Озеро Шор и Мичиган Южная железная дорога
 | Эта статья требует дополнительных цитат для проверки . ( ноябрь 2023 г. ) |
 Система Южной железной дороги на озере и Мичиган с 1914 года | |
| Обзор | |
|---|---|
| Местный | Буффало, Нью -Йорк, в Чикаго, Иллинойс |
| Даты работы | 1839–1914 |
| Преемник | Центральная железная дорога Нью -Йорка |
| Технический | |
| Основной датчик | 4 фута 8 + 1 ~ 2 дюйма ( 1435 мм ) стандартный датчик |
| Предыдущий датчик | 6 футов ( 1829 мм ) |
Озеро берег и Южная железная дорога Мичигана , основанная в 1833 году, и иногда называемая берегом озера , была основной частью в Нью -Йорке, штат Нью -Йорк маршрута на уровне воды , из Буффало , Нью -Йорк, в Чикаго , штат Иллинойс, в первую очередь вдоль Южный берег озера Эри (в Нью -Йорке , Пенсильвании и Огайо ) и по всей северной Индиане . Трасса линии остается основным железнодорожным транспортным коридором, используемым пассажирскими поездами Amtrak и несколькими грузовыми линиями; В 1998 году его собственность была разделена в Кливленде , штат Огайо, между транспортом CSX на восток и южной железной дорогой Норфолк на Западе.
История
[ редактировать ]Ранняя история: 1835–1869
[ редактировать ]
- Толедо в Чикаго
22 апреля 1833 года железная дорога Эри и Каламазу была зафрахтована на территории Мичигана , [ 1 ] Бежать от бывшего Порт -Лоуренса, штат Мичиган, теперь Толедо , штат Огайо, недалеко от озера Эри , северо -запад, до Адриана , штат Мичиган, на реке изюм . Война Толедо вскоре дала около трети маршрута в штат Огайо. Поезда, напряженные лошадью, начали работать 2 ноября 1836 года; Лошади были заменены недавно прибывшим паровым локомотивом , Адриан № 1, в августе 1837 года.
Железная дорога Буффало и Миссисипи была зафрахтована в Индиане 6 февраля 1835 года, чтобы пробежать из Буффало , штат Нью -Йорк, до реки Миссисипи . Название было изменено 6 февраля 1837 года на железную дорогу Северной Индианы , которая будет проходить от восточной границы Индианы, запад, до города Мичиган , штат Индиана, на озере Мичиган . Некоторая оценка между Мичиганским городом и Ла -Порте , штат Индиана, была проведена в 1838 году, но деньги закончились.
Примерно в 1838 году штат Мичиган начал строить южную железную дорогу , бегущую из Монро , штат Мичиган, на озере Эри, на западе, в Нью -Буффало , штат Мичиган, на озере Мичиган. Первая секция, от Монро, запад до Петербурга , штат Мичиган, открылась в 1839 году. Расширения открылись в 1840 году, для Адриана и 1843 года, в Хиллсдейл , штат Мичиган. 9 мая 1846 года частично завершенная линия была продана на южную железнодорожную дорогу Мичиган , которая изменила запланированный западный терминал на Чикаго , используя хартию железной дороги Северной Индианы. Оценка, которая была сделана, не использовалась, так как оценка была слишком крутой, и вместо этого использовалась оригинальная железнодорожная хартия Буффало и Миссисипи к западу от Ла -Порте. Мичиганский южный арендовал Эри и Каламазу 1 августа 1849 года, дав ему филиал в Толедо и связь с запланированными железными дорогами на востоке.
Due to lobbying by the Michigan Central Railroad, a competitor of the Michigan Southern, the latter's charter prevented it from going within two miles (3.2 km) of the Indiana state line east of Constantine, Michigan. However, the most practical route went closer than two miles, west of White Pigeon, Michigan. To allow for this, Judge Stanfield, of South Bend, Indiana, bought the right-of-way from White Pigeon to the state line, and leased it to the railroad company for about 10 years, until the charter was modified to allow the company to own it.
