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+{"text":"The Washington, Idaho and Montana Railway is a short-line railroad that runs between Bovill, Idaho and Palouse, Washington. It was built by the Potlatch Lumber Company as a logging railroad, but it also carried other freight, passengers, and mail."}
+{"text":"Engine 1 of the railroad and a railroad depot are preserved in the Commercial Historic District of Potlatch, Idaho, which is listed on the National Register of Historic Places."}
+{"text":"Horseshoe Curve is a three-track railroad curve on Norfolk Southern Railway's Pittsburgh Line in Blair County, Pennsylvania. The curve itself is about long and in diameter; it was completed in 1854 by the Pennsylvania Railroad as a way to lessen the grade to the summit of the Allegheny Mountains. It eventually replaced the time-consuming Allegheny Portage Railroad, the only other route across the mountains for large vehicles."}
+{"text":"The rail line has been important since its opening, and during World War II the Curve was targeted by Nazi Germany in 1942 as part of Operation Pastorius. The Curve was later owned and used by Pennsylvania Railroad successors Penn Central, Conrail, and Norfolk Southern respectively. Horseshoe Curve was added to the National Register of Historic Places and designated a National Historic Landmark in 1966, and it became a National Historic Civil Engineering Landmark in 2004."}
+{"text":"Horseshoe Curve has long been a tourist attraction; a trackside observation park was completed in 1879. The park was renovated and a visitor center built in the early 1990s. The Railroaders Memorial Museum in Altoona manages the center, which has exhibits pertaining to the curve."}
+{"text":"Horseshoe Curve is on the Pittsburgh Line, the Norfolk Southern Railway Pittsburgh Division main line between Pittsburgh and Harrisburg, Pennsylvania. Westbound trains climb a maximum grade of 1.85\u00a0percent for from Altoona to Gallitzin; just west of the Gallitzin Tunnels trains pass the summit of the Allegheny Mountains, then descend for to Johnstown on a grade of 1.1\u00a0percent or less."}
+{"text":"The curve is west of Altoona in Logan Township, Blair County, at railroad milepost\u00a0242. The Blair County Veterans Memorial Highway (SR 4008) follows the valley west from Altoona and tunnels under the curve. Horseshoe Curve bends around a dam and lake, the highest of three reservoirs along the valley which are owned by the Altoona Water Authority and supply water to the city. Horseshoe Curve spans two ravines formed by creeks: Kittanning Run on the north side of the valley, and Glenwhite Run on the south."}
+{"text":"In 1834 the Commonwealth of Pennsylvania built the Allegheny Portage Railroad across the Allegheny Mountains to connect Philadelphia and Pittsburgh, as part of the Main Line of Public Works. The Portage Railroad was a series of canals and inclined planes and remained in use until the mid-19th century. The Pennsylvania Railroad was incorporated in 1847 to build a railroad from Harrisburg to Pittsburgh, replacing the cumbersome Portage Railroad."}
+{"text":"Work on Horseshoe Curve began in 1850 and took over three years. It was done without heavy equipment, only men \"with picks and shovels, horses and drags\". The entire line, including Horseshoe Curve, opened on February\u00a015, 1854. The total cost for of track between Altoona and Johnstown was $2,495,000 or $80,225 per mile ($49,850\u00a0\/km). The remaining part of the mountain inside the curve was leveled in 1879 to allow the construction of a park and observation area\u2014the first built for viewing trains. As demand for train travel increased, a third track was added to the curve in 1898 and a fourth was added two years later."}
+{"text":"Horseshoe Curve was depicted in brochures, calendars and other promotional material; Pennsylvania Railroad stock certificates were printed with a vignette of it. The Pennsylvania pitted the scenery of Horseshoe Curve against rival New York Central Railroad's \"Water Level Route\" during the 1890s. A raised-relief, scale model of the curve was included as part of the Pennsylvania Railroad's exhibit at the 1893 World's Columbian Exposition in Chicago. Pennsylvania Railroad conductors were told to announce the Horseshoe Curve to daytime passengers\u2014a tradition that continues aboard Amtrak trains. Additionally, the engineer will blow the horn and the conductor onboard the Amtrak trains that pass through the Curve will wave (or shine a phone flashlight if it is dark) to the Virtual Railfan camera stationed in the park."}
+{"text":"During World War II PRR carried troops and materiel for the Allied war effort, and the Curve was under armed guard. The military intelligence arm of Nazi Germany, the \"Abwehr\", plotted to sabotage important industrial assets in the United States in a project code-named Operation Pastorius. In June\u00a01942 four men were brought by submarine and landed on Long Island, planning to destroy such sites as the Curve, Hell Gate Bridge, Alcoa aluminum factories and locks on the Ohio River. The would-be saboteurs were quickly apprehended by the Federal Bureau of Investigation after one, George John Dasch, turned himself in."}
+{"text":"Starting in June\u00a01990, the park at the Horseshoe Curve underwent a $5.8\u00a0million renovation funded by the Pennsylvania Department of Transportation and by the National Park Service through its \"America's Industrial Heritage Project\". The renovations were completed in April\u00a01992 with the dedication of a new visitor center. In 1999 Conrail was divided between CSX Transportation and Norfolk Southern, with the Horseshoe Curve being acquired by the latter. The Horseshoe Curve was lit up again with fireworks and rail-borne searchlights during its sesquicentennial in 2004 as an homage to the celebrations in 1954. It was designated a National Historic Civil Engineering Landmark by the American Society of Civil Engineers in 2004."}
+{"text":"St. Louis Union Station is a National Historic Landmark train station in St. Louis, Missouri. At its 1894 opening, the station was the largest in the world that had tracks and passenger service areas all on one level. Traffic peaked at 100,000 people a day the 1940s. The last Amtrak passenger train left the station in 1978."}
+{"text":"In the 1980s, it was renovated as a hotel, shopping center, and entertainment complex. The 2010s and 2020s saw more renovation and expansion of entertainment and office capacity."}
+{"text":"An adjacent station serves the light-rail MetroLink Red and Blue Lines, which run under the station in the Union Station subway tunnel. The city's intercity train station sits a quarter-mile to the south, serving MetroLink, Amtrak, and Greyhound Bus."}
+{"text":"The station was opened on September 1, 1894, by the Terminal Railroad Association of St. Louis. The station was designed by Theodore Link, and included three main areas: the Headhouse and the Midway, and the Train Shed designed by civil engineer George H. Pegram. The headhouse originally housed a hotel, a restaurant, passenger waiting rooms and railroad ticketing offices. It featured a gold-leafed Grand Hall, Romanesque arches, a barrel-vaulted ceiling and stained-glass windows. The clock tower is high."}
+{"text":"Union Station's headhouse and midway are constructed of Indiana limestone and initially included 32 tracks under its vast trainshed terminating in the stub-end terminal. Its Grand Hall, which cost around $6.5 million and was about 75 by 125 feet large, was considered to be one of the most beautiful, public lobbies."}
+{"text":"At its opening, it was the world's largest and busiest railroad station and its trainshed was the largest roof span in the world."}
+{"text":"In 1903, Union Station was expanded to accommodate visitors to the 1904 St. Louis World's Fair. In the 1920s, it remained the largest American railroad terminal."}
+{"text":"At its height, the station combined the St. Louis passenger services of 22 railroads, the most of any single terminal in the world. In the 1940s, it handled 100,000 passengers a day. The famous photograph of Harry S. Truman holding aloft the erroneous \"Chicago Tribune\" headline, \"Dewey Defeats Truman\", was shot at the station as Truman headed back to Washington, D.C., from Independence, Missouri, after the 1948 Presidential election."}
+{"text":"The 1940s expansion added a new ticket counter designed as a half-circle and a mural by Louis Grell could be found atop the customer waiting area which depicted the history of St. Louis with an old fashion steam engine, two large steamboats and the Eads Bridge in the background."}
+{"text":"The station was designated a National Historic Landmark in 1970, as an important surviving example of large-scale railroad architecture from the late 19th century. It was designated as a National Historic Civil Engineering Landmark by the American Society of Civil Engineers in 1981."}
+{"text":"In August 1985, after a $150 million renovation designed by HOK, Union Station was reopened with a 539-room hotel, shopping mall, restaurants and food court. Federal historic rehabilitation tax credits were used to transform Union Station into one of the city's most visited attractions. The station rehabilitation by Conrad Schmitt Studios remains one of the largest adaptive re-use projects in the United States. The hotel is housed in the headhouse and part of the train shed, which also houses a lake and shopping, entertainment and dining establishments. Omni Hotels was the original hotel operator, followed by Hyatt Regency Hotel chain and Marriott Hotels."}
+{"text":"St. Louis Union Station was the venue for the FIRST Tech Challenge World Championship component of the FIRST Championship, hosted in St. Louis every April until 2017, after which it was moved to Detroit."}
+{"text":"Today, the station is home to the St. Louis Aquarium. At 120,000 square feet, the aquarium is home to more than 13,000 animals representing over 250 species."}
+{"text":"The station's train shed area features The St. Louis Wheel, a 200-foot-high, 42 gondola observation wheel."}
+{"text":"Inside the station is The St. Louis Rope Course, a 90,000 cubic foot, 3-story indoor ropes and zip line course."}
+{"text":"Union Station has two light show features: one in the train shed area, and another inside Union Station Hotel's lobby."}
+{"text":"In January 2020, Build-A-Bear Workshop, Inc. moved their global headquarters to downtown St. Louis inside the 68,000-square-foot Grand Central Building inside the Union Station complex. The company also opened their new Build-A-Bear Workshop Union Station headquarters store and also operates a Build-A-Bear Radio studio and other experiential elements at their new headquarters. Additionally, a ferris wheel, aquarium, and an abundance of restaurants have been added to Union Station in 2020."}
+{"text":"MetroLink, the St. Louis rail mass transit system, serves Union Station from its station directly below the trainshed in the Union Station subway tunnel."}
+{"text":"The St. Louis Union Station serves the Red Line and Blue Line."}
+{"text":"It takes about 30 minutes to travel to Lambert-St. Louis International Airport's East and Main Terminals via the Metro Red Line."}
+{"text":"Megabus previously provided express intercity bus service to Memphis, Tennessee, Kansas City, Missouri and Chicago from Union Station. Megabus moved to the Gateway Multimodal Transportation Center in December, 2014."}
+{"text":"St. Louis Union Station has 24-hour taxi service at its north entrance on Market Street."}
+{"text":"Approximate travel time by taxi, non-rush hour:"}
+{"text":"The city's major transportation hub station, Gateway Multimodal Transportation Center is located next to Union Station. It serves the city's rail system and regional bus system MetroBus, Greyhound, Amtrak and city taxi services."}
+{"text":"In 1981, the disused Grand Hall was used in John Carpenter's movie \"Escape from New York\", during the film's gladiatorial fight."}
+{"text":"The St. Charles Streetcar line is a historic streetcar line in New Orleans, Louisiana. It is the oldest continuously operating streetcar line in the world, as it has been in operation since 1835. It is operated by the New Orleans Regional Transit Authority (RTA). Officially the St. Charles Streetcar line is internally designated as Route 12, and it runs along its namesake street, St. Charles Avenue. It is the busiest route in the RTA system as it is heavily used by local commuters and tourists. On most RTA maps and publications, it is denoted in green, which is also the color of the streetcars on this line."}
+{"text":"The St. Charles line starts uptown, at South Carrollton Avenue and South Claiborne Avenue. It runs on South Carrollton Avenue through the Carrollton neighborhood towards the Mississippi River, then near the river levee turns on to St. Charles Avenue. It proceeds past entrances to Audubon Park, Tulane University and Loyola University New Orleans, continues through Uptown New Orleans including the Garden District, and ends at Canal Street in the New Orleans Central Business District at the edge of the French Quarter, a distance of . With the exception of Carondelet Street and the downtown portion of St. Charles where the line runs in the curbside lane, most of the line runs in the neutral ground (the median strip) with greenery between the tracks."}
+{"text":"Planning for the line began in 1831, and work began as the New Orleans and Carrollton Rail Road in February 1833, the second railway in Greater New Orleans after the Pontchartrain Rail Road. Passenger and freight services by steam locomotives began on September 26, 1835, originally without a dedicated right-of-way (it ran on public streets), although one was eventually established in the \"neutral ground\" (the median). Service began as a suburban railroad, since Carrollton was at that time a separate city, while areas along the route were still mostly undeveloped. Two locomotives \"New Orleans\" and \"Carrollton\" were supplied from England by B. Hick and Sons."}
+{"text":"While the city's first experiments with electric-powered cars were made in 1884 (in conjunction with the World Cotton Centennial World's Fair), electric streetcars were not considered sufficiently developed for widespread use until the following decade, and the line was electrified February 1, 1893. At the same time, it was extended from the corner of St. Charles and Carrollton Avenues out Carrollton to a new car barn at Willow Street."}
+{"text":"In 1900, the St. Charles and Tulane streetcar lines were extended on Carrollton Avenue and connected together, resulting in a two-way belt line. Cars signed St. Charles left Canal Street on Baronne Street to Howard Avenue to St. Charles Avenue, thence all the way to Carrollton and out that avenue, returning to the central business district on Tulane Avenue. Streetcars leaving Canal Street on Tulane Avenue were signed Tulane, operating out to Carrollton Avenue, then turning riverward to St. Charles Avenue, passing Lee Circle to Howard Avenue, and finally down Baronne (later Carondelet) to Canal Street."}
+{"text":"In 1922 the New Orleans & Carrollton Rail Road was merged into New Orleans Public Service Incorporated (NOPSI), which consolidated the city's various streetcar lines and electrical production."}
+{"text":"In 1972 automatic fareboxes were introduced, and the job of a separate conductor was eliminated from the streetcars. The line still has one of the Ford, Bacon & Davis 1894 vintage cars in running condition. Although it is not used for passenger service, it stays busy with work operations such as track sanding. The rest of the line's cars date from 1923\u201324."}
+{"text":"In 1973, preservationists successfully listed the St. Charles line on the National Register of Historic Places. But it is not possible to provide the historic cars with wheelchair access doors and lifts in compliance with the Americans with Disabilities Act (ADA). For this reason, it has been the only service in the system not to have wheelchair access."}
+{"text":"In 1983, the RTA was created to oversee public transportation in New Orleans. It assumed the operations of city bus lines and the St. Charles line from NOPSI, which has since folded into Entergy."}
+{"text":"In 2005, service along the route was suspended due to damage from Hurricane Katrina and the floods from levee breaches. The small section from Canal Street to Lee Circle was the first part restored. The section continuing up to Napoleon Avenue was re-opened for service on November 11, 2007, and on December 23, 2007 was extended up to Carrollton Avenue, near the line's original terminus in 1833. The restoration of the line on the remaining section along Carrollton Avenue to Claiborne Avenue took place on June 22, 2008."}
+{"text":"The St. Charles line was listed by the National Park Service as a National Historic Landmark in 2014. This recognizes it as a place that possesses \"exceptional value and quality in illustrating or interpreting the heritage of the United States,\" quoting the announcement from the Department of the Interior. It joins the San Francisco cable car system as one of only two moving streetcar National Historic Landmarks. (There are other moving landmarks, such as ships and trains.)"}
+{"text":"Following a lawsuit over access for wheelchair and other limited mobility patrons, RTA entered into a consent decree in 2017, agreeing to make six stops (each end, as well as Napoleon, Louisiana, Jackson, and a then-undetermined stop near Riverbend) ADA compliant. At least one wheelchair lift-equipped car was to be added to the line, but the historic Perley Thomas streetcars were not to be modified."}
+{"text":"In 2020, to comply with the 2017 consent decree, RTA renovated three streetcars that had been originally built for Riverfront service with wheelchair accessible features, bringing the St. Charles streetcar line into compliance with the 1990 Americans with Disabilities Act (ADA). This included repainting these cars from Riverfront red to the iconic St. Charles line green. The cars carry a wheelchair icon on their ends and sides. RTA also rebuilt car stops at six major intersections to allow wheelchair access. Wheelchair accessible service on St.Charles began on December 1, 2020."}
+{"text":"The St. Charles Streetcar line operates frequent service 24 hours a day, with frequencies of every nine minutes in the daytime (after 7 a.m.), 18 minutes early morning (before 7 a.m.) and late night (10 p.m. to midnight), with 36 minute intervals in the night owl period (midnight to 6 a.m.)."}
+{"text":"The principal equipment of the line consists of 35 streetcars built in 1923-24 by the Perley Thomas Car Co. They have been rebuilt several times during their long service life."}
+{"text":"The St. Clair Tunnel is the name for two separate rail tunnels which were built under the St. Clair River between Sarnia, Ontario and Port Huron, Michigan. The original, opened in 1891 and used until it was replaced by a new larger tunnel in 1995, was the first full-size subaqueous tunnel built in North America. (By full-size it is meant that it allowed a railroad to run through it.) It is a National Historic Landmark of the United States, and has been designated a civil engineering landmark by both US and Canadian engineering bodies."}
+{"text":"The first underwater rail tunnel in North America was opened by the St. Clair Tunnel Company in 1891. The company was a subsidiary of the Grand Trunk Railway (GTR), which used the new route to connect with its subsidiary Chicago and Grand Trunk Railway, predecessor to the Grand Trunk Western Railroad (GTW). Before the tunnel's construction, Grand Trunk was forced to use time-consuming rail ferries to transfer cargo."}
+{"text":"The tunnel was an engineering marvel in its day and designed by Joseph Hobson. The development of original techniques were achieved for excavating in a compressed air environment. The Beach tunnelling shield, designed by Alfred Ely Beach, was used to assist workmen in removing material from the route of the tunnel and left a continuous iron tube nearly long. Freight trains used the tunnel initially with the first passenger trains using it in 1892."}
+{"text":"The tunnel measured from portal to portal. The actual width of the St. Clair River at this crossing is only . The tube had a diameter of and hosted a single standard gauge track. It was built at a cost of $2.7 million."}
+{"text":"Steam locomotives were used in the early years to pull trains through the tunnel, however concerns about the potential dangers of suffocation should a train stall in the tunnel led to the installation of catenary wires for electric-powered locomotives by 1907. The first use of electric locomotives through the tunnel in regular service occurred on May 17, 1908. The locomotives were built by Baldwin-Westinghouse."}
+{"text":"In 1923, the GTR was nationalized by Canada's federal government, which then merged the bankrupt railway into the recently formed Canadian National Railway. CN also assumed control of Grand Trunk Western as a subsidiary and the tunnel company and continued operations much as before."}
+{"text":"The electric-powered locomotives were retired in 1958 and scrapped in 1959 after CN retired and scrapped its last steam-powered locomotives on trains passing through the tunnel. New diesel-powered locomotives did not cause the same problems with air quality in this relatively short tunnel."}
+{"text":"After the Second World War, railways in North America started to see the dimensions of freight cars increase. Canadian National (identified as CN after 1960) was forced to rely upon rail ferries to carry freight cars, such as hicube boxcars, automobile carriers, certain intermodal cars and chemical tankers, which exceeded the limits of the tunnel's dimensions."}
+{"text":"The tunnel was designated a Civil Engineering Landmark by both the Canadian and the American Societies of Civil Engineers in 1991."}
+{"text":"The tunnel was declared a U.S. National Historic Landmark in 1993."}
+{"text":"The construction of the tunnel has also been recognized as National Historic Event by Parks Canada since 1992, with a plaque at the site."}
+{"text":"The second tunnel was built to handle intermodal rail cars with double-stacked shipping containers, which could not fit through the original tunnel or the Michigan Central Railway Tunnel in Detroit. By the early 1990s, CN had commissioned engineering studies for a replacement tunnel to be built adjacent to the existing St. Clair River tunnel. In 1992, new CN president Paul Tellier foresaw that CN would increase its traffic in the Toronto\u2013Chicago corridor. The Canada-U.S. Free Trade Agreement was implemented in 1989 and discussions for a North American Free Trade Agreement between Canada, the United States and Mexico discussions were underway at that time (NAFTA was implemented in 1994). It was only logical that import\/export traffic on CN's corridor would increase dramatically."}
+{"text":"In 1993, CN began construction of the newer and larger tunnel. Tellier declared at the ceremonies:"}
+{"text":"\"[the] tunnel will give CN the efficiencies it needs to become a strong competitive force in North American transportation\""}
+{"text":"Unlike the first tunnel, which was hand dug from both ends, an earth boring machine called the \"Excalibore\" made by the Lovat Tunnel Equipment Inc. was used. It started on the Canadian side and dug its way to the U.S."}
+{"text":"The tunnel opened later in 1994 whereupon freight and passenger trains stopped using the adjacent original tunnel, whose bore was sealed. The new tunnel was dedicated on May 5, 1995 and measures from portal to portal with a bore diameter of with a single standard gauge track. It could accommodate all freight cars currently in service in North America, thus the rail ferries were also retired in 1994 at the time of the tunnel's completion and opening for service."}
+{"text":"On November 30, 2004, CN announced that the new St. Clair River tunnel would be named the Paul M. Tellier Tunnel in honour of the company's retired president, Paul Tellier, who foresaw the impact the tunnel would have on CN's eastern freight corridor. A sign now hangs over each tunnel portal with this name."}
+{"text":"On June 28, 2019, train CN M383-28, hauling 100+ cars, had 40 cars derail in the tunnel, spilling 13,700 gallons of sulfuric acid and closing the tunnel for several days afterwards. The tunnel re-opened on July 10, 2019."}
+{"text":"Dennison is a historic railway station located at 400 Center Street in Dennison, Ohio. The depot was built between 1884 and 1900, and the baggage room was built circa 1912. The station is located midway between Dennison and Uhrichsville, Ohio, and served both communities."}
+{"text":"The station was added to the National Register of Historic Places on September 8, 1976, as the Pennsylvania Railroad Depot and Baggage Room. It was designated as a National Historic Landmark on June 17, 2011. It is now a local history museum."}
+{"text":"The Thomas Viaduct spans the Patapsco River and Patapsco Valley between Relay, Maryland and Elkridge, Maryland, USA. It was commissioned by the Baltimore and Ohio Railroad (B&O); built between July 4, 1833, and July 4, 1835; and named for Philip E. Thomas, the company's first president. It remains the world's oldest multiple arched stone railroad bridge."}
+{"text":"At its completion, the Thomas Viaduct was the largest railroad bridge in the United States and the country's first multi-span masonry railroad bridge to be built on a curve. In 1964, it was designated as a National Historic Landmark. In 2010, the bridge was designated as a National Historic Civil Engineering Landmark by the American Society of Civil Engineers."}
+{"text":"The viaduct is now owned and operated by CSX Transportation and still in use today, making it one of the oldest railroad bridges still in service."}
+{"text":"This Roman-arch stone bridge is divided into eight spans. It was designed by Benjamin Henry Latrobe, II, then B&O's assistant engineer and later its chief engineer. The main design problem to overcome was that of constructing such a large bridge on a curve. The design called for several variations in span and pier widths between the opposite sides of the structure. This problem was solved by having the lateral pier faces laid out on radial lines, making the piers essentially wedge-shaped and fitted to the 4-degree curve."}
+{"text":"The viaduct was built by John McCartney of Ohio, who received the contract after completing the Patterson Viaduct. Caspar Wever, the railroad's chief of construction, supervised the work."}
+{"text":"The span of the viaduct is long; the individual arches are roughly in span, with a height of from the water level to the base of the rail. The width at the top of the spandrel wall copings is . The bridge is constructed using a rough-dressed Maryland granite ashlar from Patapsco River quarries, known as Woodstock granite."}
+{"text":"A wooden-floored walkway built for pedestrian and railway employee use is wide and supported by cast iron brackets and edged with ornamental cast iron railings. The viaduct contains of masonry and cost $142,236.51, equal to $ today."}
+{"text":"When the Thomas Viaduct was completed, a obelisk with the names of the builder, directors of the railroad, the architect (engineer) and others associated with the viaduct was erected at the east end in Relay, by builder John McCartney. On one side the monument reads: \"The Thomas Viaduct, Commenced July 4, 1833 Finished, July 4, 1835\". He also celebrated the completed work by having his men kneel on the deck of the viaduct while mock \"baptizing\" them with a pint of whiskey."}
+{"text":"Until after the American Civil War, the B&O was the only railroad into Washington, D.C., thus the Thomas Viaduct was essential for supply trains to reach the capital of the Union during that conflict. To prevent sabotage, the bridge was heavily guarded by Union troops stationed along its length."}
