It was formed in 2009, and is the successor company to Colorado Railcar after that company shut down in December 2008.
History.
US Railcar's predecessor, Colorado Railcar, ceased operations on 23 December 2008 because of a "major liquidity problem". The business remained closed until July 2009 when a group of investors, part of the Value Recovery Group (VRG), purchased the assets of Colorado Railcar and renamed the company US Railcar. The new company operated as a subsidiary of VRG, with the headquarters of both companies located in Columbus, Ohio.
On 18 February 2010, US Railcar announced that it had formed a joint venture with American Railcar Industries, dubbed US Railcar Company LLC, to better "design, manufacture, and sell Diesel Multiple Units." On 19 November 2010, however, the two companies announced the dissolution of the venture, citing "current market conditions" as the reason. The National Association of Railroad Passengers speculated that the cause of the failure of the joint venture was the cancellation of the proposed 3-C passenger corridor in Ohio.
Facilities.
US Railcar currently operates no construction facilities; any products ordered from the company would be built by American Railcar under contract. The company plans to construct a facility in Gahanna, Ohio, near the Port Columbus International Airport, which would be built with a mix of public and private funds. US Railcar applied for an $8.7 million grant from the federal government, but the application was denied. The state of Ohio has offered the company $3.6 million in financial assistance, and private investment would provide the remainder of the necessary money to build the factory, estimated to cost around $14 million. If constructed, the proposed facility would be around in size and would be located on thirteen acres (5.3 ha) of land. It would employ up to 200 people.
Products.
US Railcar offers diesel multiple units in both single- and bi-level versions, as well as unpowered railcars in single- and bi-level versions. The single-level DMUs have a passenger capacity of 94, while the bi-level models can carry 188 passengers. Both types are equipped with two Detroit Diesel engines for propulsion. The single-level railcars have a capacity of 102 people, while the bi-level cars can seat 218. The company also offers unpowered luxury railcars, dubbed the "Ultradome."


List of rail transit systems in the United States

This is a list of the operating passenger rail transit systems in the United States. This list does not include intercity rail services such as the Alaska Railroad or Amtrak and its state-sponsored subsidiaries. "Region" refers to the metropolitan area based around the city listed, where applicable.