The Northern Indiana and Chicago Railroad was chartered on November 30, 1850. Its initial tracks, from the Michigan Southern at the state line running west-southwest to Elkhart, Indiana, then west through Osceola, Indiana, and Mishawaka, Indiana, to South Bend, opened on October 4, 1851. The full line west to Chicago, opened on February 20, 1852, (running to the predecessor of Englewood station, together with the Chicago and Rock Island Railroad). A more direct line was soon planned from Elkhart, east to Toledo, and the Northern Indiana Railroad was chartered in Ohio, on March 3, 1851. On July 8, 1853, the Ohio and Indiana companies merged, and on February 7, 1855, the Northern Indiana and Chicago Railroad and the Buffalo and Mississippi Railroad were merged into the Northern Indiana Railroad. On April 25, 1855, that company in turn merged with the Michigan Southern Rail Road to form the Michigan Southern and Northern Indiana Railroad. In 1858, [1] the new alignment (Northern Indiana Air Line) from Elkhart, east to Air Line Junction, in Toledo, was completed. The company now owned a main line from Chicago to Toledo, with an alternate route through southern Michigan, east of Elkhart, and a branch off that alternate to Monroe. Also included was the Detroit, Monroe and Toledo Railroad, leased July 1, 1856, and providing a branch from Toledo, past Monroe, to Detroit, Michigan.
Erie to Cleveland
[edit]The Franklin Canal Company was chartered on May 21, 1844, and built a railroad from Erie, Pennsylvania, southwest to the Ohio border. The Cleveland, Painesville and Ashtabula Railroad was incorporated February 18, 1848,[2] to build northeast from Cleveland, to join the Canal Company's railroad at the state line, and the full line from Erie to Cleveland, opened November 20, 1852. The Cleveland, Painesville and Ashtabula bought the Franklin Canal Company on June 20, 1854.
Buffalo to Erie
[edit]The Buffalo and State Line Railroad was incorporated October 13, 1849, and opened January 1, 1852, from Dunkirk,New York, west to Pennsylvania. The rest of the line from Dunkirk to Buffalo, opened on February 22. The Erie and North East Railroad was chartered April 12, 1842, to build the part from the state line west to Erie, and opened on January 19, 1852. On November 16, 1853, an agreement was made between the two railroads, which had been built at 6 ft (1,829 mm) broad gauge, to relay the rails at 4 ft 8+1⁄2 in (1,435 mm) standard gauge to match the Franklin Canal Company's railroad (see below) on the other side of Erie, and for the Buffalo and State Line to operate the Erie and Northeast. This would result in through passengers no longer having to change trains at Erie, and on December 7, 1853, the Erie Gauge War began between the railroads and the townspeople. On February 1, 1854, the relaying was finished and the first train passed through Erie. On May 15, 1867, the two companies between Buffalo and Erie merged to form the Buffalo and Erie Railroad.
Cleveland to Toledo
[edit]The Junction Railroad was chartered March 2, 1846, to build from Cleveland, west to Toledo. The Toledo, Norwalk and Cleveland Railroad was chartered March 7, 1850, to build from Toledo, east to Grafton, Ohio, on the Cleveland, Columbus and Cincinnati Railroad. The latter company opened on January 24, 1853, finally forming a continuous Buffalo-Chicago line. On September 1, the two companies merged to form the Cleveland and Toledo Railroad, with the Junction Railroad becoming the Northern Division and the Toledo, Norwalk and Cleveland, the Southern Division. The Northern Division opened from Cleveland, west to Sandusky, Ohio, on October 24, 1853, and the rest of the way to Toledo, on April 24, 1855. The Northern Division was abandoned west of Sandusky, due to lack of business, but the track was relaid in 1872, merging with the Southern Division, at Millbury, Ohio, east of Toledo. In 1866, the Southern Division, east of Oberlin, Ohio, was abandoned and a new line was built to Elyria, Ohio, on the Northern Division, ending the use of the Cleveland, Columbus and Cincinnati Railroad.