+{"text":"From the 1880s to the 1950s, Thomas Viaduct carried B&O's famed \"Royal Blue Line\" passenger trains between New York and Washington. Until the late 1960s, the bridge also carried B&O passenger trains traveling to points west of Washington, such as the \"Capital Limited\" to Chicago and the \"National Limited\" to St. Louis."}
+{"text":"With the advent of Amtrak on May 1, 1971, B&O ended its passenger train service, except for local Baltimore\u2013Washington commuter trains. In 1986, CSX acquired the B&O and all of its trackage, including the Thomas Viaduct. Today, MARC's \"Camden Line\" train service runs daily trains over the Viaduct. \"See\" Capital Subdivision."}
+{"text":"During design and construction, the Thomas Viaduct was nicknamed \"Latrobe's Folly\" after the designer Benjamin Latrobe II, because at the time many doubted that it could even support its own weight. Contrary to these predictions, the Thomas Viaduct survived the great flood of 1868 as well as Hurricane Agnes in 1972, two floods that wiped out the Patapsco Valley and destroyed nearly everything in their path; and to this day it continues to carry 300-ton (270 tonne) diesel locomotives passengers and heavy freight traffic."}
+{"text":"The bridge was designated a National Historic Landmark on January 28, 1964, and administratively listed on the National Register of Historic Places on October 15, 1966. In 2010, the bridge designated as a National Historic Civil Engineering Landmark by the American Society of Civil Engineers."}
+{"text":"In 2014 and 2015, the non-profit historic preservation organization Preservation Howard County placed the Viaduct on its list of the top 10 endangered historic places in Howard County. The Patapsco Heritage Greenway group announced plans to add handrails to the bridge in 2015."}
+{"text":"The Carrollton Viaduct, located over the Gwynns Falls stream near Carroll Park in southwest Baltimore, Maryland, is the first stone masonry bridge built for railroad use in the United States for the Baltimore and Ohio Railroad, founded 1827, with construction beginning the following year and completed 1829. The bridge is named in honor of Charles Carroll of Carrollton (1737-1832), of Maryland, known for being the last surviving signer of the Declaration of Independence, the only Roman Catholic in the Second Continental Congress (1775-1781), and wealthiest man in the Thirteen Colonies of the time of the American Revolutionary War (1775-1783)."}
+{"text":"In 1982 the viaduct was designated a Historic Civil Engineering Landmark by the American Society of Civil Engineers."}
+{"text":"The bridge is currently one of the world's oldest railroad bridges still in use for rail traffic, carrying loads far greater than originally envisioned. It was named after Charles Carroll of Carrollton (1737-1832), the last living signer of the Declaration of Independence and a director of the Baltimore and Ohio Railroad, who laid the cornerstone on July 4, 1828. As he laid the first stone he said, \"I consider this among the most important acts of my life, second only to my signing the Declaration of Independence.\" Builder Caspar Wever and designer James Lloyd completed the structure for the railroad in November 1829, at an officially listed cost of $58,106.73. The actual cost of the construction may have been as high as $100,000."}
+{"text":"Andrew Jackson, the first President of the United States to ride on a railroad train, crossed the bridge on a trip between Ellicott's Mills and Baltimore on June 6, 1833. The Carrollton Viaduct has provided continual service to the Baltimore and Ohio Railroad and its modern corporate successor, CSX Transportation."}
+{"text":"The viaduct was designated a National Historic Landmark on November 11, 1971 and was automatically listed on the National Register of Historic Places the same day."}
+{"text":"Virginia and Truckee Railway Motor Car 22"}
+{"text":"The car body was constructed from steel using a monocoque design and given an aerodynamic shape. The body consisted of a curved roof, rounded rear end, and its distinctive knife-edge \"wind-splitter\" front end. Also a characteristic of the McKeen railcars was the frequent use of porthole windows; a total of 33 were used on Motor Car 22. The interior of Motor Car 22 was divided into the engine compartment inside the pointed front end of the motor car, the passenger compartment at the rear of the car, and the baggage compartment in the middle. When built, it had a seating capacity of 84\u00a0passengers."}
+{"text":"The engine and trucks were removed from the McKeen car, and the body was sold in 1946 by the Virginia and Truckee. It was used as a diner in Carson City until it was sold in 1955 to a plumbing business for use as offices and storage. The remains of Motor Car 22 were eventually donated to the Nevada State Railroad Museum in 1995."}
+{"text":"From 1995 to August\u00a01997, the Nevada State Railroad Museum conducted a feasibility study of whether the McKeen could be restored to working order. The study found that most of the historic material needed could be salvaged or replicated, with the exception of the engine, transmission and acetylene lighting."}
+{"text":"Motor Car 22 was listed on the National Register of Historic Places on September 6, 2005. The study also determined that there are four surviving McKeen motor cars, only two of them being models. None of them could \"display the current state of high integrity and preservation\" seen in Motor Car 22: one was converted into a passenger rail car in Anchorage, Alaska, one was cut in half and used as a shed in Price, Utah, while another was converted into a diesel-electric switcher."}
+{"text":"The motor car was rededicated after the formal completion of the restoration on the centennial of its delivery to the Virginia and Truckee\u2014May 9, 2010. The McKeen car was designated a National Historic Landmark on October 16, 2012. The car is operated annually by the Nevada State Railroad Museum for Nevada Day, Independence Day, Father's Day and National Train Day."}
+{"text":"Baltimore and Ohio Railroad Martinsburg Shops is a historic industrial district in Martinsburg, West Virginia. It is significant both for its railroading architecture by Albert Fink and John Rudolph Niernsee and for its role in the Great Railroad Strike of 1877. It consists of three contributing buildings, one of which is the oldest covered roundhouse in the United States. The presence of the Baltimore and Ohio Railroad Company in Martinsburg dates back to the late 1840s, when the first engine and machine shops were erected for the expanding company."}
+{"text":"The shops were designated a National Historic Landmark and placed on the National Register of Historic Places in 2003. They are now managed by a local authority as an event venue."}
+{"text":"The Baltimore and Ohio Railroad (B&O) was founded on February 28, 1827. On May 21, 1842, the first steam locomotive arrived in Martinsburg and, later that same year, November 10, the first passenger train. The first roundhouse complex was constructed during 1848\u20131850."}
+{"text":"On October 19, 1862, the roundhouse complex was burned by Confederate troops under Colonel Jackson."}
+{"text":"In 1866, the B&O began reconstruction of the site. From 1866 to 1872, the present roundhouse complex was re-built. Other major buildings that were built at this time were the West Roundhouse, East Roundhouse, Bridge & Machine Shop, and the Frog & Switch Shop."}
+{"text":"On July 16, 1877, the first nationwide strike, the Great Railroad Strike of 1877, began when rail workers at Martinsburg started an action to protest pay cuts. After several unsuccessful attempts to quell the protests, Governor Henry M. Mathews called for federal troops. By the time these troops had restored order, the protest of the rail company had spread across the country."}
+{"text":"The Martinsburg shops were used until March 14, 1988, when all local operations were transferred to other locations. On May 14, 1990, vandals set fire to wooden pallets in the East Roundhouse, nearly destroying the building. Only portions of the outer walls remain standing."}
+{"text":"The Berkeley County Commission purchased the historic railroad property in February 1999 for $150,000 from CSX Transportation Inc. The property was transferred to the Berkeley County Roundhouse Authority in April 2000. The roundhouse authority, a public, nonprofit corporation was established by an act of the West Virginia Legislature in 1999. Efforts to preserve and redevelop the historic railroad site, which dates to the 1840s, is ongoing, but the buildings are open for public tours and can be rented for special events."}
+{"text":"On July 31, 2003, the B&O Roundhouse was designated a National Historic Landmark and was placed on the National Register of Historic Places."}
+{"text":"The Cheyenne Depot Museum is a railroad museum in Cheyenne, Wyoming. It is located inside the historic Union Pacific Railroad depot, built in the 1880s. The depot, a National Historic Landmark, was the railroad's largest station west of Council Bluffs, Iowa, and a major western example of Richardsonian Romanesque architecture."}
+{"text":"The museum, founded in 1993, interprets Cheyenne's early history and that of the construction of the Union Pacific Railroad. It hosts an annual Steam Train Excursion in July, and Depot Days, in which tours are offered of other railroad facilities."}
+{"text":"The station is built from blocks of sandstone quarried and transported from Ft. Collins, Colorado. The Depot stands directly down the street from, and facing the, Wyoming State Capitol building, signalling its historic significance in the city and state."}
+{"text":"It received major renovations in 1922 to lengthen the building and a redecoration 1929. From 2001 to 2006, another renovation to the depot is being made including a $6.5 million US dollar improvement provided by the City of Cheyenne and plaza built in front of the Depot. This plaza hosts a variety of music and events throughout the year."}
+{"text":"Amtrak's \"San Francisco Zephyr\" ceased serving this station directly in 1979 in favor of a new station in Borie, south of Cheyenne. This eliminated a time-consuming backup move in and out of the station. Passengers were bused between Borie and Cheyenne."}
+{"text":"The Old West Museum and Cheyenne Frontier Days made an agreement which established the Cheyenne Depot Museum, Inc. as a 501(c)3 Corporation non-profit organization. The depot is under lease from the city of Cheyenne to this corporation for 25 years."}
+{"text":"Grand Central Terminal (GCT; also referred to as Grand Central Station or simply as Grand Central) is a commuter rail terminal located at 42nd Street and Park Avenue in Midtown Manhattan, New York City. Grand Central is the southern terminus of the Metro-North Railroad's Harlem, Hudson and New Haven Lines, serving the northern parts of the New York metropolitan area. It also contains a connection to the New York City Subway at Grand Central\u201342nd Street station. The terminal is the third-busiest train station in North America, after New York Penn Station and Toronto Union Station."}
+{"text":"The distinctive architecture and interior design of Grand Central Terminal's station house have earned it several landmark designations, including as a National Historic Landmark. Its Beaux-Arts design incorporates numerous works of art. Grand Central Terminal is one of the world's ten most visited tourist attractions, with 21.6 million visitors in 2018, excluding train and subway passengers. The terminal's Main Concourse is often used as a meeting place, and is especially featured in films and television. Grand Central Terminal contains a variety of stores and food vendors, including upscale restaurants and bars, two food halls, and a grocery marketplace."}
+{"text":"Grand Central Terminal was built by and named for the New York Central Railroad; it also served the New York, New Haven and Hartford Railroad and, later, successors to the New York Central. Opened in 1913, the terminal was built on the site of two similarly-named predecessor stations, the first of which dates to 1871. Grand Central Terminal served intercity trains until 1991, when Amtrak began routing its trains through nearby Penn Station. The East Side Access project, which will bring Long Island Rail Road service to a new station beneath the terminal, is expected to be completed in late 2022."}
+{"text":"Grand Central covers and has 44 platforms, more than any other railroad station in the world. Its platforms, all below ground, serve 30 tracks on the upper level and 26 on the lower. In total, there are 67 tracks, including a rail yard and sidings; of these, 43 tracks are in use for passenger service, while the remaining two dozen are used to store trains. Another eight tracks and four platforms are being built on two new levels deep underneath the existing station as part of East Side Access."}
+{"text":"Grand Central Terminal was named by and for the New York Central Railroad, which built the station and its two predecessors on the site. It has \"always been more colloquially and affectionately known as Grand Central Station\", the name of its immediate predecessor that operated from 1900 to 1910. The name \"Grand Central Station\" is also shared with the nearby U.S. Post Office station at 450 Lexington Avenue and, colloquially, with the Grand Central\u201342nd Street subway station next to the terminal."}
+{"text":"Grand Central Terminal serves some 67 million passengers a year, more than any other Metro-North station. At morning rush hour, a train arrives at the terminal every 58 seconds."}
+{"text":"Three of Metro-North's five main lines terminate at Grand Central:"}
+{"text":"Through these lines, the terminal serves Metro-North commuters traveling to and from the Bronx in New York City; Westchester, Putnam, and Dutchess counties in New York; and Fairfield and New Haven counties in Connecticut."}
+{"text":"The New York City Subway's adjacent Grand Central\u201342nd Street station serves the following routes:"}
+{"text":"These MTA Regional Bus Operations buses stop near Grand Central:"}
+{"text":"The terminal and its predecessors were designed for intercity service, which operated from the first station building's completion in 1871 until Amtrak ceased operations in the terminal in 1991. Through transfers, passengers could connect to all major lines in the United States, including the \"Canadian\", the \"Empire Builder\", the \"San Francisco Zephyr\", the \"Southwest Limited\", the \"Crescent\", and the \"Sunset Limited\" under Amtrak. Destinations included San Francisco, Los Angeles, Vancouver, New Orleans, Chicago, and Montreal. Another notable former train was New York Central's \"20th Century Limited\", a luxury service that operated to Chicago's LaSalle Street Station between 1902 and 1967 and was among the most famous trains of its time."}
+{"text":"From 1971 to 1991, all Amtrak trains using the intrastate Empire Corridor to Niagara Falls terminated at Grand Central; interstate Northeast Corridor trains used Penn Station. Notable Amtrak services at Grand Central included the \"Lake Shore\", \"Empire Service\", \"Ethan Allen Express\", \"Adirondack\", \"Niagara Rainbow\", \"Maple Leaf\", and \"Empire State Express\"."}
+{"text":"The Metropolitan Transportation Authority plans to bring Long Island Rail Road commuter trains to a new station beneath Grand Central as part of its East Side Access project. The project will connect the terminal to the railroad's Main Line, which connects to all of the LIRR's branches and almost all of its stations. , service is expected to begin in late 2022."}
+{"text":"Grand Central Terminal was designed and built with two main levels for passengers: an upper for intercity trains and a lower for commuter trains. This configuration, devised by New York Central vice president William J. Wilgus, separated intercity and commuter-rail passengers, smoothing the flow of people in and through the station. After intercity service ended in 1991, the upper level was renamed the Main Concourse and the lower the Dining Concourse."}
+{"text":"The original plan for Grand Central's interior was designed by Reed and Stem, with some work by Whitney Warren of Warren and Wetmore."}
+{"text":"The Main Concourse is located on the upper platform level of Grand Central, in the geographical center of the station building. The concourse leads directly to most of the terminal's upper-level tracks, although some are accessed from passageways near the concourse. The Main Concourse is usually filled with bustling crowds and is often used as a meeting place. At the center of the concourse is an information booth topped with a four-sided brass clock, one of Grand Central's most recognizable icons. The terminal's main departure boards are located at the south end of the space; the boards have been replaced numerous times since their initial installation in 1967."}
+{"text":"In their design for the station's interior, Reed & Stem created a circulation system that allowed passengers alighting from trains to enter the Main Concourse, then leave through various passages that branch from it. Among these are the north\u2013south 42nd Street Passage and Shuttle Passage, which run south to 42nd Street; and three east\u2013west passageways \u2014 the Grand Central Market, the Graybar Passage, and the Lexington Passage \u2014 that run about east to Lexington Avenue by 43rd Street. Several passages run north of the terminal, including the north\u2013south 45th Street Passage, which leads to 45th Street and Madison Avenue, and the network of tunnels in Grand Central North, which lead to exits at every street from 45th to 48th Street."}
+{"text":"Each of the east\u2013west passageways runs through a different building. The northernmost is the Graybar Passage, built on the first floor of the Graybar Building in 1926. Its walls and seven large transverse arches are made of coursed ashlar travertine, and the floor is terrazzo. The ceiling is composed of seven groin vaults, each of which has an ornamental bronze chandelier. The first two vaults, as viewed from leaving Grand Central, are painted with cumulus clouds, while the third contains a 1927 mural by Edward Trumbull depicting American transportation."}
+{"text":"The middle passageway houses Grand Central Market, a cluster of food shops. The site was originally a segment of 43rd Street which became the terminal's first service dock in 1913. In 1975, a Greenwich Savings Bank branch was built in the space, which was converted into the marketplace in 1998, and involved installing a new limestone facade on the building. The building's second story, whose balcony overlooks the market and 43rd Street, was to house a restaurant, but is instead used for storage."}
+{"text":"The southernmost of the three, the Lexington Passage, was originally known as the Commodore Passage after the Commodore Hotel, which it ran through. When the hotel was renamed the Grand Hyatt, the passage was likewise renamed. The passage acquired its current name during the terminal's renovation in the 1990s."}
+{"text":"The Shuttle Passage, on the west side of the terminal, connects the Main Concourse to Grand Central's subway station. The terminal was originally configured with two parallel passages, later simplified into one wide passageway."}
+{"text":"Ramps include the Vanderbilt Avenue ramp and the Oyster Bar ramps. The Vanderbilt Avenue or Kitty Kelly ramp leads from the corner of Vanderbilt Avenue and 42nd Street down into the Shuttle Passage. The ramp was likewise restored in 1998; originally and currently its space was two stories high. Most of the space was built upon, becoming the Kitty Kelly women's shoe store, and later operating as Federal Express."}
+{"text":"Grand Central North is a network of four tunnels that allow people to walk between the station building (which sits between 42nd and 44th Street) and exits at 45th, 46th, 47th, and 48th Street. The Northwest Passage and Northeast Passage run parallel to the tracks on the upper level, while two shorter cross-passages run perpendicular to the tracks. The 47th Street cross-passage runs between the upper and lower tracks, below street level; it provides access to upper-level tracks. The 45th Street cross-passage runs under the lower tracks, below street level. Converted from a corridor built to transport luggage and mail, it provides access to lower-level tracks."}
+{"text":"The tunnels' street-level entrances, each enclosed by a freestanding glass structure, sit at the northeast corner of East 47th Street and Madison Avenue (Northwest Passage), northeast corner of East 48th Street and Park Avenue (Northeast Passage), on the east and west sides of 230 Park Avenue (Helmsley Building) between 45th and 46th streets, and (since 2012) on the south side of 47th Street between Park and Lexington avenues. Pedestrians can also take an elevator to the 47th Street passage from the north side of East 47th Street, between Madison and Vanderbilt avenues."}
+{"text":"Proposals for these tunnels had been discussed since at least the 1970s. The MTA approved preliminary plans in 1983, gave final approval in 1991, and began construction in 1994. Dubbed the North End Access Project, the work was to be completed in 1997 at a cost of $64.5 million, but it was slowed by the incomplete nature of the building's original blueprints and by previously undiscovered groundwater beneath East 45th Street. The passageways opened on August 18, 1999, at a final cost of $75 million."}
+{"text":"The passages contain an MTA Arts & Design mosaic installation by Ellen Driscoll, an artist from Brooklyn."}
+{"text":"The entrances to Grand Central North were originally open from 6:30\u00a0a.m. to 9:30\u00a0p.m. Monday through Friday and 9 a.m. to 9:30\u00a0p.m. on Saturday and Sunday. About 30,000 people used it on a typical weekday, but only about 6,000 people on a typical weekend. Since summer 2006, Grand Central North has been closed on weekends; MTA officials cited low usage and the need to save money."}
+{"text":"Vanderbilt Hall is an event space on the south side of the terminal, between the Park Avenue entrance located to its south and the Main Concourse located to its north. Its west side houses a food hall. The space is lit by Beaux-Arts chandeliers, each with 132 bulbs on four tiers."}
+{"text":"It was formerly the main waiting room for the terminal, used particularly by intercity travelers. The space featured double-sided oak benches and could seat 700 people. When intercity service ceased at Grand Central in 1991, the room began to be used by several hundred homeless people. Terminal management responded first by removing the room's benches, then by closing the space entirely. In 1998, the hall was renovated and renamed Vanderbilt Hall after the family that built and owned the station. It is used for the annual Christmas Market, as well as for special exhibitions and private events."}
+{"text":"Since 1999, Vanderbilt Hall has hosted the annual Tournament of Champions squash championship. Each January, tournament officials construct a free-standing glass-enclosed squash court. Like a theatre in the round, spectators sit on three sides of the court."}
+{"text":"In 2016, the west half of the hall became the Great Northern Food Hall, an upscale Nordic-themed food court with five pavilions. The food hall is the first long-term tenant of the space; the terminal's landmark status prevents permanent installations."}
+{"text":"A men's smoking room and women's waiting room were formerly located on the west and east sides of Vanderbilt Hall, respectively. In 2016, the men's room was renovated into Agern, an 85-seat Nordic-themed fine dining and Michelin-starred restaurant operated by Noma co-founder Claus Meyer, who also runs the food hall."}
+{"text":"The Biltmore Room is a marble hall northwest of the Main Concourse that serves as an entrance to tracks 39 through 42. Completed in 1915 directly beneath the New York Biltmore Hotel, it originally served as a waiting room for intercity trains known formally as the incoming train room and colloquially as the \"Kissing Room\"."}
+{"text":"The room's blackboard displayed the arrival and departure times of New York Central trains until 1967, when a mechanical board was installed in the Main Concourse."}
+{"text":"The Station Master's Office, located near Track 36, has Grand Central's only dedicated waiting room. The space has benches, restrooms, and a floral mixed-media mural on three of its walls. The room's benches were previously located in the former waiting room, now known as Vanderbilt Hall. Since 2008, the area has offered free Wi-Fi."}
+{"text":"The theater stopped showing newsreels by 1968 but continued operating until around 1979, when it was gutted for retail space. A renovation in the early 2000s removed a false ceiling, revealing the theater's projection window and its astronomical mural, which proved similar in colors and style to the Main Concourse ceiling."}
+{"text":"Access to the lower-level tracks is provided by the Dining Concourse, located below the Main Concourse and connected to it by numerous stairs, ramps, and escalators. For decades, it was called the Suburban Concourse because it handled commuter rail trains. Today, it has central seating and lounge areas, surrounded by restaurants and food vendors. The shared public seating in the concourse was designed resembling Pullman traincars. These areas are frequented by the homeless, and as a result, in the mid-2010s the MTA created two areas with private seating for dining customers."}
+{"text":"The terminal's late-1990s renovation added stands and restaurants to the concourse, and installed escalators to link it to the main concourse level. The MTA also spent $2.2 million to install two circular terrazzo designs by David Rockwell and Beyer Blinder Belle, each 45 feet in diameter, over the concourse's original terrazzo floor. Since 2015, part of the Dining Concourse has been closed for the construction of stairways and escalators to the new LIRR terminal being built as part of East Side Access."}
+{"text":"A small square-framed clock is installed in the ceiling near Tracks 108 and 109. It was manufactured at an unknown time by the Self Winding Clock Company, which made several others in the terminal. The clock hung inside the gate at Track 19 until 2011, when it was moved so it would not be blocked by lights added during upper-level platform improvements."}
+{"text":"Metro-North's lost-and-found bureau sits near Track 100 at the far east end of the Dining Concourse. Incoming items are sorted according to function and date: for instance, there are separate bins for hats, gloves, belts, and ties. The sorting system was computerized in the 1990s. Lost items are kept for up to 90 days before being donated or auctioned off."}
+{"text":"As early as 1920, the bureau received between 15,000 and 18,000 items a year. By 2002, the bureau was collecting \"3,000 coats and jackets; 2,500 cellphones; 2,000 sets of keys; 1,500 wallets, purses and ID's ; and 1,100 umbrellas\" a year. By 2007, it was collecting 20,000 items a year, 60% of which were eventually claimed. In 2013, the bureau reported an 80% return rate, among the highest in the world for a transit agency."}
+{"text":"Some of the more unusual items collected by the bureau include fake teeth, prosthetic body parts, legal documents, diamond pouches, live animals, and a $100,000 violin. One story has it that a woman purposely left her unfaithful husband's ashes on a Metro-North train before collecting them three weeks later. In 1996, some of the lost-and-found items were displayed at an art exhibition."}