Government Hill, Anchorage

Government Hill is a neighborhood in the northwest part of Anchorage, Alaska, sitting in between Anchorage's downtown area and the western reaches of Joint Base Elmendorf-Richardson, specifically the portion formerly known as Elmendorf Air Force Base. The neighborhood is named for the "hill" it sits on of about bearing the same name, which is actually a bluff which rises alongside the northern banks of Ship Creek. The origins of the name date to 1915, when a federal land reserve was created in the area for the Alaska Engineering Commission, then heavily involved in constructing the Alaska Railroad nearby.
The neighborhood sits alongside Knik Arm in north Anchorage. It is very ethnically diverse. Numerous Korean emigrants to Anchorage over the years have made Government Hill their first home in the city. Many residents work either in downtown Anchorage or at JBER, which flank the neighborhood to the south and north, respectively. Both are within walking distance.
History.
Early 20th century.
Government Hill is often called Anchorage's oldest and first neighborhood. The U.S. government withdrew the area from inclusion as part of the Anchorage townsite, and instead created a reserve for housing workers from the railroad and other federal entities doing work in the area. The AEC constructed 13 houses in the southwest corner of the area in 1915. This area was listed as Government Hill Federal Housing Historic District on the National Register of Historic Places in 2015.
Loop Road had appeared by the 1920s, which connected Anchorage with the extensive farms by then operating north and northeast of the town. Robert Atwood, describing his early years in Anchorage in his autobiography, referred to Loop Road as the only interesting drive to be had in the area. The farms would be acquired by the federal government in the late 1930s to create Elmendorf as well as Fort Richardson.
The Alaska Railroad subdivided the remainder of the reserve not taken by the military in 1945 and 1946. Scores of World War II-era surplus and prefabricated buildings, such as Quonset huts, Loxtave houses (developed by the U.S. Navy) and Harman houses (developed by a short-lived Philadelphia-based company), were moved onto the lots. A small number of these original structures still exist in the neighborhood today, virtually all of them west of Loop Road.
Several of the streets built in these subdivisions were later named for Alaska Railroad officials of that era: Colwell Street for George Walter Colwell, chief engineer, Cunningham Street for John Todd Cunningham, superintendent of transportation, and Delaney Street for James J. Delaney, assistant general manager.
Latter 20th century and beyond.
A substantial shopping area appeared near the intersection of Loop and Bluff Roads, directly next to the gate of Elmendorf, starting in the 1950s. National Bank of Alaska had a branch in the largest shopping mall for a number of years. One of the first bowling alleys in Anchorage, Anchorbowl, opened in 1953. In terms of competitive viability, this area had fallen on hard times by the 1980s, mostly on account of the shifting retail landscape of the time, as well as the expansion of the Carrs Quality Centers grocery chain into the expanding outlying areas of the Anchorage bowl. Remaining and subsequent businesses were geared mostly to a military clientele.
Earthquake damage.
Government Hill, along with portions of downtown Anchorage and the Turnagain-By-The-Sea subdivision southwest of downtown, were among the hardest hit in the earthquake of March 27, 1964. A landslide along the bluff immediately east of Loop Road, estimated as covering over , resulted in the destruction of Government Hill Elementary School, two residences atop the bluff, and a railroad building at the bottom. The west wing of the school was sheared in two. Due to continuing instability of the land underneath, the building was left as it was and the site fenced off, until the site was redeveloped as a neighborhood park in 1985.
Infrastructure.
Education.
Government Hill Elementary was rebuilt in 1965 on military lands next to Alaska Communications System (current AT&T Alascom) headquarters, a short distance north of the original school building. The school had 479 students during the 2005-2006 school year. The school has been noted for its bilingual teaching methods using both Spanish and English.
Recreation.
Government Hill is the location of the Anchorage Curling Club, which has made the neighborhood its home since 1962. The club is in an old railroad warehouse and features two sheets of ice.
Transportation.
At times considered part of the neighborhood is the Port of Anchorage immediately to the west, which transfers about 15 million tons of fuel a year. Portions of the Alaska Railroad yards to the south are also considered to be part of the neighborhood. A bridge was built ca. 1975 over the Ship Creek valley and railroad yards, which directly links downtown Anchorage with Government Hill and the Port. Loop Road was widened and an interchange was built at the bridge's northern end. The area around this interchange has seen numerous serious accidents in the years since.
Government Hill also plays a huge role in the Knik Arm Bridge debate. The plan proposes to build a highway and bridge across the Knik Arm from northern Anchorage and along the Susitna River drainage to connect to the Parks Highway, bypassing the densely populated central portions of the Matanuska-Susitna Borough, particularly Wasilla. Many Government Hill residents oppose the plan, since many of the options presented would bisect the neighborhood.
Government Hill is served by the #11 People Mover route, linking it to Downtown and Fairview.
Other.
Also considered to be part of Government Hill, though not part of the original subdivisions, were 51 apartment buildings which were originally part of Elmendorf's main housing area. Though the names have changed slightly over the years, these buildings were generally known as the Richardson Vista, Panoramic View and Hollywood Vista apartment complexes. A fire station (no longer used as such, deemed unnecessary when the downtown fire station was relocated to provide direct access to the bridge) marked the demarcation point between the apartments and the mostly single-family remainder of Government Hill.
Hollywood Vista was condemned in 1989, after falling into stages of neglect and disrepair for over a decade under various owners. The buildings were razed in 1997. The Municipality of Anchorage currently owns the land, and has faced periodic political battles over the years over how to redevelop the site.