Consolidations
[edit]In October 1867, the Cleveland, Painesville and Ashtabula Railroad leased the Cleveland and Toledo Railroad. The CP&A changed its name to the Lake Shore Railway on March 31, 1868, and on February 11, 1869, the Lake Shore absorbed the Cleveland and Toledo. On April 6, the Michigan Southern and Northern Indiana Railroad and Lake Shore merged to form the Lake Shore and Michigan Southern Railway, which absorbed the Buffalo and Erie Railroad on June 22, giving one company the whole route from Buffalo to Chicago. The main route passed through Dunkirk; Erie; Ashtabula, Ohio; Cleveland; Toledo; Waterloo, Indiana; and South Bend. An alternate route, the Sandusky Division, in Ohio, ran north of the main line between Elyria, and Millbury, Ohio, not all track was laid until 1872. From Toledo to Elkhart, the Old Road ran to the north, through southern Michigan, and the through route was called the Air Line Division or Northern Indiana Air Line. Along with various branches that had been acquired (see below), the Monroe Branch ran east from Adrian, to Monroe, where it intersected the leased Detroit, Monroe and Toledo Railroad. At some point the original line to Toledo was abandoned west of the branch to Jackson, Michigan, the Palmyra and Jacksonburgh Railroad, with the new connection at Lenawee Junction, the crossing between that branch and the line to Monroe.[3]
The railroad established its first significant repair shop in 1851 along Mason Street in Elkhart, Indiana. These shops were occasionally expanded and upgraded in the 1800s and early 1900s until employment reached about 1,500.[4] A second shop site was established in 1874 in Collinwood on the northeast side of Cleveland, Ohio. In 1901, the railroad bought a new property in Collinwood for $2 million to build a much larger repair center that by the 1920s employed more than 2,000 people. In 1913, a freight car repair shop was established in Ashtabula, Ohio, to maintain the large roster of ore and coal cars operating at the nearby port. In 1952, as the railroad was converting its motive power from steam to diesel, the repair shops were consolidated at Collinwood.
Lake Shore and Michigan Southern Railway: 1869–1914
[edit]
Around 1877, Cornelius Vanderbilt, and his New York Central and Hudson River Railroad, gained a majority of stock of the Lake Shore and Michigan Southern Railway. The line provided an ideal extension of the New York Central main line from Buffalo, west to Chicago, along with the route across southern Ontario, the Canada Southern Railway and the Michigan Central Railroad.
New York Central Railroad: 1914–1968
[edit]On December 22, 1914, the New York Central and Hudson River Railroad merged with the Lake Shore and Michigan Southern Railway to form the New York Central Railroad. While the original main line was to the south of Sandusky Bay, between Toledo and Elyria, the northern alignment, the Sandusky Division, eventually became the main line.
Post-NYC: 1968–present
[edit]In 1968, the New York Central merged with the Pennsylvania Railroad and the New York, New Haven and Hartford Railroad to form the Penn Central Transportation Company, Penn Central, which two years later, filed for bankruptcy. In 1976, it became part of Conrail. In 1976, the Southern Division, from Elyria to Millbury, was abandoned, with parts of the former right of way now in use as a recreational trail, the North Coast Inland Trail. Under Conrail, the Lake Shore main line was part of the New York City–Chicago, Chicago Line.
In 1998, Conrail was split between CSX and Norfolk Southern. The Chicago Line east of Cleveland, went to CSX, and was split into several subdivisions: the Lake Shore Subdivision, from Buffalo, to Erie, the Erie West Subdivision, from Erie, to east of Cleveland, and the Cleveland Terminal Subdivision, into downtown Cleveland. From the former Cleveland and Pittsburgh Railroad junction in Cleveland, west to Chicago, the line is now Norfolk Southern's Chicago Line.
Amtrak's New York City–Chicago Lake Shore Limited runs along the full route from Buffalo west. The Capitol Limited joins in Cleveland, at the "Amtrak Connection" from the former Pennsylvania Railroad, C&P line, just east of the present Cleveland Station (MP 181), on its way from Washington, D.C., to Chicago. Passenger trains along the route originally terminated at LaSalle Street Station, but now run to Union Station, switching to the parallel former Pittsburgh, Fort Wayne and Chicago Railway, Pennsylvania Railroad, at a crossover in Whiting, Indiana, Indiana, (41°41′05″N 87°29′43″W / 41.68480°N 87.49534°W) to get there.
Branches
[edit]A major branch of the LS&MS extended from Northeastern Ohio, to the coal and oil fields of northwestern Pennsylvania, terminating near Brookville. Originally the line extended to the oil fields and refineries on the Allegheny River, at Franklin, and Oil City, Pennsylvania.