+{"text":"Grand Central Terminal contains restaurants such as the Grand Central Oyster Bar & Restaurant and various fast food outlets surrounding the Dining Concourse. There are also delis, bakeries, a gourmet and fresh food market, and an annex of the New York Transit Museum. The 40-plus retail stores include newsstands and chain stores, including a Starbucks coffee shop, a Rite Aid pharmacy, and an Apple Store. The Oyster Bar, the oldest business in the terminal, sits next to the Dining Concourse and below Vanderbilt Hall."}
+{"text":"An elegantly restored cocktail lounge, the Campbell, sits just south of the 43rd Street\/Vanderbilt Avenue entrance. A mix of commuters and tourists access it from the street or the balcony level. The space was once the office of 1920s tycoon John W. Campbell, who decorated it to resemble the galleried hall of a 13th-century Florentine palace. In 1999, it opened as a bar, the Campbell Apartment; a new owner renovated and renamed it the Campbell in 2017."}
+{"text":"From 1939 to 1964, CBS Television occupied a large portion of the terminal building, particularly in a third-floor space above Vanderbilt Hall. The CBS offices, called \"The Annex\", contained two \"program control\" facilities (43 and 44); network master control; facilities for local station WCBS-TV; and, after World War II, two production studios (41 and 42). The total space measured . Broadcasts were transmitted from an antenna atop the nearby Chrysler Building installed by order of CBS chief executive William S. Paley, and were also shown on a large screen in the Main Concourse. In 1958, CBS opened the world's first major videotape operations facility in Grand Central. Located in a former rehearsal room on the seventh floor, the facility used 14 Ampex VR-1000 videotape recorders."}
+{"text":"\"Douglas Edwards with the News\" broadcast from Grand Central for several years, covering John Glenn's 1962 Mercury-Atlas 6 space flight and other events. Edward R. Murrow's \"See It Now\" originated there, including his famous broadcasts on Senator Joseph McCarthy, which were recreated in George Clooney's movie \"Good Night, and Good Luck\", although the film incorrectly implies that CBS News and corporate offices were in the same building. The long-running panel show \"What's My Line?\" was first broadcast from Grand Central, as were \"The Goldbergs\" and \"Mama\". CBS eventually moved its operations to the CBS Broadcast Center on 57th Street."}
+{"text":"Grand Central Terminal's basements are among the largest in the city. Basement spaces include M42, which has AC-to-DC converters to power the track's third rails as well as Carey's Hole, a former retail storage space and present-day employee lounge and dormitory."}
+{"text":"Grand Central Terminal contains an underground sub-basement known as M42. Its electrical substation is divided into substation 1T, which provides for third-rail power, and substation 1L, which provides for other lighting and power. The substation\u2014the world's largest at the time\u2014was built about under the Graybar Building at a cost of $3 million, and opened February 16, 1930. It occupies a four-story space with an area of ."}
+{"text":"The terminal holds the Guinness World Record for having the most platforms of any railroad station: 28, which support 44 platform numbers. All are island platforms except one side platform. Odd-numbered tracks are usually on the east side of the platform; even-numbered tracks on the west side. , there are 67 tracks, of which 43 are in regular passenger use, serving Metro-North. At its opening, the train shed contained 123 tracks, including duplicate track numbers and storage tracks, with a combined length of ."}
+{"text":"The tracks slope down as they exit the station to the north, to help departing trains accelerate and arriving ones slow down. Because of the size of the rail yards, Park Avenue and its side streets from 43rd to 59th Streets are raised on viaducts, and the surrounding blocks were covered over by various buildings."}
+{"text":"At its busiest, the terminal is served by an arriving train every 58 seconds."}
+{"text":"The upper Metro-North level has 42 numbered tracks. Twenty-nine serve passenger platforms; these are numbered 11 to 42, east to west. Tracks 12, 22, and 31 do not exist, and appear to have been removed. To the east of the upper platforms sits the East Yard: ten storage tracks numbered 1 through 10 from east to west. A balloon loop runs from Tracks 38\u201342 on the far west side of the station, around the other tracks, and back to storage Tracks 1\u20133 at the far east side of the station; this allows trains to turn around more easily."}
+{"text":"Track 63 held MNCW #002, a baggage car, for about 20 to 30 years. The railcar's location near Roosevelt's Track 61 led former tour guide Dan Brucker and others to falsely claim that this was the president's personal train car used for transporting his limousine. The baggage car was moved to the Danbury Railway Museum in 2019."}
+{"text":"The lower Metro-North level has 27 tracks numbered 100 to 126, east to west. Two were originally intended for mail trains and two were for baggage handling. Today, only Tracks 102\u2013112 and 114\u2013115 are used for passenger service. The lower-level balloon loop, whose curve was much sharper than that of the upper-level loop and could only handle electric multiple units used on commuter lines was removed at an unknown date. Tracks 116\u2013125 were demolished to make room for the Long Island Rail Road (LIRR) concourse being built under the Metro-North station as part of the East Side Access project."}
+{"text":"The upper and lower levels have different track layouts and, as such, are supported by different sets of columns. The upper level is supported by ultra-strong columns, some of which can carry over ."}
+{"text":"The LIRR terminal being built as part of East Side Access will add four platforms and eight tracks numbered 201\u2013204 and 301\u2013304 in two double-decked caverns below the Metro-North station. The new LIRR station will have four tracks and two platforms in each of the two caverns, with each cavern containing two tracks and one platform on each level. A mezzanine will sit on a center level between the LIRR's two track levels."}
+{"text":"Upper floors of the terminal primarily hold MTA offices, including the fifth-floor office of the terminal's director, overlooking the Main Concourse. The seventh floor contains Metro-North's situation room for handling emergencies, as well as the offices of the Fleet Department."}
+{"text":"Grand Central Terminal has a single Operations Control Center, where controllers monitor the track interlockings with computers. Completed in 1993, the center is operated by a crew of about 24 people. The terminal was originally built with five signal control centers, labeled A, B, C, F, and U, that collectively controlled all of the track interlockings around the terminal. Each switch was electrically controlled by a lever in one of the signal towers, where lights illuminated on track maps to show which switches were in use. As trains passed a given tower, the signal controllers reported the train's engine and timetable numbers, direction, track number, and the exact time."}
+{"text":"Tower U controlled the interlocking between 48th and 58th streets; Tower C, the storage spurs; and Tower F, the turning loops. A four-story underground tower at 49th Street housed the largest of the signal towers: Tower A, which handled the upper-level interlockings via 400 levers, and Tower B, which handled the lower-level interlockings with 362 levers. The towers housed offices for the stationmaster, yardmaster, car-maintenance crew, electrical crew, and track-maintenance crew. There were also break rooms for conductors, train engineers, and engine men. After Tower B was destroyed in a fire in 1986, the signal towers were consolidated into the modern control center."}
+{"text":"Another library, the Frank Julian Sprague Memorial Library of the Electric Railroaders Association, was created in the terminal in 1979. The library has about 500,000 publications and slides, focusing on electric rail and trolley lines. A large amount of these works were donated to the New York Transit Museum in 2013."}
+{"text":"Grand Central Terminal was designed in the Beaux-Arts style by Reed and Stem, which was responsible for the overall design of the terminal, and Warren and Wetmore, which mainly made cosmetic alterations to the exterior and interior. Various elements inside the terminal were designed by French architects and artists Jules-F\u00e9lix Coutan, Sylvain Sali\u00e8res, and Paul C\u00e9sar Helleu. Grand Central has both monumental spaces and meticulously crafted detail, especially on its facade. The facade is based on an overall exterior design by Whitney Warren."}
+{"text":"The terminal is widely recognized and favorably viewed by the American public. In America's Favorite Architecture, a 2006-07 public survey by the American Institute of Architects, respondents ranked it their 13th-favorite work of architecture in the country, and their fourth-favorite in the city and state after the Empire State Building, Chrysler Building, and St. Patrick's Cathedral. In 2013, historian David Cannadine described it as one of the most majestic buildings of the twentieth century. The terminal is also recognized by the American Society of Civil Engineers as a Historic Civil Engineering Landmark, added in 2013."}
+{"text":"As proposed in 1904, Grand Central Terminal was bounded by Vanderbilt Avenue to the west, Lexington Avenue to the east, 42nd Street to the south, and 45th Street to the north. It included a post office on its east side. The east side of the station house proper is an alley called Depew Place, which was built along with the Grand Central Depot annex in the 1880s and mostly decommissioned in the 1900s when the new terminal was built."}
+{"text":"The station house measures along Vanderbilt Avenue (120 feet longer than originally planned), on 42nd Street, and tall."}
+{"text":"The station and its rail yard have steel frames. The building also uses large steel columns designed to hold the weight of a 20-story office building, which was to be built when additional room was required."}
+{"text":"The facade and structure of the terminal building primarily use granite. Because granite emits radiation, people who work full-time in the station receive an average dose of 525 mrem\/year, more than permitted in nuclear power facilities. The base of the exterior is Stony Creek granite, while the upper portion is of Indiana limestone, from Bedford, Indiana."}
+{"text":"The interiors use several varieties of stone, including imitation Caen stone for the Main Concourse; cream-colored Botticino marble for the interior decorations; and pink Tennessee marble for the floors of the Main Concourse, Biltmore Room, and Vanderbilt Hall, as well as the two staircases in the Main Concourse. Real Caen stone was judged too expensive, so the builders mixed plaster, sand, lime, and Portland cement. Most of the remaining masonry is made from concrete. Guastavino tiling, a fireproof tile-and-cement vault pattern patented by Rafael Guastavino, is used in various spaces."}
+{"text":"In designing the facade of Grand Central, the architects wanted to make the building seem like a gateway to the city. The south facade, facing 42nd Street, is the front side of the terminal building, and contains large arched windows. The central window resembles a triumphal arch. There are two pairs of columns on either side of the central window. The columns are of the Corinthian order, and are partially attached to the granite walls behind them, though they are detached from one another. The facade was also designed to complement that of the New York Public Library Main Branch, another Beaux-Arts edifice located on nearby Fifth Avenue."}
+{"text":"The facade includes several large works of art. At the top of the south facade is a clock. The clock is surrounded by the \"Glory of Commerce\" sculptural group, a sculpture by Jules-F\u00e9lix Coutan, which includes representations of Minerva, Hercules, and Mercury. At its unveiling in 1914, the work was considered the largest sculptural group in the world. Below these works, facing the Park Avenue Viaduct, is an 1869 statue of Cornelius Vanderbilt, longtime owner of New York Central. Sculpted by Ernst Plassmann, the bronze is the last remnant of a 150-foot bronze relief installed at the Hudson River Railroad depot at St. John's Park; it was moved to Grand Central Terminal in 1929."}
+{"text":"The Main Concourse, on the terminal's upper platform level, is located in the geographical center of the station building. The cavernous concourse measures long by wide by high; a total of about . Its vastness was meant to evoke the terminal's \"grand\" status."}
+{"text":"Many parts of the terminal are adorned with sculpted oak leaves and acorns, nuts of the oak tree. Cornelius Vanderbilt chose the acorn as the symbol of the Vanderbilt family, and adopted the saying \"Great oaks from little acorns grow\" as the family motto. Among these decorations is a brass acorn finial atop the four-sided clock in the center of the Main Concourse. Other acorn or oak leaf decorations include carved wreaths under the Main Concourse's west stairs; sculptures above the lunettes in the Main Concourse; metalwork above the elevators; reliefs above the train gates; and the electric chandeliers in the Main Waiting Room and Main Concourse. These decorations were designed by Sali\u00e8res."}
+{"text":"Among the buildings modeled on Grand Central's design is the Poughkeepsie station, a Metro-North and Amtrak station in Poughkeepsie, New York. It was also designed by Warren and Wetmore and opened in 1918. Additionally, Union Station in Utica, New York was partially designed after Grand Central."}
+{"text":"The Park Avenue Viaduct is an elevated road that carries Park Avenue around the terminal building and the MetLife Building and through the Helmsley Building \u2014 three buildings that lie across the line of the avenue. The viaduct rises from street level on 40th Street south of Grand Central, splits into eastern (northbound) and western (southbound) legs above the terminal building's main entrance, and continues north around the station building, directly above portions of its main level. The legs of the viaduct pass around the MetLife Building, into the Helmsley Building, and return to street level at 46th Street."}
+{"text":"The viaduct was built to facilitate traffic along 42nd Street and along Park Avenue, which at the time was New York City's only discontinuous major north\u2013south avenue. When the western leg of the viaduct was completed in 1919, it served both directions of traffic, and also served as a second level for picking up and dropping off passengers. After an eastern leg for northbound traffic was added in 1928, the western leg was used for southbound traffic only. A sidewalk, accessible from the Grand Hyatt hotel, runs along the section of the viaduct that is parallel to 42nd Street."}
+{"text":"The terminal complex also originally included a six-story building for baggage handling just north of the main station building. Departing passengers unloaded their luggage from taxis or personal vehicles on the Park Avenue Viaduct, and elevators brought it to the baggage passageways (now part of Grand Central North), where trucks brought the luggage to the respective platforms. The process was reversed for arriving passengers. Biltmore Hotel guests arriving at Grand Central could get baggage delivered to their rooms. The baggage building was later converted to an office building, and was demolished in 1961 to make way for the MetLife Building."}
+{"text":"The terminal's subway station, Grand Central\u201342nd Street, serves three lines: the IRT Lexington Avenue Line (serving the ), the IRT Flushing Line (serving the ), and the IRT 42nd Street Shuttle to Times Square. Originally built by the Interborough Rapid Transit Company (IRT), the lines are operated by the MTA as part of the New York City Subway."}
+{"text":"The Main Concourse is connected to the subway platforms' mezzanine via the Shuttle Passage. The platforms can also be reached from the 42nd Street Passage via stairs, escalators, and an elevator to the fare control area for the Lexington Avenue and Flushing Lines."}
+{"text":"During the terminal's construction, there were proposals to allow commuter trains to pass through Grand Central and continue into the subway tracks. However, these plans were deemed impractical because commuter trains would have been too large to fit within the subway tunnels."}
+{"text":"Three buildings serving essentially the same function have stood on the current Grand Central Terminal's site."}
+{"text":"Grand Central Terminal arose from a need to build a central station for the Hudson River Railroad, the New York and Harlem Railroad, and the New York and New Haven Railroad in modern-day Midtown Manhattan. The Harlem Railroad originally ran as a steam railroad on street level along Fourth Avenue (now Park Avenue), while the New Haven Railroad ran along the Harlem's tracks in Manhattan per a trackage agreement. The business magnate Cornelius Vanderbilt bought the Hudson River and New York Central Railroads in 1867, and merged them two years later. Vanderbilt developed a proposal to unite the three separate railroads at a single central station, replacing the separate and adjacent stations that created chaos in baggage transfer."}
+{"text":"Grand Central Depot had reached its capacity again by the late 1890s, and it carried 11.5 million passengers a year by 1897. As a result, the railroads renovated the head house extensively based on plans by railroad architect Bradford Gilbert. The reconstructed building was renamed Grand Central Station. The new waiting room opened in October 1900."}
+{"text":"The entire building was to be torn down in phases and replaced by the current Grand Central Terminal. It was to be the biggest terminal in the world, both in the size of the building and in the number of tracks. The Grand Central Terminal project was divided into eight phases, though the construction of the terminal itself comprised only two of these phases."}
+{"text":"The current building was intended to compete with the since-demolished Pennsylvania Station, a majestic electric-train hub being built on Manhattan's west side for arch-rival Pennsylvania Railroad by McKim, Mead & White. In 1903, New York Central invited four architecture firms to a design competition to decide who would design the new terminal. Reed and Stem were ultimately selected, as were Warren and Wetmore, who were not part of the original competition. Reed and Stem were responsible for the overall design of the station, while Warren and Wetmore worked on designing the station's Beaux-Arts exterior. However, the team had a tense relationship due to constant design disputes."}
+{"text":"Construction on Grand Central Terminal started on June 19, 1903. Wilgus proposed to demolish, excavate, and build the terminal in three sections or \"bites\", to prevent railroad service from being interrupted during construction. About of the ground were excavated at depths of up to 10 floors, with of debris being removed from the site daily. Over 10,000 workers were assigned to the project. The total cost of improvements, including electrification and the development of Park Avenue, was estimated at $180 million in 1910. Electric trains on the Hudson Line started running to Grand Central on September 30, 1906, and the segments of all three lines running into Grand Central had been electrified by 1907."}
+{"text":"After the last train left Grand Central Station at midnight on June 5, 1910, workers promptly began demolishing the old station. The last remaining tracks from the former Grand Central Station were decommissioned on June 21, 1912. The new terminal was opened on February 2, 1913."}
+{"text":"The terminal spurred development in the surrounding area, particularly in Terminal City, a commercial and office district created above where the tracks were covered. The development of Terminal City also included the construction of the Park Avenue Viaduct, surrounding the station, in the 1920s. The new electric service led to increased development in New York City's suburbs, and passenger traffic on the commuter lines into Grand Central more than doubled in the seven years following the terminal's completion. Passenger traffic grew so rapidly that by 1918, New York Central proposed expanding Grand Central Terminal."}
+{"text":"In 1923, the Grand Central Art Galleries opened in the terminal. A year after it opened, the galleries established the Grand Central School of Art, which occupied on the seventh floor of the east wing of the terminal. The Grand Central School of Art remained in the east wing until 1944, and it moved to the Biltmore Hotel in 1958."}
+{"text":"In 1947, over 65 million people traveled through Grand Central, an all-time high. The station's decline came soon afterward with the beginning of the Jet Age and the construction of the Interstate Highway System. There were multiple proposals to alter the terminal, including several replacing the station building with a skyscraper; none of the plans were carried out. Though the main building site was not redeveloped, the Pan Am Building (now the MetLife Building) was erected just to the north, opening in 1963."}
+{"text":"The terminal was used for intercity transit until 1991. Amtrak, the national rail system formed in 1971, ran its last train from Grand Central on April 6, 1991, upon the completion of the Empire Connection on Manhattan's West Side. The connection allowed trains using the Empire Corridor from Albany, Toronto, and Montreal to use Penn Station. However, some Amtrak trains used Grand Central during the summers of 2017 and 2018 due to maintenance at Penn Station."}
+{"text":"In 1988, the MTA commissioned a study of the Grand Central Terminal, which concluded that parts of the terminal could be turned into a retail area. The agency announced an $113.8 million renovation of the terminal in 1995. During this renovation, all advertisements were removed and the station was restored. The most striking effect was the restoration of the Main Concourse ceiling, revealing the painted skyscape and constellations. The renovations included the construction of the East Stairs, a curved monumental staircase on the east side of the station building that matched the West Stairs. An official re-dedication ceremony was held on October 1, 1998, marking the completion of the interior renovations."}
+{"text":"On February 1, 2013, numerous displays, performances, and events were held to celebrate the terminal's centennial. The MTA awarded contracts to replace the display boards and public announcement systems and add security cameras at Grand Central Terminal in December 2017. The MTA also proposed to repair the Grand Central Terminal train shed's concrete and steel as part of the 2020\u20132024 MTA Capital Program. In February 2019, it was announced that the Grand Hyatt New York hotel that abuts Grand Central Terminal to the east would be torn down and replaced with a larger mixed-use structure over the next several years."}
+{"text":"The East Side Access project, underway since 2007, is planned to bring Long Island Rail Road trains into the terminal when completed. LIRR trains will reach Grand Central from Harold Interlocking in Sunnyside, Queens, via the existing 63rd Street Tunnel and new tunnels under construction on both the Manhattan and Queens sides. LIRR trains will arrive and depart from a bi-level, eight-track tunnel with four platforms more than below the Metro-North tracks. The project includes a new 350,000-square-foot retail and dining concourse and new entrances at 45th, 46th, and 48th streets. Cost estimates have jumped from $4.4 billion in 2004, to $6.4 billion in 2006, then to $11.1 billion. The new stations and tunnels are to begin service in December 2022."}
+{"text":"The Park Avenue Viaduct, which wrapped around the terminal, allowed Park Avenue traffic to bypass the building without being diverted onto nearby streets, and reconnected the only north\u2013south avenue in midtown Manhattan that had an interruption in it. The station building was also designed to accommodate the re-connection of both segments of 43rd Street by going through the concourse, if the City of New York had demanded it."}
+{"text":"Every train at Grand Central Terminal departs one minute later than its posted departure time. The extra minute is intended to encourage passengers rushing to catch trains at the last minute to slow down. According to \"The Atlantic\", Grand Central Terminal has the lowest rate of slips, trips, and falls on its marble floors, compared to all other stations in the U.S. with similar flooring."}
+{"text":"All of the terminal's light fixtures are bare light bulbs. At the time of the terminal's construction, electricity was still a relatively new invention, and the inclusion of electric light bulbs showcased this innovation. In 2009, the incandescent light bulbs were replaced with energy- and money-saving fluorescent lamp fixtures."}
+{"text":"When Grand Central Terminal opened, it hired two types of porters, marked with different-colored caps, to assist passengers. Porters with red caps served as bellhops, rolling luggage around Grand Central Terminal, and were rarely paid tips. There were more than 500 red-capped porters at one point. Porters with green caps, a position introduced in 1922, provided information services, sending out or receiving telegrams or phone messages for a fee. They later started dropping off and picking up packages as well. There were only twelve green-capped porters, as well as two messengers who brought messages to an exchange on the west side of the terminal."}
+{"text":"Grand Central Terminal was built to handle 200 trains per hour, though actual traffic never came close to that. It had 46 tracks and 30 platforms, more than twice Penn Station's 21 tracks and 11 platforms. Its rail yard could hold 1,149 cars, far more than the 366 in its predecessor station, and it dwarfed Penn Station's yard."}
+{"text":"As constructed, the upper level was for intercity trains, and the lower level for commuter trains. This allowed commuter and intercity passengers to board and exit trains without interfering with each other."}
+{"text":"Balloon loops surrounding the station eliminated the need for complicated switching moves to bring the trains to the coach yards for service. At the time, passenger cars did not run on their own power, but were pulled by locomotives, and it was believed dangerous to perform locomotive shunting moves underground. Trains would drop passengers off at one side of the station, perhaps be stored or serviced in the rail yard, then use the turning loops and pick up passengers on the other side. The loops extended under Vanderbilt Avenue to the west and Lexington Avenue to the east."}
+{"text":"Burying the terminal's tracks and platforms also allowed the railroads to sell above-ground air rights for real-estate development. Grand Central's construction thus produced several blocks of prime real estate in Manhattan, stretching from 42nd to 51st Streets between Madison and Lexington avenues. By the time the terminal opened in 1913, the blocks surrounding it were each valued at $2 million to $3 million. Terminal City soon became Manhattan's most desirable commercial and office district. From 1904 to 1926, land values along Park Avenue doubled, and land values in the Terminal City area increased 244%."}
+{"text":"The district came to include office buildings such as the Chrysler Building, Chanin Building, Bowery Savings Bank Building, and Pershing Square Building; luxury apartment houses along Park Avenue; an array of high-end hotels that included the Commodore, Biltmore, Roosevelt, Marguery, Chatham, Barclay, Park Lane, and Waldorf Astoria; the Grand Central Palace; and the Yale Club of New York City. The structures immediately around Grand Central Terminal were developed shortly after the terminal's opening, while the structures along Park Avenue were constructed through the 1920s and 1930s."}