Big Dome

The Big Domes were a fleet of streamlined dome cars built by the Budd Company for the Atchison, Topeka and Santa Fe Railway ("Santa Fe") in 1954. Budd built a total of 14 cars in two batches. The Santa Fe operated all 14 on various streamlined trains until it conveyed its passenger trains to Amtrak in 1971. The Santa Fe retained one as a business car and sold the remaining 13 to the Auto-Train Corporation, which operated them for another ten years. All but two have been preserved in varying condition.
Design.
The Santa Fe had previously ordered six "Pleasure Domes" from Pullman-Standard for use on the "Super Chief". These were first-class lounges, with parlor car-style swivel chairs in the dome area and a private dining room on the lower level. These were "short domes": the dome was centered and did not extend the full length of the car.
For the new Big Domes the Santa Fe and Budd went in a different direction. Like the Super Domes which Pullman had built two years previously for the Chicago, Milwaukee, St. Paul and Pacific Railroad ("Milwaukee Road"), these were "full-length" domes: the dome extended the entire length of the car. The top level featured coach-style seating for 57, plus a lounge area which could seat an additional 18 on sofas and in booths. The lower level came in two variations. The first eight (numbered 506–513) featured a cocktail lounge and nurses' room. The second six (numbered 550–555) had a smaller bar-lounge and crew dormitory. Much of the lower area in both configurations was given over to mechanical use, including air-conditioning. The cocktail lounge was decorated in a "unique Indian decor", a common motif on the Santa Fe.
When the Auto-Train Corporation purchased 13 of the Big Domes in 1971 it renovated the interiors. Reclining seats replaced the fixed seating, reducing capacity to 51. Two cars had their upper-lounge areas rebuilt as "night clubs."
Service history.
The Santa Fe took delivery of all 14 domes between January and May 1954. Contemporary advertisements touted the Big Domes as "the world's most beautiful railroad car." The cocktail-lounge Big Domes were assigned to the "El Capitan", "Chicagoan", and "Kansas Cityan", while the lounge-dormitory domes went to the brand-new "San Francisco Chief". The assignment to the "El Capitan" proved short-lived: already in 1954 the Santa Fe operated two prototype Hi-Level coaches on the "El Capitan", and completely re-equipped it with those cars in 1956. The Big Domes moved to the "Chief", where they remained until that train's cancellation in 1968. Their final home on the Santa Fe was the "Texas Chief".
Amtrak retained the "Texas Chief" but did not purchase any of the Big Domes. They continued on the "Texas Chief" until September 1971, when the Santa Fe sold all but one to the new Auto-Train Corporation. After Auto-Train's bankruptcy in 1981 the fleet was broken up. Two (#550 and #555) have since been scrapped. The remaining 12 are privately owned: BNSF Railway and Norfolk Southern each operate one in their respective business car fleets; two operate on the Royal Gorge Route Railroad excursion train in Colorado; and eight are owned by Iowa Pacific Holdings.


Mobile and Great Northern Railroad


Ski train

A ski train is a passenger train which is marketed to carry passengers to ski resorts. A ski train may only operate during the winter sports season, or it may operate more frequently and have extra capacity during the winter sports season.
Ski trains in the United States.
Ski train are trains specifically used for carrying skiers from populated cities to ski areas in America. Most were located in northeast, going from cities such as New York City and Boston to ski areas such as Bousquet Ski Area and Chickley Alp. But when ski areas such as the latter closed in the 70s and 80s ski trains began to close. Ski Train cars were designed or converted to carry skis on the side or on the inside. Ski Trains were at the height of their popularity in the late thirties through the mid fifties.
Ski trains in Europe.
Railway companies in Alpine countries operate extra trains during the winter sports season to carry skiers. These are often marketed as Ski Trains. Eurostar operates trains in the winter only from London to Bourg-Saint-Maurice in the French Alps. Bourg-Saint-Maurice also has winter-only services from Amsterdam. SBB (Swiss Federal Railways) market their trains under the name 'Snow’n’Rail'.


California Central Railroad

The California Central Railroad, incorporated on April 21, 1857, ran a gauge line on one track between Folsom and Lincoln that was completed on October 31, 1861.
On April 26, 1864 the Central Pacific Railroad opened a line towards Rocklin that crossed the California Central Railroad line that was already operating from Folsom north to Lincoln. The crossing location was at Girders (an existing stage coach station), which became known as Junction, then eventually as Roseville.
On July 22, 1868, the company was foreclosed and existing operations were purchased by the California and Oregon Railroad.


Arkansas Southern Railroad

The Arkansas Southern Railroad is a short-line railroad which started service in October 2005.
ARS operates two disconnected lines consisting of 61 total miles, which are leased from the Kansas City Southern Railway (KCS):
ARS is owned by Watco Companies, a short-line railroad holding company.