The line was later extended from Polk Junction, west of Franklin, to Rose, Pennsylvania, just west of Brookville. Also added was a connector south from Franklin, to the Allegheny River crossing on the new extension. This line included perhaps the most impressive engineering structures on the LS&MS, as well as the later NYC, with several large trestles, bridges, and tunnels, near Brookville, including a bridge-tunnel-bridge-tunnel-fill combination near Piney, Pennsylvania, and two magnificent trestles west of Brookville, near Corsica, Pennsylvania. The New York Central used trackage rights over the Pennsylvania Railroad and the B&O Railroad to connect from Rose to NYC lines at Clearfield, Pennsylvania.
There were several mines on this line near Brookville, as well as a connection to the Lake Erie, Franklin and Clarion (LEF&C) at Sutton, Pennsylvania, and connections to the Pennsylvania Railroad, and via the Pennsy, to the Pittsburgh & Shawmut, at Brookville.
Once coal traffic dried up in the late 1990s, this line was severed and cut back to the mine at Piney. Many of the larger trestles were taken out in the late 2000s, reportedly on orders of the Pennsylvania Public Utility Commission (PUC), although the bridge across the Clarion River survived, as of 2015.
Station listing
[edit]Смотрите также
[ редактировать ]
- Legrand Lockwood , казначей компании
- Джон Э. Гункель , пассажирский агент
- Конкуренты
- Мичиганская центральная железная дорога
- Железная дорога Нью -Йорка, Чикаго и Сент -Луиса (Nickel Plate Road)
Сноски
[ редактировать ]- ^ «Железнодорожные записи Эри и Каламазу, 1834-1968» . Библиотека Мичиганского университета . Получено 2024-03-30 .
- ^ Моррис, JC, ed. (31 декабря 1902 г.). Отчет о железной дороге Огайо: Годовой отчет Комиссара по железным дорогам и телеграфам; Часть II. История железных дорог Огайо . Получено 18 февраля 2010 года .
- ^ Карты службы железнодорожной почты Гэлбрейт, Мичиган. Библиотека Конгресса. Издательство 1897, c1898. Доступ к апреле 2020 года.
- ^ Старр, Тимоти. Задний магазин иллюстрирован, вып. 2
- ^ «Индекс железнодорожных станций, стр. 1530». Официальный гид железных дорог . 64 (9). Национальная железнодорожная публикационная компания. Февраль 1932.
- ^ «Индекс железнодорожных станций, стр. 1317». Официальный гид железных дорог . 78 (12). Национальная железнодорожная публикационная компания. Май 1946 года.
Ссылки
[ редактировать ]
- Корпоративная история североамериканских железных дорог
- История озера Шор и Мичиган Южная Железнодорожная Компания
- Выдержки из «История округа Сент -Джозеф, штат Индиана» (1880)
- Система Южной железной дороги и представительские сотрудники Lake Shore & Michigan Biographic Publishing Company, 1900
- Дж. Дэвид Инглс, IC может получить новый вход в Чикаго, поезда, июнь 1999 г.
- Среды от расписаний транспортировки CSX
- Опубликовано «Озеро Шор и Мичиганская южная железная дорога, опубликованная: 1989 ISBN 978-0-933449-09-1
- Озеро Шор и Мичиган Южная железная дорога
- Предшественники нью -йоркской центральной железной дороги
- Неочевидные железные дороги Иллинойса
- Несуществующие железные дороги Индианы
- Несуществующие Мичиганские железные дороги
- Западный Мичиган
- Несуществующие железные дороги в Нью -Йорке (штат)
- Несуществующие железные дороги Огайо
- Неочевидные железные дороги Пенсильвании
- Железные дороги в столичном районе Чикаго
- Бывшие железные дороги класса I в Соединенных Штатах
- Железнодорожные компании основаны в 1869 году
- Железнодорожные компании расстроены в 1914 году
- Бывшие компоненты в среднем по транспорту Dow Jones
- 6 -футовые железные дороги в Соединенных Штатах
- 1833 заведения в Нью -Йорке (штат)
- Железные дороги контролируются семьей Вандербильта
- Американские компании основаны в 1833 году