+{"text":"The Graybar Building, completed in 1927, was one of the last projects of Terminal City. The building incorporates many of Grand Central's train platforms, as well as the Graybar Passage, a hallway with vendors and train gates stretching from the terminal to Lexington Avenue. In 1929, New York Central built its headquarters in a 34-story building, later renamed the Helmsley Building, which straddled Park Avenue north of the terminal. Development slowed drastically during the Great Depression, and part of Terminal City was gradually demolished or reconstructed with steel-and-glass designs after World War II."}
+{"text":"The area shares similar boundaries as the Grand Central Business Improvement District, a neighborhood with businesses collectively funding improvements and maintenance in the area. The district is well-funded; in 1990 it had the largest budget of any business improvement district in the United States. The district's organization and operation is run by the Grand Central Partnership, which has given free tours of the station building. The partnership has also funded some restoration projects around the terminal, including installation of lamps to illuminate its facade and purchase of a streetlamp that used to stand on the Park Avenue Viaduct."}
+{"text":"The terminal is served by the Metropolitan Transportation Authority Police Department, whose Fifth District is headquartered in a station on the Dining Concourse. The police force use specialized vehicles to traverse the interior of the terminal and other large stations; these vehicles include three-wheeled electric scooters from T3 Motion and utility vehicles by Global Electric Motorcars."}
+{"text":"Various actions by MTA officers in the terminal have received media attention over the years. In 1988, seven officers were suspended for behaving inappropriately, including harassing a homeless man and patrolling unclothed. In the early 2000s, officers arrested two transgender people \u2014 Dean Spade in 2002 and Helena Stone in 2006 \u2014 who were attempting to use restrooms aligning with their gender identities. Lawsuits forced the MTA to drop the charges and to thenceforth allow use of restrooms according to gender identity. In 2017, an officer assaulted and arrested a conductor who was removing a passenger from a train in the terminal."}
+{"text":"The brigade's fleet, stored in a bay next to Track 14, includes three electric carts equipped with sirens and red lights: a white-painted ambulance no wider than a hospital bed that carries a stretcher, oxygen tanks, defibrillators, and other medical equipment; a red pumper that carries 200 gallons of water and 300 feet of fire hose; and a red rescue truck with air packs, forcible entry tools, and turnout gear."}
+{"text":"Among the permanent works of public art in Grand Central are the celestial ceiling in the Main Concourse, the \"Glory of Commerce\" work, the statue of Cornelius Vanderbilt in front of the building's south facade, and the two cast-iron eagle statues adorning the terminal's facades. Temporary works, exhibitions, and events are regularly mounted in Vanderbilt Hall, while the Dining Concourse features temporary exhibits in a series of lightboxes. The terminal is also known for its performance and installation art, including flash mobs and other spontaneous events."}
+{"text":"Grand Central Terminal is one of the world's ten most visited tourist attractions, with 21.6 million visitors in 2018, excluding train and subway passengers. The high visitor traffic makes it one of the most-photographed places in New York City and the United States. A 2009 Cornell University study mapping out geotagged photos worldwide indicated the station was the fourth most photographed place in New York City. The Metropolitan Transportation Authority has partnerships with the Municipal Art Society for daily docent-led tours of the station, and with audio tour producer Orpheo USA for half- and full-hour tours with headsets. The audio tour is also available as a smartphone app. The tours debuted in 2013, in conjunction with the terminal's centennial celebration."}
+{"text":"Transit passenger traffic makes the terminal the third-busiest train station in North America, after New York Penn Station and Toronto Union Station."}
+{"text":"Grand Central Terminal has been the subject, inspiration, or setting for literature, television and radio episodes, and films."}
+{"text":"Almost every scene in the terminal's train shed was shot on Track 34, one of the few platforms without columns."}
+{"text":"The first filmed scene in which Grand Central Terminal appears may be the 1909 short comedy \"Mr. Jones Has a Card Party\". The terminal's first cinematic appearance was in the 1930 musical film \"Puttin' On the Ritz\", and its first Technicolor appearance was in the 1953 film \"The Band Wagon\". Some films from the 20th century, including \"Grand Central Murder\", \"The Thin Man Goes Home\", \"Hello, Dolly!\", and \"Beneath the Planet of the Apes\" used reconstructions of Grand Central, built in Hollywood, to stand in for the terminal. Additionally, the terminal was drawn and animated for use in the animated films \"Madagascar\" (2005) and \"Wreck-It Ralph\" (2012)."}
+{"text":"Other films in which the terminal appears include:"}
+{"text":"Notable documentaries about the terminal include \"Grand Central\", a 1982 film narrated by James Earl Jones and featuring Philip Johnson and Ed Koch."}
+{"text":"On October 19, 2017, several of these films were screened in the terminal for an event created by the MTA, Rooftop Films, and the Museum of the Moving Image. The event featured a cinematic history lecture by architect and author James Sanders."}
+{"text":"Grand Central Terminal's architecture, including its Main Concourse clock, are depicted on the stage of \"Saturday Night Live\", an NBC television show. The soundstage reconstruction of the terminal in Studio 8H was first installed in 2003."}
+{"text":"\"Grand Central Station\", an NBC radio drama set at the terminal, ran from 1937 to 1953. Among the video games that feature the terminal are \"Marvel's Spider-Man\", \"\", and \"Tom Clancy's The Division\"."}
+{"text":"The Allegheny Portage Railroad was the first railroad constructed through the Allegheny Mountains in central Pennsylvania, United States; it operated from 1834 to 1854 as the first transportation infrastructure through the gaps of the Allegheny that connected the midwest to the eastern seaboard across the barrier range of the Allegheny Front. Approximately long overall, both ends connected to the Pennsylvania Canal, and the system was primarily used as a portage railway, haulting river boats and barges over the divide between the Ohio and the Susquehanna Rivers. Today, the remains of the railroad are preserved within the Allegheny Portage Railroad National Historic Site operated by the National Park Service."}
+{"text":"Except for peak moments of severe storms, it was an all-weather, all-seasons operation. Along with the rest of the Main Works, it cut transport time from Philadelphia to the Ohio River from weeks to just 3\u20135 days. Considered a technological marvel in its day, it played a critical role in opening the interior of the United States beyond the Appalachian Mountains to settlement and commerce. It included the first railroad tunnel in the United States, the Staple Bend Tunnel, and its inauguration was marked with great fanfare."}
+{"text":"The entire Main Line system connecting Philadelphia and Pittsburgh via the Philadelphia-Columbia railroad, the Columbia-Hollidaysburg canal, the Portage railroad linking Hollidaysburg to Johnstown, and a canal from Johnstown to Pittsburgh, was long. A typical ride took 4 days instead of the former 23-day horse-wagon journey. The Old Portage Railroad was in operation for twenty years being considered \"the wonder of America.\" Charles Dickens wrote a contemporary account of travel on the railroad in Chapter 10 of his \"American Notes.\" Quoted at length in the Pennsylvania guide, Dickens \"described travel on the Portage in 1842,\" describing aspects of the Portage Railroad's immediate social and geographic context, as well as mechanical strategies used by the Railroad for coping with the steep grades encountered on the route :"}
+{"text":"In the 1850s, the Main Line of Public Works and its portage railroad was rendered obsolete by the advance of railway technology and railroad engineering. Early in 1846 the Legislature chartered the Pennsylvania Railroad (PRR) to cross the entire state in response to plans by the Baltimore and Ohio Railroad to reach the Ohio Valley through Virginia. In December 1852 trains started to run between Philadelphia and Pittsburgh shortening the travel time from 4 days to 13 hours."}
+{"text":"Construction on the New Portage Railroad, a 40-mile realignment to cross the Allegheny Ridge bypassing inclines, started in 1851 and cost $2.14 million. The PRR raised sufficient investment and had enough quick success that they bought the existing Portage railroad and other parts of the Main Line of Public Works from the state on July 31, 1857. The PRR abandoned most of the line and used the rest as local branches; \"anything of value was either sold or stripped from the Allegheny Portage Railroad.\""}
+{"text":"Nearly half a century later, the graded roadbeds of the descending section east of the Gallitzin Tunnel were re-railed with standard gauge freight tracks. The line reopened as a freight bypass line in 1904."}
+{"text":"Pennsylvania Railroad successor Conrail abandoned this line to Hollidaysburg and most of the branch trackage along the Juniata River in 1981 and removed the rails."}
+{"text":"The National Historic Site was established on in 1964 and is about west of Altoona, in Blair and Cambria counties."}
+{"text":"The park service operates a visitor center with interpretive exhibits near the old line. Nearby is the Samuel Lemon House, a tavern located alongside the railroad near Cresson that was a popular stop for railroad passengers; it has been converted into a historical museum by the National Park Service. The NPS also maintains a length of reconstructed track, an engine house with exhibits, a picnic area, and hiking trails."}
+{"text":"A skew arch bridge, a masterwork of cut stone construction, is another feature of the site near the Lemon House. The bridge is long on the south elevation, long on the north elevation, and high. It was the only bridge on the line that was built to carry a road."}
+{"text":"The Staple Bend Tunnel is preserved in a separate unit of the historic site, east of Johnstown."}
+{"text":"Central of Georgia Depot and Trainshed is a former passenger depot and trainshed constructed in 1860 by the Central of Georgia Railway (CofG) before the outbreak of the American Civil War. This pair of buildings was declared a National Historic Landmark in 1976, a listing that was expanded in 1978 to the ."}
+{"text":"Located on the northwest corner of Martin Luther King Jr. Boulevard and Louisville Road in the city's historic downtown, the red brick passenger terminal of the CofG complex houses the Savannah Visitor Center and the Savannah History Museum. The site complex includes several notable structures, including cotton yard, a blacksmith shop, a brick viaduct and the trainshed, as well as an office car and caboose. It is owned by the Coastal Heritage Society, a non-profit organization dedicated to preserving the cultural heritage of coastal Georgia and adjacent regions."}
+{"text":"The Savannah History Museum is located at 303 Martin Luther King, Jr. Boulevard (Georgia State Route 25 Connector). The museum is housed inside the old passenger terminal. It contains artifacts and exhibits relating to the history of Savannah from its establishment to the current time. The shops and terminal facilities were listed separately on June 2, 1978, and the Coastal Heritage Society opened the museum on the site in 1989."}
+{"text":"The Georgia State Railroad Museum (formerly the Roundhouse Railroad Museum) is a museum in Savannah, Georgia located at a historic Central of Georgia Railway site. It includes parts of the Central of Georgia Railway: Savannah Shops and Terminal Facilities National Historic Landmark District. The complex is considered the most complete antebellum railroad complex in the United States. The museum, located at 655 Louisville Road, is part of a historic district included in the National Register of Historic Places."}
+{"text":"The museum is across the street from the Central of Georgia Depot and Trainshed, also part of the historic district. The complex was constructed in 1853 by the Central of Georgia Railway (CofG) before the outbreak of the American Civil War. Savannah Shops and terminal buildings were declared a National Historic Landmark in 1976, a listing which was expanded in 1978 to include additional buildings in the complex."}
+{"text":"The historic railroad structures at the Georgia State Railroad Museum site include a partial roundhouse with operating turntable, partial machine shop, Tender Frame Shop, Blacksmith Shop, Boiler House, Storehouse & Print Shop, Lumber and Planing Sheds, Coach and Paint Shops, and a partial Carpentry Shop which now houses Savannah Children's Museum. Many of these structures are open for visitors to explore."}
+{"text":"The Historic Railroad Shops complex is among the finest remaining examples of Victorian railroad architecture and design and is the most intact antebellum railroad repair complex in the country. It was designated a National Historic Landmark by the National Park Service. On-site displays include antique shaft driven machinery, locomotives and railroad stock, model train layouts, an operating turntable, and the oldest portable steam engine in the United States. The Historic Railroad Shops offers a valuable educational experience for students and has also become a popular local tourist attraction."}
+{"text":"The complex has been maintained as the Georgia State Railroad Museum and a general industry museum by the Coastal Heritage Society with the assistance of the City of Savannah."}
+{"text":"The Central of Georgia Railway started as the Central Rail Road and Canal Company in 1833, and built a passenger station, freight terminal and some shops in the Louisville Road area of Savannah around 1836. However, none of those structures remain today. By the mid-1840s the railway had expanded to of track, and the CG began construction of new shops in 1851. The first completed building was the carpenters' shop in 1853, followed by the original roundhouse, machine shop, tender frame shop, blacksmith shop and several other buildings in 1855. Additional buildings were constructed at the complex into the 1920s."}
+{"text":"The roundhouse, turntable and other structures were rebuilt in the late 1920s after a major fire in 1923, as well as to accommodate larger locomotives and rolling stock."}
+{"text":"The Central of Georgia operated several trains to the station, on an Atlanta (Terminal Station) - Macon (Terminal Station) - Savannah itinerary. The last of these was the \"Nancy Hanks.\""}
+{"text":"The Southern Railway purchased the CG in 1963 and closed the Savannah shops. Subsequently, the railway transferred the complex to the City of Savannah. The Coastal Heritage Society, a non-profit organization, opened the museum on the site in 1989."}
+{"text":"The Georgetown Steam Plant, located in the Georgetown neighborhood of Seattle, Washington, was constructed in 1906 for the Seattle Electric Company to provide power for Seattle, notably for streetcars."}
+{"text":"The plant was originally built by Stone and Webster in 1906. One of the first reinforced concrete structures on the U.S. West Coast, it originally provided power for the Interurban Railway between Seattle and Tacoma; it also provided both direct current for Seattle's streetcars and alternating current for Georgetown, then an independent city. They purchased General Electric steam turbine technology, based on patents originally held by inventor Charles Gordon Curtis. At the time, this was cutting edge technology, and the Georgetown Steam Plant \"marks the beginning of the end of the reciprocating steam engine\" as the dominant mode of generating electricity on a large scale."}
+{"text":"Originally located along an oxbow of the Duwamish River to provide cooling water, the plant was left inland after the original river channel was straightened in 1917. Retired after nearly 75 years of operation, it remains \"surprisingly complete and operable\". The plant has three Curtis turbines, manufactured by the General Electric Company between 1906 and 1917."}
+{"text":"Puget Sound Traction and Lighting Company (now Puget Sound Energy) bought the Seattle Electric Company in 1912; the Georgetown Steam Plant powered the Seattle-to-Tacoma Interurban and Seattle streetcars; it also provided residential and industrial power to Georgetown. Originally an oil-fired plant, it converted to a coal in 1917. As hydropower was developed in the 1910s and 1920s the steam plant became uncompetitive and only used for emergencies. It last produced electricity in January 1953 when water levels at the dams were low. Decommissioning took place in 1972."}
+{"text":"The building was declared a National Historic Landmark in 1984, and is also designated by the American Society of Mechanical Engineers as a National Historic Mechanical Engineering Landmark. At the time of its landmarking, it contained the \"last operating examples of the world's first large scale, steam turbine\". The building itself, \"built by a fast-track construction process, was designed and supervised by Frank W. Gilbreth, later a nationally famous proponent of efficiency engineering.\" The building is also a Seattle City Landmark and is on the Washington State Register of Historic Places."}
+{"text":"Paul Carosino and Lilly Tellefson founded the Georgetown PowerPlant Museum in 1995 to restore, maintain and operate the plant. It now teaches boiler firemen and steam engineers."}
+{"text":"The plant remains owned by Seattle City Light, the city's public electric utility. Since 2014 it has opened to the general public once a month, from 10am to 2pm on the second Saturday of each month."}
+{"text":"The plant houses the last operable examples of early vertical Curtis steam generating turbines, as well as operational reciprocating steam engines, a collection of vintage machining tools, and several smaller steam engines."}
+{"text":"The plant was the site of the last performance of the rock band Big Black."}
+{"text":"Cincinnati Union Terminal is an intercity train station and museum center in the Queensgate neighborhood of Cincinnati, Ohio. Commonly abbreviated as CUT, or by its Amtrak station code, CIN, the terminal is served by Amtrak's \"Cardinal\" line, passing through Cincinnati three times weekly. The building's largest tenant is the Cincinnati Museum Center, comprising the Cincinnati History Museum, the Museum of Natural History & Science, Duke Energy Children's Museum, the Cincinnati History Library and Archives, and an Omnimax theater."}
+{"text":"Union Terminal's distinctive architecture, interior design, and history have earned it several landmark designations, including as a National Historic Landmark. Its Art Deco design incorporates several contemporaneous works of art, including two of the Winold Reiss industrial murals, a set of sixteen mosaic murals depicting Cincinnati industry commissioned for the terminal in 1931. The main space in the facility, the Rotunda, has two enormous mosaic murals designed by Reiss. Taxi and bus driveways leading to and from the Rotunda are now used as museum space. The train concourse was another significant portion of the terminal, though no longer extant. It held all sixteen of Reiss's industrial murals, along with other significant art and design features."}
+{"text":"The Cincinnati Union Terminal Company was created in 1927 to build a union station to replace five local stations used by seven railroads. Construction, which lasted from 1928 to 1933, included the creation of viaducts, mail and express buildings, and utility structures: a power plant, water treatment facility, and roundhouse. Six of the railroads terminated at the station, which they jointly owned, while the Baltimore and Ohio operated through services."}
+{"text":"Initially underused, the terminal saw traffic grow through World War II, then decline over the following four decades. Several attractions were mounted over the years to supplement declining revenues. Train service fully stopped in 1972, and Amtrak moved service to a smaller station nearby. The terminal was largely dormant from 1972 to 1980; during this time, its platforms and train concourse were demolished. In 1980, the Land of Oz shopping mall was constructed inside the station; it operated until 1985. In the late 1980s, two Cincinnati museums merged and renovated the terminal, which reopened in 1990 as the Cincinnati Museum Center. Amtrak returned to the terminal in 1991, resuming its role as an intercity train station. A two-year, $228 million renovation restored the building, completed in 2018."}
+{"text":"The station is served by Amtrak's \"Cardinal\" line, operating every other day, three times per week. The service runs between Chicago and New York City; trains to Chicago arrive at 1:31\u00a0a.m. and trains to New York arrive at 3:17\u00a0a.m., each departing 10 minutes later."}
+{"text":"Ridership is among the lowest of Amtrak stations in Ohio and among the lowest for any station serving a metropolitan area of at least two million people. Union Terminal saw 11,862 boardings and alightings in 2016, 11,144 in 2017, 8,315 in 2018, and 8,641 in 2019. Ohio's total ridership for 2019 was 132,000 people."}
+{"text":"The terminal is connected to Route 49 of Metro, the Southwest Ohio Regional Transit Authority's bus system, which also connects to downtown Cincinnati, North Fairmount, and English Woods."}
+{"text":"The terminal opened with service from seven railroads: the Baltimore and Ohio Railroad; Chesapeake and Ohio Railroad; Cleveland, Cincinnati, Chicago and St. Louis Railway; Louisville and Nashville Railroad; Norfolk and Western Railway; Pennsylvania Railroad; and the Southern Railway."}
+{"text":"Amtrak maintained two services here until moving to the Cincinnati River Road station in 1972, where Amtrak services remained until returning to Union Terminal in 1991."}
+{"text":"The facility, grounds, and parking lot are owned by the City of Cincinnati, while the tracks and platforms are owned by the freight railroad company CSX Transportation. The city leases the building primarily for Amtrak use and the Cincinnati Museum Center, a collection of five entities:"}
+{"text":"The terminal also houses the Nancy & David Wolf Holocaust & Humanity Center, several foodservice operations, and event space."}
+{"text":"All areas of the museum center are wheelchair-accessible. The Amtrak station is also accessible and ADA compliant. The main information desk is used for ticketing, and has daily schedules, museum maps, and coat checking, and has information on special events and the building's lost and found items. The Museum of Natural History operates two gift shops: one adjacent to the rotunda and a children's gift shop in the museum wing. The History Library operates a separate shop adjacent to the rotunda."}
+{"text":"There are three dining rooms on the main concourse, two on the lower level, a retail shop, and other rotating operations. The main level operation Cup and Pint serves pizzas, coffee, and draft beer, while Nourish 513 serves sandwiches, salads, and fast food. The Rookwood tea room is operating as a Graeter's ice cream location."}
+{"text":"In 2014, the museum center and the Google Cultural Institute created a virtual tour of the museum using Google Street View, with about 65 works of art and their descriptive labels viewable."}
+{"text":"The station building was designed by the firm Fellheimer & Wagner, and is considered the firm's magnum opus. Fellheimer was known for designing train stations; he was lead architect for Grand Central Terminal (1903-1913). The large and busy firm gave the project design to Roland A. Wank, a younger employee."}
+{"text":"Wank's original plan was traditional and featured Gothic architecture: large arches, vaulted ceilings, and conventional benches in long rows. In 1930, while initial construction took place, the terminal company persuaded the architects to hire Paul Philippe Cret as a design consultant. In 1931-32, Cret altered the design aesthetic: thereafter, the terminal and its supporting buildings used modern architecture (later known as Art Deco), even in places not visible or open to the public. The revised designs were approved as cheaper than the intricate Gothic designs, and more cheerful and stimulating with their colorful interiors than previous designs."}
+{"text":"The terminal complex opened in 1933 with 22 buildings, , and of track. 130 acres were occupied by the terminal and its surrounding grounds, while 157 acres were occupied by supporting railroad facilities. The station building in total has ."}
+{"text":"Cincinnati Union Terminal had a capacity of 216 trains per day, 108 in and 108 out, carrying 17,000 passengers. Three concentric lanes of traffic were included in the design of the building, carrying traffic through enclosed ramps to a space beneath the main rotunda of the building, with ramps again for departure. One lane was for cars and taxis, one for buses, and one (never used) for streetcars. Similar to Buffalo Central Terminal, Union Terminal used a system of ramps for passengers to access the platforms below the concourse."}
+{"text":"The building's architecture and design received mostly positive acclaim, though even in 1933 it was seen as possibly the last grand intercity train station built. Carroll Meeks described the passenger's route from the tracks up to the concourse and back down again to vehicle ramps as relatively complicated and arduous."}
+{"text":"The space to the east of the station consists of a terrace and fountain to the west and parking lots around a narrow lawn to the east."}
+{"text":"The terminal lawn originally measured , and gently carries broad driveways upward to the terminal. The lawn was originally Lincoln Park, a lush city park. It was remodeled during the terminal's construction to have simpler decorative landscaping, though it retained the name of Lincoln Park. The relandscaping included elms and sycamore tree borders, with flower beds in the central strip. The central strip is still intact, but the portions to its north and south became parking lots in 1980."}
+{"text":"The west end of the lawn has an ornamental terrace with steps, hedges, and a central fountain. The terrace also features two groups of four pylons, supporting concealed flood lights. Behind the terrace, a driveway curves around the half oval to the building's entranceway. Dalton Avenue runs through a tunnel beneath the plaza. The fountain cascades water down a set of scalloped tiers into a pool below. It was constructed of concrete and green terrazzo, and was designed by Fellheimer & Wagner."}
+{"text":"The grounds also feature a large Art Deco sign, not original to the building. For a time, the sign read \"Cincinnati Museum Center\", though during the extensive renovation in 2018, it was replaced with the current sign, reading \"Cincinnati Union Terminal\"."}
+{"text":"The main facade's central arch was inspired by Helsinki Central Station in Helsinki, Finland, which Fellheimer visited in 1927. The terminal was also reported as resembling Kyiv-Pasazhyrskyi railway station in Kiev, Ukraine."}
+{"text":"The relatively unornamented facade has two bas-relief carvings by Maxfield Keck on buttresses at the north and south ends of the arch. The north carving represents transportation, while the south represents commerce."}
+{"text":"The building has a steel frame, masonry curtain walls, and concrete floors and roof slabs."}