Richard H. Koch

Richard H. Koch (also known as R.H. Koch; 1852–1945) was an American judge, railroad magnate, and prominent member of the Commonwealth of Pennsylvania.
Biography.
Richard Henry Koch's ancestors settled Schuylkill County in Pennsylvania in the early 1800s. Koch was born to Daniel and Mary Ann Beck Koch on April 2, 1852 in Pottsville, Pennsylvania. His mother was born in Middleport, Pennsylvania, while his father was born in East Brunswick Township on December 24, 1816. Daniel and Mary married on October 24, 1839, and together they had eleven children, one of whom was Richard.
Education and career.
Koch attended the Philomathean Academy located near Birdsboro, then attended the State Normal School at Kutztown. He graduated from the SNS with first honors in his class in 1871. He went on to teach there for six years, and he did "considerable work in connection with county institutes, lecruring in Berks, Lehigh, Monroe and Northampton counties."
In January 1887, Koch was appointed deputy district attorney in Schuylkill County. He stayed as deputy district attorney until 1890, when he was appointed district attorney. In 1892, he was nominated as a judge, but was defeated in election. Koch eventually went on to become a trial judge, deciding many cases in Pennsylvania.
In 1914, Koch was an honorary escort to the Argentinian Ambassador at the Sixteenth Annual Dinner of The Pennsylvania Society held at the Waldorf-Astoria Hotel in New York City, New York.
Organizations.
Koch was elected as a member of the Historical Society of Schuylkill County on February 22, 1905.
He was also involved in a number of fraternal organizations, including: the Huguenot Lodge (No. 377); Mountain City Chapter (No. 196); Constantine Commandery (No. 41); Independent Order of Odd Fellows of Pottsville; Patriotic Order Sons of America; the Benevolent and Protective Order of Elks; Knights of the Golden Eagle; and the Royal Arcanum.
Family.
On September 30, 1884, Koch married Annie S. Philips, daughter of Captain William Phillips who died in the battle of Cold Harbor. Together they had four children: Roscoe, born on June 17, 1887; Helen, born July 17, 1889; Marshall, born September 24, 1891; and Marjorie, born September 22, 1893.
Son Roscoe R. Koch became Deputy Attorney General of Pennsylvania, appointed by Attorney General Thomas J. Baldridge. He attended Pottsville High School, where he graduated with honors, then went on to attend Princeton University. Like his father, he became a lawyer. Also like his father, Roscoe was one of the directors of the Shamokin Extension Electric Railway Company. Roscoe also served as Secretary and Treasurer.
Daughter Marjorie Koch married Lieutenant John Park Hood. Together they had daughter Marjorie "Marge" Hood, who was born in Pottsville, Dec. 20, 1921. Marge married millionaire Richard Yuengling, Sr. of the Jüngling family and D.G. Yuengling & Son Brewery. Marge and Richard's son is billionaire Richard Yuengling, Jr., father of heiresses Jennifer Yuengling-Franquet, Deborah Yuengling Ferhat, Wendy Yuengling Baker, and Sheryl Yuengling.
Railroad businesses.
Pennsylvania.
Koch was president of the Shamokin Extension Electric Railway Company, which was chartered in 1908. It was operated by the Shamokin and Edgewood Electric Railway Company. Koch also served on the board, along with son Roscoe. The vice president of the company was John Doster of Danville, Pennsylvania.
In 1895, he became vice president of the Schuylkill Electric Railway Company. Koch replaced Frederick G. Yuengling after the latter resigned. Both Koch and Yuengling were great-grandfathers of Richard L. Yuengling Jr. Eventually, Koch became president of the company.
He was a director for the Columbia and Montour Electric Railway Company.
Tennessee.
Koch was on the board of a number of Tennessee railway companies:
He was President and director of the Lookout Incline & Lula Lake Railway Company. This company operated a cable line from St. Elmo to the top of Lookout Mountain.
He was President and director of the North Side Consolidated Street Railway Company, which was a reorganization of the Signal Mountain Railway Company and the Chattanooga & North Side Street Ry. Company. Their capital stock was $100,000.
He was President of the United Railways, Light & Water Company. The company owned stock in a number of other companies and built an extension from Alton Park to Rossville, Georgia.
He was President of the Lookout Point Incline Company, which was a successor to the Incline & Narrow Gauge Railway Company. The company operated a cable line from St. Elmo to the top of Lookout Mountain. Their capital stock was $100,000.
He was a director of the Chattanooga & Lookout Mountain Railway Company. This company ran from the center of Chattanooga to Lookout Mountain. Their capital stock was $250,000.
He was a director of the Rapid Transit Company of Chattanooga, whose lines connected the National Cemetery, Highland Park, Orchard Knob, Avondale, Ridgedale, East Lake, Rossville, Chickamauga Park, Hill City and Vallombrosa. The capital stock was $350,000.