+{"text":"The entire east facade and the outer walls of the entrance drives are faced with a light, fine-grained Indiana limestone, with a low granite base. The low walls and pylons in front of the building are made of the same limestone. Fossils of sea lilies, bryozoans, brachiopods, snails, and other organisms can be seen in the stone. The entranceway under the marquise features Morton Gneiss, a Cold Spring dark rainbow granite. Morton Gneiss was popular in American Art Deco architecture at the time. The fountain utilizes pink porphyritic granite. The side and rear walls of the building utilize light buff brick. The dome was originally covered with terra cotta, though it was replaced with aluminum sheathing in 1945. The entrance arcades are lined with cream-colored terra cotta."}
+{"text":"The terminal was built along with several auxiliary buildings, on the north side of the station, also designed in the Art Deco style. They were designed by Edgar D. Tyler, a staff architect for Fellheimer & Wagner, as well as a former student of Paul Cret."}
+{"text":"The mail handling building and express terminals were on the east side of the terminal property, easily accessible to the city's downtown, and directly to the west and north of the Dalton Avenue U.S. Post Office, completed around 1933 and still standing."}
+{"text":"The mail building, , was a steel-frame, flat-roofed enclosure for chutes and conveyor belts. The building was also connected to the post office through conveyor belts, delivering city mail separate from transfer mail; the post office in turn delivered outgoing mail split between northern and southern railways. The mail building had two platforms each with two conveyors and serving two tracks, one platform for southbound mail and one for northbound mail."}
+{"text":"The express terminal was long, ranging from wide. The building was two stories tall, steel-framed, with brick walls and concrete floors and roofs. The second floor was used for offices and storage. It also included platforms with canopies."}
+{"text":"The terminal complex also included a roundhouse, washing platform, cinder pit, fire-lighting stations, coaling station, two electric substations, a power plant, and a water treatment plant. The roundhouse had 20 indoor stalls, 17 outdoor spaces, and a turntable with a diameter. The power plant had a 250-foot chimney and a set of three boilers. The plant's basement housed a water treatment plant, which used zeolite to purify city water, softening the water."}
+{"text":"Contrasting with the exterior's simple color scheme, the building's interior is characterized by bright, warm colors, intensified with natural light in daytime and with illumination at night. These colors and lighting contrast with the interior's simple form and detail. Most of the interior metal work is made of aluminum, including doors, signs, ticket grills, and light fixtures."}
+{"text":"The floor was consistently patterned in the rotunda, through the checking lobby, and into and through the train concourse. The pattern was terrazzo divided by brass strips into bands and panels in shades of gray and rose. The contrasting flooring was laid out in way that guided traffic to and from the main entrance and platforms."}
+{"text":"All interior spaces were designed without visible heating or cooling units. Hot air would be vented into the train concourse behind light fixtures. The ramps were also heated, to prevent drafts of cold air from entering the concourse. The rotunda's vestibules were also heated, and the central space was indirectly heated: the space between the inner plaster dome and outer cement dome was heated, as well as the space between the east facade's two panes of glass. This would surround the rotunda with warm air, insulating it from the cold."}
+{"text":"The rotunda's semi-circular central information desk and ticket kiosk originally served as a newsstand and tobacco shop, and was originally the only structure in the rotunda. It features a decorative sphere and a digital clock, possibly the first digital clock installed in a public space. The clock is no longer functioning."}
+{"text":"The northern curved wall housed 18 ticket windows, while the southern curved wall had a soda fountain, telegraph counter, drug store, and the entrance to the terminal's two dining rooms. The east wall included four shops, a travel bureau, the Rookwood Tea Room, and a small theater. The shops were for men's apparel, women's apparel, books, and toys. The toy shop had star and moon light fixtures that reflected colors from the ceiling onto the toys, which were depicted in patterns on the shop's floor."}
+{"text":"The rotunda features a seemingly unlikely whispering gallery. The east wall's arch around its windows features decorated flues, elements typical in Art Deco design. The flues act as sound channels, allowing people 30 meters apart at the base of each arch, by symmetrical drinking fountains, to hold a private conversation with ease."}
+{"text":"The Rotunda features the largest semi-dome in the western hemisphere, measuring wide and high (about ten stories in height). It was considered the largest in the world until 1973, when the Sydney Opera House was built."}
+{"text":"The terminal was built with eight platforms and sixteen platform tracks, with room for expansion to 22 tracks. The platforms and tracks ran north to south, partially beneath the train concourse. The platforms were wide, unusual in train station design, and long, and able to be extended to 2,400 feet. They had concrete bases, covered with canopies. The support columns were 80 feet apart, also noted as unusual. The canopies were of painted steel; roofing was by the Philip Carey Company."}
+{"text":"Parking tracks were installed between the platform tracks, as there was sufficient room between the platforms. These tracks allowed for sleeping cars and express cars to be exchanged."}
+{"text":"The baggage level occupied space directly beneath the checking lobby and train concourse. The space also utilized a drive-through loading platform, where cars would enter the north side of the baggage level, drop off luggage on the loading platform, and exit the south side. Trucking ramps were located directly beneath the train concourse's northern passenger ramps, and a passageway connected the facility to the mail handling building."}
+{"text":"A small 118-seat theater is at the entrance of the terminal. It reopened around 1991 as the Scripps Howard Newsreel Theater, showing free features, newsreels, and a video history of the terminal. It uses white and black marble walls, with linoleum carvings on either side of the main screen. It originally had a mulberry-color carpet. In the 2016-2018 renovation, the original seats were cleaned and repaired, and a new projector and sound system was installed."}
+{"text":"The north side of the main level included terminal company offices, also present in spaces above the checking lobby."}
+{"text":"The men's and women's waiting rooms both used distinctive marbles, and featured wainscoting, with the walls above made of plywood or flexwood showing the natural grain, or in designs. The men's room walls feature a railroad motif, using zebrawood, walnut, and holly; the women's lounge had panels of zebra and madrone wood. The rooms featured aluminum and leather-backed seats. Both waiting rooms had connecting bathrooms with marble walls and several showers."}
+{"text":"The checking lobby is a space behind the rotunda. It was originally an intermediate lobby between the rotunda and the train concourse, and served passengers with baggage checking on the north side and parcel checking on the south side. The space also included or led to restrooms, telephone booths, a shoeshine room, barber shop, newsstand, train bulletins, and a soda fountain. The upper portion of the walls are decorated with two Reiss murals depicting the terminal's construction and opening."}
+{"text":"The president's office is circular, with flexwood walls and cork floors. A design above the doorway has a depiction of Union Terminal created from inlaid wood, including a working electric clock. The room also has a Kasota stone fireplace, above which lies a map of the United States using inlaid wood; each wood panel is indigenous to the state it depicts."}
+{"text":"The terminal also opened with a drug store, beauty parlor, barber shop, men's clothing store, gift shop, and a small hospital."}
+{"text":"Cincinnati Union Terminal features works of art throughout its interior spaces. The works of art originally included 23 mosaic murals, totaling , making it the largest collection of secular mosaics in the United States in 1933."}
+{"text":"The terminal's interior features numerous works by German-American artist Winold Reiss. Reiss was commissioned to design and create two large mosaic murals depicting the history of Cincinnati and history of the United States for the rotunda, two murals for the baggage checking lobby, two murals for the departing and arriving train boards, 16 smaller murals for the train concourse representing local industries, and a large world map mural. Reiss spent roughly two years in the design and creation of the murals."}
+{"text":"The murals are often compared to works of the Federal Art Project, sponsored by the Works Progress Administration, however the Reiss murals predate the Federal Art Project by several years."}
+{"text":"The world map mural was , weighing 22.4 tons. It included five decorative clocks made of tile, together representing five of the United States's time zones: Pacific, Mountain, Central, Eastern, and Atlantic. The United States was depicted in the center, divided into the time zones. Major cities were spelled out in the terminal's Art Deco typeface; Cincinnati was spelled largest. The mural also included two Nicolosi globular projections of the world, with the Americas on the left side and Europe, Africa, Asia and Australia on the right. The mural was demolished along with the train concourse in 1974; due to its size, the cost of saving it was estimated at $100,000 ($ in ). All of the clocks remain, except the Eastern time clock."}
+{"text":"Reiss also created a set of sixteen murals depicting Cincinnati industries, created for the train concourse. Since the concourse's demolition in 1974, fourteen of the works have been moved numerous times. Currently five of these murals are at the Cincinnati\/Northern Kentucky International Airport and nine are at the Duke Energy Convention Center. Two of the murals were initially installed in a still-existing section of Union Terminal; these murals still remain in the building."}
+{"text":"Reiss made two murals to decorate space above the arrivals and departures chalkboards at the head of the train concourse. After the concourse's demolition, they were moved to each side of the entrance of the Cincinnati History Library, on the mezzanine level (the space is now occupied by the Holocaust & Humanity Center). The arrivals board featured an oncoming New York Central Hudson locomotive, and the departure board featured a departing observation car typical of the time. These murals were spared from demolition. From 1989 to 1991, to make room for the Omnimax theater under construction, the train murals were relocated to the mezzanine."}
+{"text":"The terminal is widely considered the United States' finest example of railway architecture, and one of the last grand train stations in the country. The terminal was designed with a large amount of interior and exterior art, unusual for train stations at the time, intended to set Union Terminal apart and make it a model of modern Cincinnati. The commission was one of the largest of the time period. As well, the dome was the largest unsupported half-dome at the time of opening."}
+{"text":"The terminal is popularly recognized by the American public; it was the 45th most popular work of architecture in the United States in the American Institute of Architects' 2006-2007 survey America's Favorite Architecture. It was also recognized in the survey as the most popular work of architecture in the state of Ohio."}
+{"text":"Union Terminal inspired the design of the Hall of Justice, a fictional Justice League headquarters appearing in comic books, television, and other media published by DC Comics. The Hall of Justice first appeared in the 1970s animated series \"Super Friends\". The show was produced by Hanna-Barbera, a division of Cincinnati-based Taft Broadcasting. One of the animators, Al Gmuer, likely visited the terminal while attending meetings, and confirmed he was inspired by the terminal in designing the superhero headquarters."}
+{"text":"Union Terminal was also featured in the 1996 DC comic book series \"Terminal City\"."}
+{"text":"The architectural firm Fellheimer & Wagner was commissioned to design the terminal in June 1928. The firm first released conservative plans with Gothic attributes in June 1929. The design evolved toward its final Art Deco design between 1931 and 1932. Art Deco was chosen with its proposed cost savings in mind, as well as its liveliness, color, and modern decoration."}
+{"text":"The museum opened on November 10, 1990. The original members of the museum center were the Cincinnati Historical Society Library, Cincinnati History Museum, Cincinnati Museum of Natural History, and the Robert D. Lindner Family Omnimax Theater. The center became the fourth-largest attraction in the area, behind the Cincinnati Reds, Kings Island, and the Cincinnati Zoo. The museum center renovations also allowed Amtrak to restore service to Union Terminal via the tri-weekly \"Cardinal\" train in 1991. In 1995, the entities officially merged to create the Cincinnati Museum Center, also joined by the Cinergy Children's Museum in October 1998."}
+{"text":"In 2004, county residents approved a levy for the building's operating costs and capital repairs. In 2009, they extended the levy to fund further repairs, and the museum center began to restore the terminal's southwest wing of the terminal."}
+{"text":"In July 2016, the museum shut down for the first renovation of the entire building, a $228 million effort that would last until November 2018. In July 2018, Amtrak stopped staffing 15 of its stations, including Cincinnati. Since the completion of the renovation project, Amtrak allows customers to check bags trainside. The building and museum center had their reopening ceremony on November 17, 2018."}
+{"text":"In January 2019, the terminal gained another museum as a tenant, the Nancy & David Wolf Holocaust and Humanity Center, in the former space of the History Library."}
+{"text":"The Harrisburg Transportation Center (HTC, formerly Pennsylvania Station, Harrisburg or Harrisburg Central Railroad Station) is a large railway station and transportation hub in Harrisburg, Pennsylvania. It is located on the eastern edge of Downtown Harrisburg between the intersections of Aberdeen and Market Streets and 4th and Chestnut Streets. The well-situated station is the primary hub for passenger rail and intercity bus services in the Harrisburg metropolitan area and South Central Pennsylvania."}
+{"text":"The current station was built by PRR in 1887 and significantly rebuilt with its distinctive barn roof in 1905 following a serious fire in 1904. It was listed on the National Register of Historic Places in 1975, and is also designated as a National Historic Landmark. The station is one of the few railway stations in the United States that still has a train shed above the tracks. It also has a red brick exterior, unlike many of the still-used U.S. railway stations built slightly later in the early 1900s that have white stone facing, such as 30th Street Station in Philadelphia and Union Station in Washington, D.C."}
+{"text":"There are two intercity bus operators (Greyhound Lines and Fullington Trailways) that provide service to the station. Some of the key cities and large towns served with one-seat rides by each bus operator are as follows:"}
+{"text":"With both Greyhound and Fullington Trailways, many in-state and out-of-state cities and towns beyond those listed can be reached via transfers."}
+{"text":"The local public transit operator in the Harrisburg area, Capital Area Transit (CAT), has many local and express bus routes that stop either along Aberdeen Street almost immediately outside the Transportation Center or 1\/2 block away on Market Street between 4th Street and Aberdeen Street. These nearby CAT stops that are within easy walking distance of the Harrisburg Transportation Center enable convenient transfers between local public transit and intercity rail and bus services."}
+{"text":"The public transit provider in York County, Rabbit Transit, operates its commuter-oriented RabbitEXPRESS bus service on weekdays between the city of York and downtown Harrisburg. Like the Capital Area Transit buses, the RabbitEXPRESS does not stop at the HTC itself but does have stops within one block of the facility."}
+{"text":"Finally, R & J Transportation, a charter\/tour bus company, has scheduled weekday, line route commuter service between Schuylkill County and downtown Harrisburg. R & J has stops within one block of the HTC, though no tickets for R & J's service are available at the Transportation Center."}
+{"text":"Once the Denver and Rio Grande Western Railroad arrived in Chama, other railroad companies were formed to take advantage of the forests around the area. This created a flourishing logging economy to for the small town. There were lumber mills located to the west and south of Chama. These mills provided a steady stream of revenue for the railroad lasting until abandonment in the late 1960s."}
+{"text":"After World War II, there was an oil boom in Farmington, New Mexico. This boom provided a surge of revenue for the railroad. This revenue consisted of 60 car pipe trains going west from Antonito. The Gramps Oil Fields of southern Colorado also provided oil for the trains to carry from Chama to Antonito. The lumber mills also provided a steady stream of revenue, although this was not as important as the oil. This increase in revenue is what saved the line from abandonment."}
+{"text":"In September 1968, the Denver and Rio Grande Western Railroad filed for abandonment of the narrow gauge line. In April 1969, legislation was signed in New Mexico that provided a way for the state of New Mexico to buy the track between Chama and Antonito. In 1970, Colorado passed similar legislation. The two states took joint ownership of the line and by 1971 the Cumbres and Toltec Scenic Railroad was formed."}
+{"text":"In 2002, the C&TSRR was shut down twice, first in the spring to resolve track bed issues. In the summer, operations were suspended again because of wildfire dangers."}
+{"text":"On June 23, 2010, an unknown fire severely damaged Lobato Trestle, a deck girder bridge located approximately east of Chama. While the bridge was out of service, the C&TSRR operated limited services from the Chama end while trains from Antonito only traveled to Osier and back. After undergoing extensive refurbishment, the bridge was reopened on June 20, 2011."}
+{"text":"In 1973, the Cumbres and Toltec Scenic Railroad was listed on the National Register of Historic Places and the boundaries were increased in 2007. The railroad was designated as a National Historic Civil Engineering Landmark by the American Society of Civil Engineers in 1976. In 2012, the railroad was designated a National Historic Landmark, for its engineering, its well-preserved infrastructure and equipment and the role of the railroad in the development of the region it served."}
+{"text":"In addition to the through service, the C&TSRR operates various special excursions during the season such as dinner trains. On certain days during the holiday season, the railroad offers special \"Santa Trains\" from both Chama and Antonito and guests are encouraged to bring gifts and\/or food for the less fortunate."}
+{"text":"After the C&TSRR was formed in 1971, a bi-state agency, the Cumbres and Toltec Scenic Railroad Commission was created. Railroad operations were then contracted to third party rail operators. In 2012, after long discussions with other third parties bidding to take over, the Commission formed its own operating company, Cumbres and Toltec Operating LLC This is when they hired John Bush, a veteran of the railroad, to become president on December 13, 2012."}
+{"text":"In 1988, a nonprofit organization called the Friends of the Cumbres and Toltec Scenic Railroad was established to preserve the history of the railroad and help maintain infrastructure and rolling stock. The Friends of the C&TSRR also participates in various education programs and provides the railroad guides, known as docents, who inform passengers about historical aspects of the railroad as well as locations of interest."}
+{"text":"The track continues a gentle descent on the average 1.45% grade to the north until it reaches Los Pi\u00f1os tank. This tank is always full and is used for small engines and rotary trains. The track takes a gentle loop off to the west and comes back to the east at the station of Los Pi\u00f1os (MP: 324.8). There is nothing here except a siding and the station sign. The track then turns back north towards Osier Colorado. Just before Osier at Milepost 320, the track crosses Cascade Trestle. This is the highest trestle on the entire line sitting at above the river below. The train then stops at Osier Colorado (MP: 318.40)."}
+{"text":"This section covers the eastern portion of the line from the small cattle and junction town of Antonito to Osier, the midpoint of the line."}
+{"text":"Antonito (MP 280.70) is a small company town of the former railroad main line. It is home to the C&TSRR car shop, a water tank and other relics. Most of the facilities were built by the C&TSRR, since the original rail yard, wye, and station were not sold to the states of Colorado and New Mexico."}
+{"text":"Heading west, the track rounds Whiplash Curve, a double horseshoe curve. About from Whiplash Curve lie the sidings and wye at Big Horn. Past Big Horn the train loops around the sides of mountains going through horseshoe curves before reaching the first water stop at Sublette."}
+{"text":"Sublette is an abandoned railroad section camp, consisting of a log bunk house, a section house, a siding and other buildings. There was a water tank at the western end of the siding. Today, in its place is a standpipe. After filling the tender with water, the train slowly creeps into lush aspen groves."}
+{"text":"After departing Sublette is Toltec Siding, which in the 1950s was the meeting place for oil well pipe trains moving between Chama and Farmington to Alamosa. Shortly afterwards, trains pass through Mud Tunnel, which is unique, because it is lined with wooden pillars, since it is bored through soft volcanic ash. When the beams in the tunnel collapsed, the D&RGW made a \"shoo fly\" (a temporary by-pass) to allow passengers and small cars to be moved around the tunnel to an awaiting train. After passing through this, trains pass around Phantom Curve and through Calico Cut, then slow when entering the longer Rock Tunnel. Trains exit the tunnel entering Toltec Gorge where the track is above the river. The line then follows the river to Osier."}
+{"text":"The T-12 No. 168 is a \"Ten Wheeler\" type inside frame engine also built by Baldwin Locomotive Works. This is the oldest steam locomotive owned by the railroad. Restoration work on No. 168 was completed in October 2019 and it now continues to operate on occasional special excursions on the C&TSRR. Another engine that operates on the railroad is D&RGW No. 315. No. 315 is a C-18 class inside frame \"Consolidation\" type locomotive. It is owned by the Durango Railroad Historical Society, but it is on indefinite loan to the C&TSRR. Restoration work on No. 315 was completed in August 2007 and it continues to operate on occasional special excursions on both the D&SNG and the C&TSRR."}
+{"text":"The C&TSRR owns 2 class DE General Electric 44-ton center-cab diesel locomotives built in 1943, Nos. 15 and 19, for emergency use when the steam locomotives are inoperative. They are also used for operations outside the normal operating season. Both came from the Oahu Railway and Land Company; No. 19 was purchased by the C&TSRR in 1972 and No. 15 was purchased in 2013."}
+{"text":"The C&TSRR owns two rotary snowplows, Rotary OY and Rotary OM. Rotary OM was purchased in the late 1800s by the D&RGW and has served the line ever since. It was last run in the 1970s and has not been run since then because of mechanical issues. Rotary OY was built in the 1920s and has served in several places on the line. It was last run in late winter of 2020 to begin the 50th anniversary of the formation of the C&TSRR. There are no current plans to run the rotary again anytime soon, but it is in good condition and fully functional."}
+{"text":"In 2016, D&RGW No. 168 arrived in Antonito from Colorado Springs, Colorado for restoration to working order. The engine had been on display for a long time in a public park, but was in good condition. Restoration began in March 2017 and was completed in October 2019. The restoration project was headed up by Cumbres and Toltec Special Projects department and lead by Assistant General Manager Efstathios Papas. The project cost $508,000 and took 27 months to complete. The railroad intends to use this engine frequently in normal excursion service as much as possible. As of 2021, No. 168 continues to operate in occasional special excursions on the C&TSRR."}
+{"text":"For passenger services, the C&TSRR operates a mixture of flat roofed and clerestory cars with interiors corresponding with the railroad's three classes of service: Coach, Deluxe (formerly Tourist class) and Parlor. In 2019, the car shop in Antonito, Colorado finished the first in a line of new clerestory cars that will serve as standard passenger cars and new Parlor cars. This is part of an effort to retire the older flat roofed cars due to their age. The C&TSRR also operates observation gondolas as well as special coaches configured to accommodate wheelchairs and house concession areas."}
+{"text":"The Cumbres and Toltec Scenic Railroad also owns a varied collection of former D&RGW narrow-gauge freight cars for display and use in nostalgic railtours."}
+{"text":"Over the years, the railroad was featured in several documentaries and films. Among these are:"}
+{"text":"Eads Bridge is a combined road and railway bridge over the Mississippi River connecting the cities of St. Louis, Missouri and East St. Louis, Illinois. It is located on the St. Louis riverfront between Laclede's Landing, to the north, and the grounds of the Gateway Arch, to the south. The bridge is named for its designer and builder, James Buchanan Eads. It was commissioned by Andrew Carnegie. Work on the bridge began in 1867, and it was completed in 1874. Eads Bridge was the first bridge across the Mississippi south of the Missouri River. Earlier bridges were located north of the Missouri, where the Mississippi is smaller. None of the earlier bridges survive, which means that Eads Bridge is also the oldest bridge on the river."}
+{"text":"Eads Bridge became a famous image of the city of St. Louis, from the time of its erection until 1965 when the Gateway Arch was completed. The highway deck was closed to automobiles from 1991 to 2003, but has been restored and now carries both vehicular and pedestrian traffic. It connects Washington Avenue in St. Louis, Missouri with Riverpark Drive and, eventually, East Broadway, both in East St. Louis, Illinois. The former railroad deck now carries the St. Louis MetroLink light rail system, providing commuter train service between St Louis and communities on the Illinois side of the river."}
+{"text":"The bridge is listed on the National Register of Historic Places as a National Historic Landmark. As of April 2014, it carries about 8,100 vehicles daily, down 3,000 since the Stan Musial Veterans Memorial Bridge opened in February 2014."}
+{"text":"Eads Bridge was built by the Illinois and St. Louis Bridge Company, with the Keystone Bridge Company serving as subcontractor for superstructure erection."}
+{"text":"Because of the increased reach of newly constructed railroads, river shipping trade had declined in importance compared to the antebellum years. Chicago was fast gaining as the center of commerce in the West. The bridge was conceived as a solution for St. Louis to regain eminence by connecting railroad and vehicle transportation across the river. Although he had no prior experience in bridge building, James Eads was chosen as chief engineer for the bridge."}
+{"text":"In an attempt to secure their future, steamboat interests successfully lobbied to place restrictions on bridge construction, requiring spans and heights previously unheard of. This was ostensibly to maintain sufficient operating room for steamboats beneath the bridge's base for the then foreseeable future. The unproclaimed purpose was to require a bridge so grand and lofty that it was impossible to erect according to conventional building techniques. The steamboat parties planned to prevent any structure from being built, in order to ensure continued dependence on river traffic to sustain commerce in the region."}
+{"text":"Such a bridge required a radical design solution. The Mississippi River's strong current was almost and the builders had to battle ice floes in the winter. The ribbed arch had been a known construction technique for centuries. The triple span, tubular metallic arch construction was supported by two shore abutments and two mid-river piers. Four pairs of arches per span (upper and lower) were set apart, supporting an upper deck for vehicular traffic and a lower deck for rail traffic."}
+{"text":"Construction involved varied and confusing design elements and pressures. State and federal charters precluded suspension or draw bridges, or wood construction. There were constraints on span size and the height above the water line. The location required reconciling differences in heights - from the low Illinois floodplain of the east bank of the river to the high Missouri cliff on the west bank. The bedrock could only be reached by deep drilling, as it was 38 m below water level on the Illinois side and 26 m below on the Missouri side."}
+{"text":"These pressures resulted in a bridge noted as innovative for precision and accuracy of construction and quality control. This was the first use of structural alloy steel in a major building construction, through use of cast chromium steel components. The completed bridge also relied on significant\u2014and unknown\u2014amounts of wrought iron. Eads argued that the great compressive strength of steel was ideal for use in the upright arch design. His decision resulted from a curious combination of chance and necessity, due to the insufficient strength of alternative material choices."}
+{"text":"The particular physical difficulties of the site stimulated interesting solutions to construction problems. The deep caissons used for pier and abutment construction signaled a new chapter in civil engineering. Piers were sunk almost below the river's surface. Unable to construct falsework to erect the arches, because they would obstruct river traffic, Eads's engineers devised a cantilevered rigging system to close the arches."}
+{"text":"Eads Bridge was recognized as an innovative and exciting achievement. Eads secured 47 patents during his lifetime, many of which were taken out for parts of the bridge's structure and devices for its construction. President Ulysses S. Grant dedicated the bridge on July 4, 1874, and General William T. Sherman drove the gold spike completing construction. After completion, 14 locomotives crossed the bridge to prove its stability."}
+{"text":"On June 14, 1874, John Robinson led a \"test elephant\" on a stroll across the new Eads Bridge to prove that it was safe. A big crowd cheered as the elephant from a traveling circus lumbered toward Illinois. Popular belief held that elephants had instincts that would make them avoid setting foot on unsafe structures. Two weeks later, Eads sent 14 locomotives back and forth across the bridge at one time. The opening day celebration on July 4, 1874, featured a parade that stretched for through the streets of St. Louis."}
+{"text":"The cost of building the bridge was nearly $10\u00a0million ($\u00a0million with inflation)."}
+{"text":"The Eads Bridge was undercapitalized during construction and burdened with debt. Because of its historic focus on the Mississippi and river trade, St. Louis lacked adequate rail terminal facilities, and the bridge was poorly planned to coordinate rail access. Although an engineering and aesthetic success, the bridge operations became bankrupt within a year of opening. The railroads boycotted the bridge, resulting in a loss of tolls. The bridge was later sold at auction for 20 cents on the dollar. This sale caused the National Bank of the State of Missouri to fold, which was the largest bank failure in the United States at that time. Eads did not suffer financial consequences. Many involved with financing the bridge were indicted, but Eads was not."}
+{"text":"Granite for the bridge came from the Iron County, Missouri, quarry of B. Gratz Brown, Missouri Governor and U.S. Senator, who had helped secure federal financing for the bridge."}
+{"text":"In April 1875, after the failure of the Illinois and St Louis Bridge Company, the bridge was sold at public auction, for $2 million, to a newly incorporated St. Louis Bridge Company controlled by the old company's creditors. This group was bought-out two years later by the Terminal Railroad Association of St. Louis (TRRA). The TRRA owned the bridge until 1989, when the Terminal Railroad transferred the bridge to the Bi-State Regional Transportation Authority and the City of St. Louis, for incorporation into St Louis' MetroLink light rail system. In exchange for Eads Bridge, the TRRA acquired the MacArthur Bridge, previously owned by the City of St Louis."}
+{"text":"In 1949, the bridge's strength was tested with electromagnetic strain gauges. It was determined that Eads' original estimation of an allowable load of could be raised to . The Eads Bridge is still considered one of the greatest bridges ever built."}
+{"text":"Eads Bridge had long hosted only passenger trains on its rail deck. In the late 20th century, however, passenger traffic had declined because of individual automobile use, and the railroad industry was restructuring. By the 1970s, the Terminal Railroad Association had abandoned its Eads trackage. The bridge had lost all remaining passenger rail traffic to the MacArthur Bridge during the early years of Amtrak; the dimensions of modern passenger diesels were incompatible with both the bridge and the adjoining tunnel linking the Union Station trackage with Eads."}
+{"text":"MetroLink service over the bridge began in 1993. The bridge was closed to automobile traffic between 1991 and 2003, when the city of St. Louis, Missouri, completed a project to restore the highway deck."}
+{"text":"In 1998, the Naval Facilities Engineering Service Center investigated the effects of the ramming of the bridge by the towboat \"Anne Holly\" on April 4 of that year. The ramming resulted in the near breakaway of the SS \"Admiral\", a riverboat casino. Implementing several recommended changes reduced the odds of this happening in the future."}
+{"text":"In 2012, the Bi-State Development Agency\/Metro (BSDA\/Metro) started the Eads Bridge Rehabilitation project to extend the life of the bridge to at least the year 2091. The restorations included replacing 1.2 million pounds of struts, bracing, and other support steel dating to the 1880s; removing all paint and corrosion from the superstructure; re-painting the superstructure with a rust-inhibiting coating; repairing damaged structure; rebuilding concrete supports; restoring the brick archways; and upgrading the MetroLink's rails. The total cost was $48 million, with $27 million coming from the American Recovery and Reinvestment Act of 2009. While expected to start in 2009, work didn't begin until 2012 due to labor disputes and higher-than-expected cost estimates. Workers completed the project in 2016."}
+{"text":"City fathers wanted a wagon bridge to the heart of town to highlight the best features of St. Louis. Economics required that it be a railroad bridge, but there was no space for railroads in the heart of downtown. Hence, a tunnel was authorized to connect the bridge to the Missouri Pacific Railroad to the south (and later to the new Union Station)."}
+{"text":"Eads worked out the specifications for the tunnel. It was to be a \u201ccut and cover\u201d tunnel 4000\u00a0ft long, 30\u00a0ft below street level. They advertised for bids in the Missouri Republican on August 31, 1872. The contract was awarded to William Skrainka and Company. Construction began in October. A series of problems arose including quicksand and springs on the planned route. Also several workers were injured; at least one was killed."}
+{"text":"On November 29, the city council passed an ordinance changing the tunnel route to Eight Street and transferring the right to build to the newly formed St. Louis Tunnel Railroad Company."}
+{"text":"In April, Skrainka and Co. decided the project was too difficult. They agreed to complete construction south of Market St. The work north of Market was assigned to James Andrews, the company building the bridge piers."}
+{"text":"Eads Bridge was ready to be opened after seven years of construction on July 4, 1874. The celebration included a fifteen car train filled with 500 dignitaries pulled by three locomotives that departed from the St. Louis, Vandalia, and Terre Haute Railroad station in East St. Louis. Locomotives were provided by the Illinois Central Railroad and the Vandalia line (a Pennsylvania Railroad subsidiary). The route crossed Eads Bridge and traveled through the tunnel to Mill Creek Valley and then returned."}
+{"text":"Locomotive smoke is a concern in tunnels, especially passenger tunnels. Specially designed coke burning \u201csmoke consuming engines\u201d from the Baldwin Locomotive Works had yet to be ordered. News reports tell of passengers coughing and gasping for breath. Construction of the tunnel was not yet complete. Only one of the two tracks was available and ventilation was not yet arranged."}
+{"text":"A photograph of the St. Louis Bridge Company\u2019s coke burning engine appears on page 38 of Brown\u2019s Baldwin Locomotive Works."}
+{"text":"In 1875, the bridge and tunnel companies declared bankruptcy. In 1881, Jay Gould got control of the bridge and tunnel companies by threatening to build a competing bridge four miles north of St. Louis. In 1889, Gould was instrumental in the creation of the Terminal Railroad Association of St. Louis. He died in 1892, but this led to the construction of Union Station in 1894."}
+{"text":"Eads Bridge and its tunnel are now used by Metrolink, the St. Louis light rail system."}
+{"text":"In 1898 the bridge was featured on the $2 Trans-Mississippi Issue of postage stamps. One hundred years later the design was reprinted in a commemorative souvenir sheet."}
+{"text":"The bridge was designated as a National Historic Landmark in 1964, in recognition of its innovations in design, materials, construction methods, and importance in the history of large-scale engineering projects."}
+{"text":"During the bridge's construction, \"The New York Times\" called it \"The World's Eighth Wonder\". On its 100th anniversary, the Times' architectural critic, Ada Louise Huxtable, described it as \"among the most beautiful works of man.\""}
+{"text":"The Ellicott City Station in Ellicott City, Maryland, is the oldest remaining passenger train station in the United States, and one of the oldest in the world. It was built in 1830 as the terminus of the Baltimore and Ohio Railroad line from Baltimore to the town then called Ellicott's Mills, and a facility to service steam locomotives at the end of the 13-mile (21\u00a0km) run. The station, a National Historic Landmark, is now used as a museum."}
+{"text":"The station was built in 1830 at the end of the Oliver Viaduct, of local stone (Ellicott City Granodiorite) provided by one of the quarries owned by the Ellicott family, which had founded the town and local flour mill in 1772. The two-story stone building is built against the viaduct. A gabled roof is topped by a wood ventilating cupola. The upper level of the station is at the level of the tracks on the viaduct."}
+{"text":"The Oliver Viaduct was the second major stone bridge built by the railroad (after the Carrollton Viaduct). It was long and comprised three arches. The viaduct was damaged by Hurricane Agnes in 1972, and has since been reconstructed."}
+{"text":"The station building was designed to allow engines to be pulled in on the upper level so that they could be worked on from below. A turntable with a diameter of was fitted in 1863 to permit locomotives to be turned around. The turntable was filled in after the rail line was extended, but the granite foundations remain."}
+{"text":"The railroad built an adjacent freight house, designed by E. Francis Baldwin, in 1885. The station is now used as a museum."}
+{"text":"The railroad's inaugural trip from Baltimore to Ellicott's Mills has held on May 22, 1830, with horse-drawn rail cars. Regular passenger service began on May 24."}
+{"text":"The B&O demonstrated its first locomotive, the \"Tom Thumb,\" at Ellicott's Mills in a famous race against a horse later in 1830. The railroad began using locomotives for passenger trains in 1832."}
+{"text":"The station is the terminus of the original B&O railroad, which was intended to re-establish Baltimore as a major terminus of inland commerce after the opening of the Erie Canal. It was also meant to help the city compete against regional rival Washington, D.C., where construction was starting on the Chesapeake and Ohio Canal."}
+{"text":"From Ellicott's Mills the tracks reached Harpers Ferry, West Virginia, in 1834, Cumberland, Maryland (the eventual terminus of the C&O Canal) by 1842, and Wheeling, West Virginia, on the Ohio River in 1852."}
+{"text":"B&O passenger service from Baltimore to its Ellicott City station was discontinued in 1949, although freight service continued until 1972."}
+{"text":"Today, the Ellicott City Station is part of the Baltimore & Ohio Ellicott City Station Museum. The museum was operated by the B&O Railroad Museum with Howard County from 2006 to 2017. Since September 2017, the museum has been managed by Howard County's Department of Recreation & Parks. Admission is free, with fees for some special events and tours."}
+{"text":"The B&O Ellicott City Station Museum includes:"}
+{"text":"An HO-gauge model train layout is housed in the 1885 freight house; the layout depicts \"the original 13 miles of commercial rail track stretching from Baltimore to Ellicott Mills\", and train videos are projected onto the wall behind. Other static displays include memorabilia explaining the role of the B&O Railroad and the station in the American Civil War. The car house also hosts a holiday train layout in December."}
+{"text":"The Museum also offers living history interpretation, reenactments, guided group tours, visiting exhibits, educational programs and special events for school groups, families, and adults."}
+{"text":"The Durango and Silverton Narrow Gauge Railroad, often abbreviated as the D&SNG, is a 3 ft (914\u00a0mm) narrow-gauge heritage railroad that operates on of track between Durango and Silverton in the U.S. state of Colorado. The railway is a federally designated National Historic Landmark and was also designated by the American Society of Civil Engineers as a National Historic Civil Engineering Landmark in 1968."}
+{"text":"The route was originally opened in 1882 by the Denver and Rio Grande Western Railroad (D&RGW) to transport silver and gold ore mined from the San Juan Mountains. The line was an extension of the D&RG narrow-gauge line from Antonito, Colorado to Durango. The last train to operate into Durango from the east was on December 6, 1968. The states of New Mexico and Colorado purchased 64 miles between Antonito and Chama, New Mexico, in 1970 and operates today as the Cumbres and Toltec Scenic Railroad (C&TSRR). Trackage between Chama and Durango was removed by 1971."}
+{"text":"The line from Durango to Silverton has run continuously since 1881, although it is now a tourist and heritage line hauling passengers and is one of the few places in the U.S. which has seen continuous use of steam locomotives. In March 1981, the Denver and Rio Grande Western Railroad (D&RGW) sold the line and the D&SNG was formed. Today, the D&SNG, along with the C&TSRR, are the only two remaining parts of the former D&RGW narrow-gauge network. The railroad has a total of nine narrow-gauge steam locomotives (eight of which are operational) and soon-to-be eleven narrow-gauge diesel locomotives, six of which were acquired within the last three years, in their current roster. The railroad also operates former D&RGW No. 315 for special events."}
+{"text":"Some rolling stock dates back to the 1880s. Trains operate from Durango to the Cascade Wye in the winter months and Durango\u2013Silverton during the summer months. Durango depot was built in January 1882 and has been preserved in its original form."}
+{"text":"In July 1881, the Denver & Rio Grande reached Durango and started building the final 45-mile stretch up the Animas River to Silverton. The first 18 miles to Rockwood were completed by late November. The remainder of the route entered the narrow Animas Canyon, which has steep granite walls. The labor crew, made up of mostly Chinese and Irish immigrants, blasted the canyon cliffs off and left a narrow, level shelf to lay the tracks on. Grading was completed by late spring 1882."}
+{"text":"The D&RG reached Silverton on July 10, 1882. Trains hauling passengers and freight began immediately. The D&RG soon re-emerged as the Denver and Rio Grande Railroad (1886) and ultimately began operating as the Denver and Rio Grande Western Railroad (D&RGW) on July 31, 1921, after re-organization of the Colorado lines and Rio Grande Western of Utah. Eventually, the railroad became widely known as the \"Rio Grande\"."}
+{"text":"The Silverton branch, as it became known, struggled under D&RG ownership following the Panic of 1893 and the end of free coinage of silver. Typical of many portions of the surviving narrow-gauge branches into the middle of the twentieth century, the line faced sagging revenue due to ever-declining mining ventures, highway trucking competition, and insignificant passenger revenue. Annual snowslides and several major floods on the branch would only continue to challenge the railroad's ability to survive."}
+{"text":"After World War II, domestic tourism began to grow across the country and the Silverton branch of the railroad would benefit. Bolstered by national exposure via Hollywood movies being filmed along the line in the late 1940s, the railroad created \"The Silverton\", a summer-only train service on June 24, 1947. A short time later, the railroad adorned a locomotive and four coaches with a colorful yellow paint scheme and launched modest public promotion. With this effort, \"The Painted Train\" officially started a new era of tourism that continues to this day. Freight traffic, however, continued to decline and during the 1950s, \"The Silverton\" operated as a mixed train."}
+{"text":"By the 1960s, a modernized D&RGW did not see the Silverton Branch as worthy to maintain and a petition was filed with governmental agencies to abandon the route. The Interstate Commerce Commission declined to grant the request due to the continued increase in tourist patronage. Following the ICC's ruling, the railroad reluctantly responded by investing in additional rolling stock, track maintenance, and improvements to the Durango depot. The railroad purchased some of the property around the depot, cleaned up the block extending north to Sixth Street, and facilitated the opening of gift shops and other tourist-friendly businesses. As ridership continued to grow, the D&RGW operated a second train to Silverton on certain days."}
+{"text":"Since 1971, the Silverton branch and nearby Cumbres and Toltec Scenic Railroad (C&TSRR) were the only remnants of the Rio Grande's once extensive narrow-gauge system. During the late 1970s, the D&RGW was actively trying to sell the Silverton branch, and in 1979, Charles Bradshaw, a Florida citrus grower, offered the railroad a legitimate opportunity to divest itself of the now isolated route. On October 5, 1980, \"The Silverton\" made its last run under D&RGW ownership and after operating a work train the following day, the railroad finally concluded its narrow-gauge train operations, bringing to a close an era that began 110 years earlier with its narrow-gauge railroad from Denver to Colorado Springs."}
+{"text":"In March 2020, the Coronavirus (COVID-19) outbreak in the country severely affected the US. For the safety and protection of guests and employees, the D&SNG suspended all operations until June 23, 2020."}
+{"text":"The D&SNG was founded by Charles Bradshaw Jr., of Florida, with the intent of purchasing the right-of-way and equipment while expanding the infrastructure and passenger revenue. His plans were fulfilled with the March 25, 1981, acquisition of the D&RGW's Silverton branch and all of its structures and rolling stock."}
+{"text":"In March 1997, Bradshaw sold the D&SNG to First American Railways, Inc., located in Hollywood, Florida. Then in July 1998, the railroad was sold again to American Heritage Railways. At the time, American Heritage Railways was headquartered in Coral Gables, Florida. Since then their headquarters have been moved to Durango, Colorado. The D&SNG has two museums, one each in Durango and Silverton."}
+{"text":"As of 2021, the Durango and Silverton Narrow Gauge Railroad operates coal-fired and converted oil-fired steam engines and diesel engines."}
+{"text":"The steam-powered locomotives used today on the Durango and Silverton Narrow Gauge Railroad were built during the 1920s. There are three classes, K-28, K-36 and K-37, which are all based on wheel arrangement and pulling power of the locomotive. Of the nine steam locomotives currently owned by the D&SNG, Nos. 473, 476, 478, 480, 481, 482, 486 and 493 are all operational. However, locomotive No. 478 is currently sitting on display in the D&SNG Museum awaiting a future overhaul."}
+{"text":"The \"K\" represents the nickname \"Mikado\" that describes a locomotive with two non-powered, pivoting wheels in front of eight driving wheels, which are connected to driving rods powered by the engine's pistons and finally two non-powered trailer wheels located under the cab. The name comes from the fact that the first significant use of the type was a series built by Baldwin Locomotive Works for the Japanese Railways in 1887."}
+{"text":"The numbers 28 and 36 designate the tractive effort (pulling force) of the locomotives in thousands of pounds. The tractive effort of K-28s is rated at and the tractive effort of a K-36 is a . The weight of a K-28 with a full tender is and a K-36 weighs with a full tender."}
+{"text":"Out of the original ten only three 470s remain and all are owned and operated by the D&SNG. The other seven were requisitioned by the United States Army in 1942 to be used on the White Pass & Yukon Route in Alaska during World War II. They were later dismantled for scrap in 1946."}
+{"text":"Locomotives 473, 476 and 478 operated on many parts of the D&RGW. Engine 473 served frequently on the \"Chili Line\" that operated between Antonito, Colorado and Santa Fe, New Mexico. 473 served on the \"Chili Line\" until it was abandoned in 1941. 476 and 478 saw an extensive service on the \"San Juan\" passenger train, which ran between Durango, Colorado and Alamosa, Colorado until 1951. 473, 476 and 478 operated on the Silverton Branch from the 1950s through 1980 and are still in service today."}
+{"text":"In July 2015, the D&SNG and C&TSRR had announced that a trade that proposed that the 478 should go to Chama, New Mexico, and in exchange, the D&SNG would get K-36 class No. 483, which had not seen operation in several years. Since the swap failed to go through, the D&SNG announced in June 2016 that they were going to restore 476 to operating condition and place 478 in the museum."}
+{"text":"The D&SNG owns four K-36s: Nos. 480, 481, 482 and 486, all of which are operational. The Cumbres and Toltec Scenic Railroad (C&TSRR) owns Nos. 483, 484, 487, 488 and 489. Locomotive No. 485, unfortunately, fell into the turntable pit in Salida, Colorado in 1955. It was scrapped for parts thereafter, however, some accessories, running and valve gear was salvaged and used on other locomotives. As of early November 2020, No. 480 is currently undergoing a conversion from burning coal to burning oil and will be the third and last locomotive so far on the D&SNG to be converted to burn oil, the others being K-37 class No. 493 and K-28 class No. 473."}
+{"text":"The D&SNG currently operates eight Diesel engines. Narrow-gauge Diesel engines are just as rare as any other narrow-gauge equipment. Some of the Diesel engines of the D&SNG are of the center-cab style, where the cab straddles the center of the locomotive."}
+{"text":"Below are the Diesel engines currently used by the D&SNG:"}
+{"text":"The Durango and Silverton Narrow Gauge Railroad currently operates over 50 pieces of rolling stock. Some of the cars are the oldest passenger cars in existence."}
+{"text":"Like most of the coaches on the D&SNG, the concession cars are good examples of how coaches were renumbered and rebuilt several times by the D&RGW."}
+{"text":"The D&SNG operates one combination car 213 named Bitter Root Mine, it was previously named Home Ranch and was built in 1983 by the D&SNG. It has a hydraulic lift for passengers in wheelchairs."}
+{"text":"Built in 1883, the Cinco Animas was originally an immigrant sleeper. Immigrant sleepers had very few amenities and had little consideration for passenger comfort. The original Cinco Animas could seat up to thirty passengers. It was turned into a business car in 1913. In 1963 it was purchased by the Cinco Animas Corporation, where it received its present name. Then, in 1982, the Cinco Animas was sold to the D&SNG. It runs daily throughout the summer."}
+{"text":"Built in 1878, the Nomad was originally named Fairplay. In 1886, it was rebuilt as Business Car N. It is reportedly the favorite car of D&RG president William Jackson Palmer. The Fairplay has hosted Presidents William H Taft, Ulysses S Grant and Theodore Roosevelt. While being owned by several parties between 1951 and 1982 the Fairplay was renamed the Nomad. It was acquired by the D&SNG in 1982. Today it is the oldest private railroad coach still in service in the United States. It runs daily throughout the summer."}
+{"text":"The General Palmer was built in 1880 as a business car for the D&RG. In later years it fell into disrepair. It was restored in 2001 at a cost of $250,000 by the D&SNG. Its modern amenities include internet service and a twenty-inch flat paneled television. The General Palmer is exclusively used by owner Allen Harper, his family and guests."}
+{"text":"Built by the D&RG in 1887, it had clerestory roof and bullnose ends. It was finished in ash and seated forty-six. It was rebuilt in 1937 at the Alamosa shops. Vestuable ends, train-line steam heat, electric lights, and deluxe Heywood-Wakefield reclining coach seats for 24 passenger were installed. The D&SNG named coach 312 the Silverton. In the winter of 2007\u20132008 it was rebuilt with overstuffed seating for in a wide three across arrangement and had its name changed to San Juan. It runs during the summer time."}