Alexander Kummant

Alexander K. Kummant (born 1962) was named by Amtrak on August 29, 2006, as the railroad company's new president and chief executive officer effective September 12 of that year. He succeeded David L. Gunn in this position who was dismissed in November 2005, and David Hughes who had been serving as interim president.
Kummant submitted his resignation from Amtrak on November 14, 2008. He graduated from Case Western Reserve University's engineering school in 1982.
Before working for Amtrak, Kummant had worked as an executive for Union Pacific Railroad (UP) where he fulfilled several Vice President roles. After UP, Kummant also served as Executive Vice President and Chief Marketing Officer of Komatsu America Corporation. Before that, he was president of BOMAG, the German manufacturer of road rollers and other construction material compacting equipment.
As Amtrak president and CEO, Kummant was more conciliatory towards the survival of Amtrak in its current form than Congressional Republicans had been during the early 2000s. During his term, he did not support Congressional proposals to split the Northeast Corridor (the segment from Boston to Richmond) from the rest of Amtrak's operations; nor did he envision shedding the long distance east-west routes of Amtrak.
Kummant submitted his resignation on November 14, 2008. Upon his resignation, Amtrak COO William Crosbie assumed the role of interim CEO, but was succeeded on November 25 by former FRA administrator Joseph H. Boardman.
Don Phillips claims that inside sources indicate that Kummant did not in fact resign voluntarily, but was made to quit because of a dispute with the board of directors about debt restructuring.
In October 2012, Kummant was recruited by QR National in Australia, becoming Executive Vice President Strategy.


Orland Smith

Orland Smith (May 2, 1825 – October 3, 1903) was a railroad executive and a brigade commander in the Union Army during the American Civil War. In 1864, he led a spirited bayonet charge during the Battle of Wauhatchie that took a significant Confederate position on a hill that now bears his name.
Early life and career.
Smith was born in New England in Lewiston, Maine. He was educated in the local schools and became a railroad agent, serving as station manager at Lewiston until 1852 when he moved to Ohio. He became an official of the Marietta and Cincinnati Railroad and settled in Chillicothe, Ohio. When the railroad fell into financial difficulties, he was appointed receiver. Smith was a lieutenant and commander of a militia company in the late 1850s, the "Chillicothe Greys."
Civil War service.
With the outbreak of the Civil War, Smith joined the Union army and became the colonel of the 73rd Ohio Infantry, a regiment that was raised in Chillicothe in November 1861 and trained at nearby Camp Logan. Among his volunteer soldiers was Pvt. George Nixon III, the great-grandfather of future President Richard Nixon. Smith and his regiment saw action in western Virginia, fighting at the Battle of McDowell and the Battle of Cross Keys. During the late summer, as a part of the Army of Virginia, the 73rd OVI fought at the Second Battle of Bull Run near Manassas, Virginia.
Smith assumed brigade command in the XI Corps on October 25, 1862, but he did not participate in the Battle of Chancellorsville. He returned to his command shortly before the Gettysburg Campaign, after Brig. Gen. Francis C. Barlow, who had led the brigade at Chancellorsville, was given command of the 1st Division on May 24, 1863. Smith's men held Cemetery Hill on the first day of the Battle of Gettysburg at the orders of MG Oliver O. Howard, and provided an anchor for the retreating Federal soldiers. On the second day, three of Smith's regiments were engaged in heavy skirmishing in front of Cemetery Hill, and the 33rd Massachusetts, deployed between East Cemetery Hill and a knoll on the McKnight farm, helped repulse an evening attack by Col. Isaac E. Avery's North Carolina brigade.
Smith's Brigade was sent to the Western Theater in the autumn of 1863 along with the rest of the XI Corps. During the Chattanooga Campaign, Smith led his brigade in the Army of the Cumberland in a successful bayonet assault up a steep hill that now bears his name (Smith's Hill) during the Battle of Wauhatchie. In the army reorganization later that year, his brigade was disbanded and Smith returned on January 3, 1864 to the command of the 73rd OVI. He resigned his colonelcy on February 17, 1864. In the omnibus promotions at the close of the Civil War, Smith was appointed a brevet brigadier general dating from March 13, 1865.
Postbellum career.
After the war, he returned to his career as a railroad officer and became President of the Cincinnati, Washington and Baltimore Railroad and later, First Vice President of the Baltimore and Ohio Railroad, with his office in Baltimore, Maryland. From 1884 to 1899 he was President of the Columbus and Cincinnati Midland Railroad.
Smith died in Chicago, Illinois. He is buried in Green Lawn Cemetery in Columbus, Ohio.
See also.
GPS for grave: 39.9383, -83.035
Section 43, lot 46, grave 3