+{"text":"Was built in 1984 as a coach and was named Hunt. In 2009 it became a family upscale coach. The Prospector features comfortable table and chair style seating. The ceiling of the Prospector features an enlarged route map, making it easy for passengers to follow the train's progress along the route."}
+{"text":"Tall Timber Legend 631 & Tall Timber Legacy 632."}
+{"text":"631 was built in 1985 and named the North Star. 632 was built in 1986 and named Teft. Both cars were built as general passenger cars to help with the increase in passengers. In 2009 the cars were converted with overstuffed seats. They are used mainly to take passengers to Tall Timber to go zip lining."}
+{"text":"Open observation gondolas 400\u2013402 were built in 1963, equipped with passenger car trucks, steel roofs, tile floors and tramway seats. Gondolas 403\u2013405 were built for the 1967 season on The Silverton. Between 1982 and 1985 the D&SNG built Open Observation cars 411 and 412. Open Observation cars 406\u2013409 and 413\u2013416 were built between 1982 and 1986"}
+{"text":"The original Silver Vista was built in 1947 by the D&RGW. It was a popular glass-topped observation car and the only one of its kind. The original Silver Vista was destroyed by a fire in Alamosa in 1953. Because of its popularity, there has been speculation that the D&RGW destroyed it on purpose to drive revenue down so they could abandon the line from Silverton to Antonito. The recreation of the Silver Vista was built in 2006. It runs daily throughout the summer."}
+{"text":"Built in the winter of 1987\u20131988, the Rio Grande was originally railbus trailer 1002 and was painted red. It was used with the Animas Canyon Railway Diesel-powered rail-bus. It was stored from 1992 to 1997, until it was rebuilt as an open observation car 313. It was given number 313, because it resembled the Silver Vista. After the Silver Vista was built in 2006, it became open observation car 410. In the winter of 2006\u20132007 it was again rebuilt into an open air observation car with comfortable and large overstuffed seats for a more expansive view. It runs daily during the summer."}
+{"text":"Caboose No. 0505 was built in 1886 and is stocked with provisions to provide shelter and food."}
+{"text":"Caboose No. 0540 was built in 1881 and is a mini-warehouse, carrying the most common tools and supplies. It is used by Maintenance of Way."}
+{"text":"Is long, and was built in 1886. It was originally known as D&RG No. 1. In 1950 it was sold to Bob Richardson, then again in 1987 to a business in Cripple Creek. In 1993 it was acquired by the D&SNG and was restored to its original condition. It is available for charter and can hold up to eight people."}
+{"text":"Rail camp car No. 3681 is an ex-D&RGW boxcar. It was rebuilt by the D&SNG in 1984 with a kitchen, a bathroom and beds. It is pulled to Cascade Canyon Wye for elegant camping. It can hold a group of up to eight people."}
+{"text":"The D&SNG operates two museums, the D&SNG Museum and the Silverton Freight Yard Museum. They both feature historic locomotives and railway equipment used on the D&RGW line."}
+{"text":"Opened in 1998, the D&SNG Museum is a tribute to railroading nationally and southwest Colorado. The museum is located in the Durango roundhouse. Half the roundhouse is used for the steam engines and the other half is for the museum. The museum features memorabilia from the D&RGW and other railroads. It also features many artifacts from the Durango and Silverton areas. There is an HO train layout in the museum. It depicts a narrow-gauge railroad similar to the D&RGW. There is also a movie coach that was used in the filming of Butch Cassidy and the Sundance Kid, where the railroad's informational and educational films are featured."}
+{"text":"Originally built as flat car No. 6630, it was rebuilt in 1968 as a baggage car for the film Butch Cassidy and the Sundance Kid. No. 127 was the third concession car built by the D&SNG. It saw limited service and acted as a backup concession car. No. 127 is now used as a movie theater in the museum."}
+{"text":"The Silverton Freight Yard Museum was opened in 1999 and is located at the Silverton depot and rail yard. On display are outfit cars, some equipped with kitchen facilities and side-dumped gondolas. In the Silverton depot are local artifacts."}
+{"text":"Beginning May 7, 1988 a new Diesel-hydraulic motorcar and trailer railbus began making trips out of Rockwood, Colorado up the Animas canyon. The new company Animas River Railway was incorporated by the D&SNG, in order to preserve the integrity of its own claim of \"100% coal-fired steam locomotives\". The railbus hauled hikers and fishermen into the canyon from Rockwood. Operations for the Animas River Railway were run out of Rockwood. Former mail baggage car 66 was used as the ticket window, office and waiting room for the railway."}
+{"text":"Built in 1987\u201388 winter, motorcar 1001 was named Tamarron. It could seat 32 people and had a six-cylinder Caterpillar engine. It also had a baggage compartment and restroom. The trailer 1002 could seat 48 in longitudinal seats."}
+{"text":"The first railbus trip left at 7:30\u00a0a.m. on May 7 for Elk Park. There were 12:30\u00a0p.m. and 6:00\u00a0p.m. trips to Cascade Canyon. The season for the Animas River Railway was supposed to last from May 7 through October 30, but lasted until September 4 due to mechanical problems."}
+{"text":"The railbus was repaired and began operations on May 6, 1989. A 12:01\u00a0p.m. trip for Cascade Canyon ran until October 29. From May 27 through September 15 Elk Park trips ran at 7:30\u00a0a.m. and 3:30\u00a0p.m."}
+{"text":"The schedule for the Animas River Railway remained the same. The last excursion of the Animas River Railway was on September 23 from Rockwood to Cascade. Patronage never met expectations and has not operated since."}
+{"text":"During the 2002 Missionary Ridge Fire, the D&SNG voluntarily shut down steam service. To help continue service, motorcar 1001 now RB-1 and trailer 1002 now 313 took people out to Elk Park from Silverton."}
+{"text":"Just as narrow-gauge equipment and parts are rare, narrow-gauge railroads are rare these days too. When narrow-gauge pieces of equipment come back to life there are very few places in the United States where they can run. Many of these pieces run during the railroad's annual Railfest held every August. Below are some pieces of narrow-gauge equipment that visit the D&SNG railroad."}
+{"text":"Eureka and Palisade No. 4 is a Class 8\/18 C 4-4-0 locomotive, built in 1875 by Baldwin Locomotive Works. It originally was owned by the Eureka and Palisade Railroad, and was later sold to the Sierra Nevada Wood and Lumber Company. In 1938, it was sold to Warner Bros. and was used in many films. Eventually, the engine went to the Old Vegas amusement park in Henderson, Nevada, where it became badly damaged by a fire. Finally, it was bought by Dan Markoff and restored to operating condition. Dan privately owns the engine, and on occasion brings it to various railroads to operate, including the D&SNG."}
+{"text":"The Casey Jones railbus was built in 1915 out of a Model T and is a predecessor of the Galloping Goose. It was originally designed to be an ambulance servicing the Sunnyside Mine in Eureka, Colorado. It was often used by mine officials to commute to Silverton. It has room for 11 passengers. The Casey Jones is owned by the San Juan Historical Society. In the summer months it is on a siding near the Silverton Depot and in the winter it is on display at the D&SNG Museum in Durango."}
+{"text":"Galloping Goose No. 5 went into service on June 8, 1933 and was built by the Rio Grande Southern railroad. It was built with a 1928 Pierce-Arrow limousine body and running gear. It was rebuilt in 1946\/47, using a World War II surplus GMC gasoline truck engine and a Wayne Corporation school bus body. In 1950, the freight\/mail compartment was converted to carry 20 additional passengers for sightseeing trips. After RGS was scrapped in 1953, Galloping Goose No. 5 came to rest in Dolores, Colorado. Galloping Goose No. 5 was completely restored to operating condition in 1998 by the Galloping Goose Historical Society in Dolores, Colorado. It visits both the D&SNG and Cumbres and Toltec Scenic Railroad."}
+{"text":"SP No. 18 is a narrow-gauge 4-6-0 \"Ten Wheeler\" type locomotive built in 1911 by Baldwin Locomotive Works. It arrived to Durango on lease from the Eastern California Museum in November 2018 and it stayed until October 2019. It was used for oil-fired testing in preparation for the D&SNG's conversion of some of their steam locomotives from coal to oil for fuel. On April 8th, 2021 it was announced that No. 18 is returning to Durango & Silverton from April 2021 to October 2021 and on April 11th it departed for Durango, Colorado via truck."}
+{"text":"The train is the subject of the song \"The Silverton\", by C. W. McCall."}
+{"text":"The Sons of Katy Elder, 1965 starring John Wayne, Dean Martin."}
+{"text":"The Ferdinand Magellan (also known as U.S. Car. No. 1) is a former Pullman Company observation car that served as Presidential Rail Car, U.S. Number 1 from 1943 until 1958. It is named after the Portuguese explorer. The current owner, Gold Coast Railroad Museum in Miami-Dade County, Florida, acquired it in 1959. The \"Ferdinand Magellan\" was designated a National Historic Landmark by the United States Department of the Interior, National Park Service on February 4, 1985."}
+{"text":"The \"Ferdinand Magellan\" was built in 1929 by the Pullman Company in Lot 6246, Plan 3972B as a private car. It was one of six similar cars constructed in two batches - four on Lot 6037, and two on Lot 6246. They were named after famous explorers: David Livingstone, Henry Stanley, Marco Polo, Robert Peary (on Lot 6037), Roald Amundsen and Ferdinand Magellan (on Lot 6246)."}
+{"text":"After the United States entered World War II, it was suggested by Secret Service agent Mike Reilly and White House Press Secretary Stephen Early that President Franklin D. Roosevelt needed a specially equipped and armored car rather than using standard equipment provided by the Pullman Company. The \"Ferdinand Magellan\" was selected, and the Pullman Company rebuilt the car. The \"Ferdinand Magellan\" became the first passenger railcar built for a President since the War Department had built a special car for the use of Abraham Lincoln in 1865."}
+{"text":"The other Lot 6246 car, \"Roald Amundsen\" has also been preserved and listed on the National Register of Historic Places."}
+{"text":"When the \"Ferdinand Magellan\" was rebuilt for service as United States Railcar No. 1, the original six bedrooms in the car were reduced to four, and the dining room and observation lounge were enlarged. Two of the bedrooms were a suite for the President and the First Lady, with a fully equipped bathroom, including a bathtub, connecting the two bedrooms. The dining room could also be used as a conference room. It has a solid mahogany table that measures and seats eight. The front end of the car held quarters for two stewards, a pantry, a galley, mechanical equipment, storage and ice bunkers."}
+{"text":"President Roosevelt's first trip in the \"Ferdinand Magellan\" was to Miami, Florida, where he boarded a Pan American World Airways flying boat for his trip to the Casablanca Conference in 1943. He traveled approximately 50,000 miles (81,500\u00a0km) in the car in the next two years, using it for the last time on a trip to Warm Springs, Georgia two weeks before he died there."}
+{"text":"Like other observation cars of its era, the \"Ferdinand Magellan\" had an open platform on the rear end of the car. Observation cars were normally placed at the end of a train, so that the occupants of the car had an unobstructed view in three directions. This is the platform from which Harry Truman gave his \"whistlestop\" campaign speeches. During the campaign the car travelled more than 28,000 miles (46,284\u00a0km), and Truman gave almost 350 speeches from the rear platform. The famous photograph of Truman holding the incorrect \"Dewey Defeats Truman\" headline was taken while the president was standing on the platform of the railcar."}
+{"text":"President Dwight D. Eisenhower made little use of the \"Ferdinand Magellan\". He travelled a few times in it to his farm in Gettysburg, Pennsylvania, to visit his brother, Milton S. Eisenhower who was President of The Pennsylvania State University, in University Park, Pennsylvania, and once to Ottawa where he addressed the Parliament of Canada. The car was last used officially in 1954, when Mamie Eisenhower rode it to Groton, Connecticut, to christen the first nuclear powered submarine \"Nautilus\"."}
+{"text":"The railcar was declared surplus and offered to the Smithsonian Institution in 1958, but the Smithsonian did not act on the offer, and the Gold Coast Railroad Museum was able to acquire it."}
+{"text":"In 1984 the \"Ferdinand Magellan\" came back to life, when it was briefly loaned to the presidential re-election campaign of President Ronald Reagan, who gave a series of \"whistlestop\" speeches from the rear platform during a one-day trip in Ohio, on October 12, 1984."}
+{"text":"President Reagan's five-stop train journey, had involved transporting the train from Florida to Ohio, re-assembling it, and putting it back into commission."}
+{"text":"Over 100,000 people came to see the President, who at each stop cited the memory of Truman and said, 'Mr. Truman could also make very plain the differences between himself and his opponent, And, my friends, that's just what we're going to do today.'"}
+{"text":"'It was super,' remarked campaign director Ed Rollins. 'The President loved it.'"}
+{"text":"President Reagan's journey was the last time the car was used."}
+{"text":"Named for its founder, the automobile industrialist Henry Ford, and based on his efforts to preserve items of historical interest and portray the Industrial Revolution, the property houses homes, machinery, exhibits, and Americana of historically significant items as well as common memorabilia, both of which help to capture the history of life in early America. It is one of the largest such collections in the nation."}
+{"text":"Architect Robert O. Derrick designed the museum with a exhibit hall that extends behind the main fa\u00e7ade. The fa\u00e7ade spans and incorporates facsimiles of three structures from Independence National Historical Park in Philadelphia \u2013 Old City Hall, Independence Hall and Congress Hall."}
+{"text":"The Edison Institute was dedicated by President Herbert Hoover to Ford's longtime friend Thomas Edison on October 21, 1929 \u2013 the 50th anniversary of the first successful incandescent light bulb. The attendees included Marie Curie, George Eastman, John D. Rockefeller, Will Rogers, Orville Wright, and about 250 others. The dedication was broadcast on radio with listeners encouraged to turn off their electric lights until the switch was flipped at the Museum."}
+{"text":"The Edison Institute was, at first, a private site for educational purposes only, but after numerous inquiries about the complex, it was opened as a museum to the general public on June 22, 1933. It was originally composed of the Henry Ford Museum, Greenfield Village, and the Greenfield Village Schools (an experimental learning facility). Initially, Greenfield Village and the Henry Ford Museum were owned by the Ford Motor Company, which is currently a sponsor of the school and cooperates with the Henry Ford to provide the Ford Rouge Factory Tour. The Henry Ford is sited between the Ford Dearborn Development Center and several Ford engineering buildings with which it shares the same style gates and brick fences."}
+{"text":"In 1970, the museum purchased what it believed to be a 17th-century Brewster Chair, created for one of the Pilgrim settlers in the Plymouth Colony, for $9,000. In September 1977, the chair was determined to be a modern forgery created in 1969 by Rhode Island sculptor Armand LaMontagne. The museum retains the piece as an educational tool on forgeries."}
+{"text":"In the early 2000s, the museum added an auditorium to the building's south corner. This housed an IMAX theater until January 2016 when museum management decided to change formats for the facility to better fit with its mission. The renovated theater reopened in April of that year."}
+{"text":"The Henry Ford Museum of American Innovation began as Henry Ford's personal collection of historic objects, which he began collecting as far back as 1906. Today, the 12 acre (49,000 m\u00b2) site is primarily a collection of antique machinery, pop culture items, automobiles, locomotives, aircraft, and other items:"}
+{"text":"Behind the scenes, the Benson Ford Research Center uses the resources of The Henry Ford, especially the photographic, manuscript and archival material which is rarely displayed, to allow visitors to gain a deeper understanding of American people, places, events, and things. The Research Center also contains the Ford Motor Archives."}
+{"text":"To commemorate the 100th anniversary of the sinking of the RMS \"Titanic\", the Henry Ford Museum exhibited a vast array of artifacts and media documenting the \"Titanic\"s voyage and demise. The exhibit was hosted from 31 March to 30 September 2012."}
+{"text":"There are various modes of historic transportation in the Village providing rides for visitors, which utilize authentic Ford Model Ts, a 1931 Ford Model AA bus (one of about 15 known to exist), horse-drawn omnibuses, and trains pulled by steam locomotives."}
+{"text":"The rail line on which the steam locomotives in Greenfield Village presently run originally consisted of a simple straight stretch of track along the northern edge of the museum property, and has been present ever since Greenfield Village was dedicated in 1929. The rail line, now named the Weiser Railroad, was later expanded into a continuous loop around the perimeter of the museum property, which was completed in stages between 1971 and 1972. This passenger line is long and has four stations. All of the railroad's stations consist solely of single side platforms except for the station in the Railroad Junction section, which also includes the relocated Smiths Creek Depot building originally built for the Grand Trunk Railway in 1858."}
+{"text":"The line utilizes a modern replica of a Detroit, Toledo & Milwaukee Railroad (DT&M) roundhouse built in 1884. At the time it was opened to the public in 2000, the new DT&M Roundhouse replica was one of only seven working roundhouses open to the public in the United States."}
+{"text":"The railroad, unusual for a heritage railroad built purposely for tourism, has a direct connection to the United States National Railroad Network. The line to which it connects is a section of the Michigan Line owned by MDOT and is used by Amtrak's \"Wolverine\" service, which runs between Chicago, Illinois and Pontiac, Michigan. In the past, Amtrak's Greenfield Village station provided direct access to Greenfield Village near the Weiser Railroad's Smiths Creek Depot for reserved tour groups of twenty or more. It was consolidated in December 2014 with the new John D. Dingell Transit Center. The new transit center is adjacent to the Henry Ford museum complex and has a gate allowing access to the complex via a short walk."}
+{"text":"Each year the Village honors the sacrifices and achievements of those who fought in the American Civil War. The Civil War Remembrance event takes place Memorial Day weekend (Sat-Mon) every year. An estimated 750,000 people died during the Civil War. The Civil War Remembrance is a weekend event, which includes hundreds of Union and Confederate reenactors, musicians and historic presenters. This event features more than 400 Civil War reenactors who spend the entire weekend in the Village. Greenfield Village provides many opportunities in order to learn about the Civil War: exhibits, presentations, battle reenactments, concerts, short plays, hands-on activities and Q&A with historians."}
+{"text":"Motor Muster is one of two car shows that take place annually in Greenfield Village. Motor Muster is traditionally held on Father's Day weekend. This event currently features cars built from 1932\u20131976, and features between 600\u2013800 cars. Special attractions include car judging, and Pass in Review in which experts discuss highlights of the passing cars."}
+{"text":"Every summer the Henry Ford has a Summer Camp. It takes place inside Greenfield Village and the Henry Ford Museum between June and August. It is for children in grades 2-9. Each grade level has a different theme and children who participate in the Summer Camp have the opportunity to look at both the Henry Ford Museum of American Innovation and Greenfield Village from different perspectives. Children participate in activities such as: apprenticeships, canoeing, glass blowing and other age-dependent activities."}
+{"text":"The World Tournament of Historical Base Ball takes place every year in August. Guests get to take a step back in time to 1867 as vintage base ball clubs from around the country compete by the game's early rules in a two-day exposition of historic base ball. The clubs engage in two days of throwing, batting and competition. The event is included in Greenfield Village admission."}
+{"text":"For four nights around Independence Day, the Detroit Symphony Orchestra performs a patriotic concert on Walnut Grove in the Village. Attendance ranges from 5000 to 9500 per evening."}
+{"text":"This weekend event in July was first presented in 2007 and ran annually through 2015. Ragtime Street Fair featured dozens of live performers, including the River Raisin Ragtime Revue, \"Perfessor\" Bill Edwards, Mike Montgomery, Nan Bostick, Taslimah Bey, John Remmers, and Tartarsauce Traditional Jazz Band, who celebrated the Ragtime era (ca. 1900\u20131917). The event also featured silent movies, phonograph demonstrations, a cake walk, a cutting contest, and a musical revue in Town Hall as well as the 1912 presidential campaign of Theodore Roosevelt. Instruction in the ragtime one-step was provided free of charge at this event."}
+{"text":"The Old Car Festival takes place every year in September. The Old Car Festival has been held on the first weekend after Labor Day since 1955. The festival takes over the streets and grounds of Greenfield Village with the sights, sounds, and smells of hundreds of authentic vehicles from the 1890s through 1932. This event features 500\u2013700 cars. Special events include car judging, Pass in Review, the gaslight tour, and car races on the Walnut Grove field. Guests can take a self-guided tour of the exposition and talk to the owners of the treasured vehicles. Visitors can watch a Model T be assembled in just minutes, attend presentations, and hear experts share information about the vintage vehicles."}
+{"text":"The Village's Halloween celebration features decorations, a headless horseman, witches, other costumed characters, treats and activities for visitors. It is held Thursday, Friday, Saturday and Sunday evenings in October."}
+{"text":"The Christmas season has traditionally been popular in Greenfield Village. Many buildings feature period decorations and the Village is open for self-guided strolls. An ice skating rink is available. Visitors can view live entertainment and costumed presenters or ride in a horse-drawn carriage or Model T."}
+{"text":"The Ford Rouge Factory Tour is a first-hand journey behind the scenes of a modern, working automobile factory. Boarding buses at the Henry Ford Museum, visitors are taken to the River Rouge Plant and Dearborn Truck Plant, an industrial complex where Ford has built cars since the Model A that once employed 100,000 people."}
+{"text":"In 2003, the Ford Rouge Factory, the manufacturing facility for the Ford F-Series truck, reopened following extensive renovations. When it reopened in 2003, as sustainable architecture (Gold LEED Building) led by noted 'green' architect William McDonough, it also opened a new state-of-the-art visitor center highlighting the factory's sustainable aspects and educating visitors on the legacy of the historic manufacturing facility as well as the vehicle manufacturing process that takes place within the manufacturing plant. The visitor experiences, designed by award-winning experience designer Bob Rogers and the design team BRC Imagination Arts, offers two multi-screen theaters, numerous touchscreen interpretive displays and overlook the world's largest \"Green\" roof, atop the factory. Visitors then walk through the working assembly plant."}
+{"text":"The Bollman Truss Railroad Bridge at Savage, Maryland is the sole surviving example of a revolutionary design in the history of American bridge engineering. The double-span is a suspension truss bridge. The first Bollman bridge was installed on the site; however, the current bridge is not the original. The current bridge was built in 1852 and moved to the site thirty years later. It is one of the oldest standing iron railroad bridges in the United States. Currently, however, it is in use carrying the Savage Mill Trail across the Little Patuxent River."}
+{"text":"The Bollman design was the first successful all-metal bridge design to be adopted and consistently used on a railroad. The type was named for its inventor, Wendel Bollman, a self-educated Baltimore civil engineer. Bollman formed two companies in Baltimore, the W. Bollman and Company and the Patapsco Bridge Company, to market the bridge in North and South America."}
+{"text":"In 1966 the American Society of Civil Engineers introduced a new program, designating the bridge as the first-ever Historic Civil Engineering Landmark. The bridge was listed on the National Register of Historic Places on December 18, 1972, and was designated a National Historic Landmark on February 16, 2000."}
+{"text":"It was the first successful all-metal bridge design to be adopted and consistently used on a railroad. The design employs wrought iron tension members and cast iron compression members. It was an improvement over wooden structures, as the independent structural units lessened the possibility of structural failure. Patented on January 6, 1852, the company built about a hundred of these bridges through 1873. Their durability and ease of assembly greatly facilitated expansion of American railroads in this period. Bollman's Wills Creek Bridge has also survived, but it employs a different type of truss system."}
+{"text":"The truss includes decorative elements, such as Doric styled vertical members. The cast iron end towers, which bear transfer the weight of the structure to the abutments and pier, are also detailed. A decorative and protective metal enclosure at the top of the towers was lost to vandalism, but was replaced during the restoration work. Metal strips at each portal read \"W. BOLLMAN, PATENTEE\", \"BALTIMORE, MD.\", \"BUILT BY B&O R.R. CO.\", \"1869\" AND \"RENEWED 1866\". Replicas of the original strips were installed during the restoration."}
+{"text":"The bridge was brightly painted, using red oxide for the towers and the heavier compression members and an ivory color for the lighter tension members. The bridge was originally painted in a three color scheme, documented in black and white photography, with specific shades unknown."}
+{"text":"Ilchester, MD - Built in 1869 in Ilchester Maryland for the B & O Railroad to replace the stone Patterson Viaduct which was destroyed by flood in 1868."}
+{"text":"The cable cars are separate from San Francisco's heritage streetcars, which operate on Market Street and the Embarcadero, as well as from the more modern Muni Metro light rail system."}
+{"text":"Service was suspended in March 2020 during the COVID-19 pandemic. , service on the Powell\u2013Hyde line is expected to resume in fall 2021."}
+{"text":"In 1869, Andrew Smith Hallidie had the idea for a cable car system in San Francisco, reportedly after witnessing an accident in which a streetcar drawn by horses over wet cobblestones slid backwards, killing the horses."}
+{"text":"The first successful cable-operated street running train was the Clay Street Hill Railroad, which opened on August 2, 1873. The promoter of the line was Hallidie, and the engineer was William Eppelsheimer. The line involved the use of grip cars, which carried the grip that engaged with the cable, towing trailer cars; the design was the first to use grips. The term \"grip\" became synonymous with the operator."}
+{"text":"The line started regular service on September 1, 1873, and its success led it to become the template for other cable car transit systems. It was a financial success, and Hallidie's patents were enforced on other cable car promoters, making him wealthy."}
+{"text":"Accounts differ as to the precise degree of Hallidie's involvement in the inception of the line, and to the exact date on which it first ran."}
+{"text":"The next cable car line to open was the Sutter Street Railway, which converted from horse operation in 1877. This line introduced the side grip, and lever operation, both designed by Henry Casebolt and his assistant Asa Hovey, and patented by Casebolt. This idea came about because Casebolt did not want to pay Hallidie royalties of $50,000 a year for the use of his patent. The side grip allowed cable cars to cross at intersections."}
+{"text":"In 1878, Leland Stanford opened his California Street Cable Railroad (Cal Cable). This company's first line was on California Street, and is the oldest cable car line still in operation. In 1880, the Geary Street, Park & Ocean Railway began operation. The Presidio and Ferries Railway followed two years later, and was the first cable company to include curves on its routes. The curves were \"let-go\" curves, in which the car drops the cable and coasts around the curve on its own momentum."}
+{"text":"In 1883, the Market Street Cable Railway opened its first line. This company was controlled by the Southern Pacific Railroad and would grow to become San Francisco's largest cable car operator. At its peak, it operated five lines, all of which converged on Market Street to a common terminus at the Ferry Building. During rush hours, cars left that terminus every 15 seconds."}
+{"text":"In 1888, the Ferries and Cliff House Railway opened its initial two-line system. The Powell\u2013Mason line is still operated on the same route today; their other route was the Powell\u2013Washington\u2013Jackson line, stretches of which are used by today's Powell\u2013Hyde line. The Ferries & Cliff House Railway was also responsible for the building of a car barn and powerhouse at Washington and Mason, and this site is still in use today. In the same year, it also purchased the original Clay Street Hill Railway, which it incorporated into a new Sacramento\u2013Clay line in 1892."}
+{"text":"In 1889, the Omnibus Railroad and Cable Company became the last new cable car operator in San Francisco. The following year the California Street Cable Railroad opened two new lines, these being the last entirely new cable car lines built in the city. One of them was the O'Farrell\u2013Jones\u2013Hyde line, the Hyde section of which still remains in operation as part of the current Powell\u2013Hyde line."}
+{"text":"In all, twenty-three lines were established between 1873 and 1890."}
+{"text":"The first electric streetcars in San Francisco began operation in 1892 under the auspices of the San Francisco and San Mateo Electric Railway. At that time, it was estimated that it cost twice as much to build and six times as much to operate a line with cable cars as with electric streetcars."}
+{"text":"By the beginning of 1906 many of San Francisco's remaining cable cars were under the control of the United Railroads of San Francisco (URR), although Cal Cable and the Geary Street Company remained independent. URR was pressing to convert many of its cable lines to overhead electric traction, but this was met with resistance from opponents who objected to what they saw as ugly overhead lines on the major thoroughfares of the city center."}
+{"text":"Those objections disappeared after the 1906 San Francisco earthquake. The quake and resulting fire destroyed the power houses and car barns of both the Cal Cable and the URR's Powell Street lines, together with the 117 cable cars stored within them. The subsequent race to rebuild the city allowed the URR to replace most of its cable car lines with electric streetcar lines. At the same time the independent Geary Street line was replaced by a municipally owned electric streetcar line \u2013 the first line of the San Francisco Municipal Railway (Muni)."}
+{"text":"By 1912, only eight cable car lines remained, all with steep gradients impassable to electric streetcars. In the 1920s and 1930s, these remaining lines came under pressure from the much improved buses of the era, which could now climb steeper hills than the electric streetcar. By 1944, the only cable cars remaining were the two Powell Street lines \u2013 by then under municipal ownership, as part of Muni \u2013 and the three lines owned by the still-independent Cal Cable."}
+{"text":"In 1947, Mayor Roger Lapham proposed the closure of the two municipally owned lines. In response, a joint meeting of 27 women's civic groups, led by Friedel Klussmann, formed the \"Citizens' Committee to Save the Cable Cars\". In a famous battle of wills, the citizens' committee eventually forced a referendum on an amendment to the city charter, compelling the city to continue operating the Powell Street lines. This passed overwhelmingly, by 166,989 votes to 51,457."}
+{"text":"In 1951, the three Cal Cable lines were shut down when the company was unable to afford insurance. The city purchased and reopened the lines in 1952, but the amendment to the city charter did not protect them, and the city proceeded with plans to replace them with buses. Again Klussmann came to the rescue, but with less success. The result was a compromise that formed the current system: a protected system made up of the California Street line from Cal Cable, the Powell\u2013Mason line already in municipal ownership, and a third hybrid line formed by grafting the Hyde Street section of Cal Cable's O'Farrell-Jones-Hyde line onto a truncated Powell\u2013Washington\u2013Jackson line, now known as the Powell\u2013Hyde line."}
+{"text":"This solution required some rebuilding to convert the Hyde Street trackage and terminus to operation by the single-ended cars of the Powell line, and also to allow the whole system to be operated from a single car barn and power house. Much of the infrastructure remained unchanged from the time of the earthquake."}
+{"text":"Since 1984, Muni has continued to upgrade the system. Work has included rebuilding of another historical car, the building of nine brand new replacement cars, the building of a new terminal and turntable at the Hyde and Beach terminus, and a new turntable at the Powell and Market terminus."}
+{"text":"The cable cars are principally used by tourists rather than commuters. The system serves an area of the city that is already served by a large number of buses and trolleybuses. The two lines on Powell Street (Powell\u2013Hyde and Powell\u2013Mason) both serve only residential and tourist\/shopping districts (Union Square, Chinatown, North Beach, Nob Hill, Aquatic Park and Fisherman's Wharf), with the \"downtown\" end of both lines a substantial distance from the Financial District. The California Street Line is used more by commuters, due to its terminus in the Financial District."}
+{"text":"In 2006, then-Mayor Gavin Newsom reported that he had observed several conductors pocketing cash fares from riders without receipt. The following year, the San Francisco auditor's office reported that the city was not receiving the expected revenue from cable cars, with an estimated 40% of cable car riders riding for free. Muni's management disputed this figure and pointed out that safe operation, rather than revenue collection, is the primary duty of conductors. In 2017, after an audit showing that some conductors were \"consistently turn[ing] in low amounts of cash\", as well as a sting operation, one conductor was arrested on charges of felony embezzlement."}
+{"text":"Among U.S. mass transportation systems the cable cars have the most accidents per year and per vehicle mile, with 126 accidents and 151 injuries reported in the 10 years ending 2013. In the three years ending 2013 the city paid some $8\u00a0million to settle four dozen cable car accident claims."}
+{"text":"The system was shut down in March 2020 to protect operators during the COVID-19 pandemic, as cable cars do not offer a compartment separating them from passengers (unlike Muni buses, which kept running). , service on the Powell\u2013Hyde line is expected to resume in fall 2021."}
+{"text":"There are four separate cables: one length and one length for the Hyde and Mason segments, a length for their common Powell section, and one length for the California Street line."}
+{"text":"Apart from the cable itself (which exerts a braking force when going downhill), the cable cars use three separate braking systems:"}
+{"text":"The current cable car network consists of three routes. The Powell\u2013Hyde and Powell\u2013Mason lines use \"single-ended\" cars, which must be looped or turned around like a bus at the end of the line; the single-ended cable cars use manual non-powered turntables to rotate the car. There are three street turntables to do this, one at the end of each of the three terminals: at Market & Powell Streets, Taylor & Bay Streets, and Hyde & Beach Streets, with a fourth turntable located inside the car barn on Washington and Jackson Streets."}
+{"text":"There is also a set of non-revenue tracks from the California Street line along Hyde Street to join the Powell\u2013Hyde line at Hyde and Washington. This connection exists to enable California Street cars to reach the car barn."}
+{"text":"A small signal tower controls the crossing of the lines at the intersection of California Street and Powell Street. It has been rebuilt in 1907, 1937, 1967, and 2020\u20132021."}
+{"text":"The system generally starts operating at 5:32am each day and shuts down at 1:30am."}
+{"text":"The cable car system connects at both its terminals on Market Street with the F Market heritage streetcar line. The Taylor and Bay terminal, and the Hyde and Beach terminal, are both short walks from the F Market line. The system connects with other MUNI lines and BART at the Powell & Market and California & Drumm terminals."}
+{"text":"As of January 1, 2020, riding a cable car costs $8 for a single ride, except for seniors riding before 7am or after 9pm when the senior fare is $4. $8 Cable Car Souvenir Tickets are sold in advance and include a San Francisco souvenir as well as a single ride. Beside these single ride tickets, cable car rides are included in monthly Muni passes, as well as 1-day, 3-day, 7-day passes, and the CityPASS program. Passes loaded on a Clipper card can be read by the conductor with a mobile device. Transfers or fare receipts are not accepted. In the 1960s, the fare for a single ride was 15 cents."}
+{"text":"In budget year 2012, sales of $6 Cable Car Souvenir Tickets totaled $4,125,386. $6 single rider tickets sold by the cable car conductors totaled $9,888,001. Based on both tickets only, daily ridership of the cable car system was more than 6400. By 2017, the San Francisco Chronicle described the cable cars as a \"cash cow\" for Muni, yielding a yearly revenue of around $30\u00a0million."}
+{"text":"There are 27 cars in rotation when the system is operating. They come in two kinds:"}
+{"text":"Both types of car ride on a pair of four-wheel trucks, to fit the track's narrow gauge. The term \"California Street car\", as in a car running on the California Street line, should not be confused with the term \"California Car\". The latter term applies to all the cable cars currently operating in San Francisco, and is a historical term distinguishing this style of car from an earlier style where the open grip section and the enclosed section were separate four-wheel cars (known as the grip car and trailer)."}
+{"text":"There are 28 single-ended cars available for operation on the Powell lines and 12 double-ended cars on the California Street line. The cable cars are occasionally replaced with new or restored cars, with the old cars being moved to storage for later restoration. There are two cable cars in storage in the cable car museum \/ power house inside the car barn: car numbers 19 and 42, which were used on the Sacramento-Clay and O'Farrell, Jones and Hyde Street lines, respectively."}
+{"text":"The cable-car barn is located between Washington and Jackson Streets just uphill of where Mason Street crosses them. Cars reverse into the barn off Jackson Street and run out into Washington Street, coasting downhill for both moves. To ensure that single-ended cars leave facing in the correct direction, the car barn contains a fourth turntable. Cars are moved around the car barn with the assistance of a rubber-tired tractor."}
+{"text":"As of 2018, the cable-car barn was staffed with 17 mechanics, six custodians, three carpenters, two painters, two supervisors and one superintendent."}
+{"text":"The car barn is situated directly above the power house and the Cable Car Museum. The museum's entrance is at Washington and Mason. It contains several examples of old cable cars, together with smaller exhibits and a shop. Two galleries allow the visitor to overlook the main power house, and also to descend below the junction of Washington and Mason Streets and see the large cavern where the haulage cables are routed out to the street via huge sheaves."}
+{"text":"The car is driven by the \"grip\", whose job requires strength, coordination, and balance. The grip must smoothly grip and release the cable, know the points at which the grip must be released to coast over intersecting lines or places where the cable does not follow the tracks, and maintain clearance from other traffic. The \"conductor\" collects fares, manages crowding, and controls the rear-wheel brakes on some hills."}
+{"text":"On the second or third Thursday each July, a cable car bell-ringing contest is held in Union Square between cable car crews, following a preliminary round held during the second to last or the last week of June. The preliminary round determines which contestants go on to the finals in Union Square, by a process of points awarded by a panel of judges."}
+{"text":"Originally, the cables were powered by stationary steam engines. For the initial three cables, the Ferries & Cliff House Railway constructed a three-story structure to house two 450-horsepower coal-burning steam engines. The building was complete with a 185-foot-tall smokestack to vent away the heavy black smoke created by the Welch anthracite coal that the company burned. Expansion of service required two additional 500-horsepower coal-fired steam engines in 1890, and the number and type of engines continued to vary over time. Coal consumption in 1893 was about 10 tons per day. The system was converted to oil in 1901, and the lessened amount of smoke allowed the smokestack to be shortened to 60\u2019; this shortened smokestack still exists at Washington-Mason today."}
+{"text":"Electric energy started to come in by 1912, when a 600-horsepower General Electric motor came on-line. By 1926, all steam operation of the cable ended when a second complete electrical drive was installed, a 750-horsepower General Electric product. With reduction in the number of cable car lines, the single 750-horsepower electric motor took over the job of running all of the lines. The problem with that configuration was that if one cable car on one line broke down, all lines had to be stopped."}
+{"text":"After the 1984 reconstruction, each of the four cables for the three lines (California, Hyde, Mason and Powell) is separately powered by its own 510-hp electric motor."}
+{"text":"The Brooklyn Bridge is a hybrid cable-stayed\/suspension bridge in New York City, spanning the East River between Manhattan Island and Brooklyn on Long Island. Opened on May 24, 1883, the Brooklyn Bridge was the first fixed crossing of the East River. It was also the longest suspension bridge in the world at the time of its opening, with a main span of and a deck above mean high water. The span was originally called the New York and Brooklyn Bridge or the East River Bridge but was officially renamed the Brooklyn Bridge in 1915."}
+{"text":"The Brooklyn Bridge is the southernmost of four toll-free vehicular bridges connecting Manhattan Island and Long Island, with the Manhattan, Williamsburg, and Queensboro bridges to the north. Only passenger vehicles and pedestrian and bicycle traffic are permitted. A major tourist attraction since its opening, the Brooklyn Bridge has become an icon of New York City. Over the years, the bridge has been used as the location of various stunts and performances, as well as several crimes and attacks. The Brooklyn Bridge has been designated a National Historic Landmark, a New York City landmark, and a National Historic Civil Engineering Landmark."}
+{"text":"The Brooklyn Bridge, an early example of a steel-wire suspension bridge, uses a hybrid cable-stayed\/suspension bridge design, with both horizontal and diagonal suspender cables. Its stone towers are neo-Gothic, with characteristic pointed arches. The New York City Department of Transportation (NYCDOT), which maintains the bridge, says that its original paint scheme was \"Brooklyn Bridge Tan\" and \"Silver\", although a writer for \"The New York Post\" states that it was originally entirely \"Rawlins Red\"."}
+{"text":"To provide sufficient clearance for shipping in the East River, the Brooklyn Bridge incorporates long approach viaducts on either end to raise it from low ground on both shores. Including approaches, the Brooklyn Bridge is a total of long when measured between the curbs at Park Row in Manhattan and Sands Street in Brooklyn. A separate measurement of is sometimes given; this is the distance from the curb at Centre Street in Manhattan."}
+{"text":"The main span between the two suspension towers is long and wide. The bridge \"elongates and contracts between the extremes of temperature from 14 to 16 inches\". Navigational clearance is above mean high water (MHW). A 1909 \"Engineering Magazine\" article said that, at the center of the span, the height above MHW could fluctuate by more than due to temperature and traffic loads, while more rigid spans had a lower maximum deflection."}
+{"text":"The side spans, between each suspension tower and each side's suspension anchorages, are long. At the time of construction, engineers had not yet discovered the aerodynamics of bridge construction, and bridge designs were not tested in wind tunnels. It was coincidental that the open truss structure supporting the deck is, by its nature, subject to fewer aerodynamic problems. This is because John Roebling designed the Brooklyn Bridge's truss system to be six to eight times as strong as he thought it needed to be. However, due to a supplier's fraudulent substitution of inferior-quality cable in the initial construction, the bridge was reappraised at the time as being only four times as strong as necessary."}
+{"text":"The main span and side spans are supported by a structure containing six trusses running parallel to the roadway, each of which is deep. The trusses allow the Brooklyn Bridge to hold a total load of , a design consideration from when it originally carried heavier elevated trains. These trusses are held up by suspender ropes, which hang downward from each of the four main cables. Crossbeams run between the trusses at the top, and diagonal and vertical stiffening beams run on the outside and inside of each roadway."}
+{"text":"An elevated pedestrian and cycling promenade runs in between the two roadways and above them. It typically runs below the level of the crossbeams, except at the areas surrounding each tower. Here, the promenade rises to just above the level of the crossbeams, connecting to a balcony that slightly overhangs the two roadways. The path is generally wide."}
+{"text":"Each of the side spans is reached by an approach ramp. The approach ramp from the Brooklyn side is shorter than the approach ramp from the Manhattan side. The approaches are supported by Renaissance-style arches made of masonry; the arch openings themselves were filled with brick walls, with small windows within. The approach ramp contains nine arch or iron-girder bridges across side streets in Manhattan and Brooklyn."}
+{"text":"Underneath the Manhattan approach, a series of brick slopes or \"banks\" was developed into a skate park, the Brooklyn Banks, in the late 1980s. The park uses the approach's support pillars as obstacles. In the mid-2010s, the Brooklyn Banks were closed to the public because the area was being used as a storage site during the bridge's renovation. The skateboarding community has attempted to save the banks on multiple occasions; after the city destroyed the smaller banks in the 2000s, the city government agreed to keep the larger banks for skateboarding. When the NYCDOT removed the bricks from the banks in 2020, skateboarders started an online petition."}
+{"text":"The Brooklyn Bridge contains four main cables, which descend from the tops of the suspension towers and help support the deck. Two are located to the outside of the bridge's roadways, while two are in the median of the roadways. Each main cable measures in diameter and contains 5,282 parallel, galvanized steel wires wrapped closely together in a cylindrical shape. These wires are bundled in 19 individual strands, with 278 wires to a strand. This was the first use of bundling in a suspension bridge and took several months for workers to tie together. Since the 2000s, the main cables have also supported a series of 24-watt LED lighting fixtures, referred to as \"necklace lights\" due to their shape."}
+{"text":"In addition, 1,520 galvanized steel wire suspender cables hang downward from the main cables, and another 400 cable stays extend diagonally from the towers. These wires hold up the truss structure around the bridge deck."}
+{"text":"Each side of the bridge contains an anchorage for the main cables. The anchorages are trapezoidal limestone structures located slightly inland of the shore, measuring at the base and at the top. Each anchorage weighs . The Manhattan anchorage rests on a foundation of bedrock while the Brooklyn anchorage rests on clay."}
+{"text":"The anchorages both have four anchor plates, one for each of the main cables, which are located near ground level and parallel to the ground. The anchor plates measure , with a thickness of and weigh each. Each anchor plate is connected to the respective main cable by two sets of nine eyebars, each of which is about long and up to thick. The chains of eyebars curve downward from the cables toward the anchor plates, and the eyebars vary in size depending on their position."}
+{"text":"The bridge's two suspension towers are tall with a footprint of at the high water line. They are built of limestone, granite, and Rosendale cement. The limestone was quarried at the Clark Quarry in Essex County, New York. The granite blocks were quarried and shaped on Vinalhaven Island, Maine, under a contract with the Bodwell Granite Company, and delivered from Maine to New York by schooner. The Manhattan tower contains of masonry, while the Brooklyn tower has of masonry."}
+{"text":"Each tower contains a pair of Gothic Revival pointed arches, through which the roadways run. The arch openings are tall and wide. The tops of the towers are located above the floor of each arch opening, while the floors of the openings are above mean water level, giving the towers a total height of above mean high water."}
+{"text":"The Brooklyn side's caisson, which was built first, originally had a height of and a ceiling composed of five layers of timber, each layer tall. Ten more layers of timber were later added atop the ceiling, and the entire caisson was wrapped in tin and wood for further protection against flooding. The thickness of the caisson's sides was at both the bottom and the top. The caisson had six chambers: two each for dredging, supply shafts, and airlocks."}
+{"text":"The caisson on the Manhattan side was slightly different because it had to be installed at a greater depth. To protect against the increased air pressure at that depth, the Manhattan caisson had 22 layers of timber on its roof, seven more than its Brooklyn counterpart had. The Manhattan caisson also had fifty -diameter pipes for sand removal, a fireproof iron-boilerplate interior, and different airlocks and communication systems."}
+{"text":"Washington Roebling himself suffered a paralyzing injury as a result of caisson disease shortly after ground was broken for the Brooklyn tower foundation. His debilitating condition left him unable to supervise the construction in person, so he designed the caissons and other equipment from his apartment, directing \"the completion of the bridge through a telescope from his bedroom.\" His wife Emily Warren Roebling not only provided written communications between her husband and the engineers on site, but also understood mathematics, calculations of catenary curves, strengths of materials, bridge specifications, and the intricacies of cable construction. She spent the next 11 years helping supervise the bridge's construction, taking over much of the chief engineer's duties, including day-to-day supervision and project management."}
+{"text":"After the caissons were completed, piers were constructed on top of each of them upon which masonry towers would be built. The towers' construction was a complex process that took four years. Since the masonry blocks were heavy, the builders transported them to the base of the towers using a pulley system with a continuous -diameter steel wire rope, operated by steam engines at ground level. The blocks were then carried up on a timber track alongside each tower and maneuvered into the proper position using a derrick atop the towers. The blocks sometimes vibrated the ropes because of their weight, but only once did a block fall."}
+{"text":"In 1875, while the towers were being constructed, the project had depleted its original $5\u00a0million budget. Two bridge commissioners, one each from Brooklyn and Manhattan, petitioned New York state lawmakers to allot another $8\u00a0million for construction. Ultimately, the legislators passed a law authorizing the allotment with the condition that the cities would buy the stock of Brooklyn Bridge's private stockholders."}
+{"text":"Work proceeded concurrently on the anchorages on each side. The Brooklyn anchorage broke ground in January 1873 and was subsequently substantially completed in August 1875. The Manhattan anchorage was built in less time, having started in May 1875, it was mostly completed in July 1876. The anchorages could not be fully completed until the main cables were spun, at which point another would be added to the height of each anchorage."}
+{"text":"By December 1876, a steel contract for the permanent cables still had not been awarded. There was disagreement over whether the bridge's cables should use the as-yet-untested Bessemer steel or the well-proven crucible steel. Until a permanent contract was awarded, the builders ordered of wire in the interim, 10 tons each from three companies, including Washington Roebling's own steel mill in Brooklyn. In the end, it was decided to use number 8 Birmingham gauge (approximately 4\u00a0mm or 0.165 inches in diameter) crucible steel, and a request for bids was distributed, to which eight companies responded. In January 1877, a contract for crucible steel was awarded to J. Lloyd Haigh, who was associated with bridge trustee Abram Hewitt, whom Roebling distrusted."}
+{"text":"Further complicating the situation, Washington Roebling had failed to appear at the trustees' meeting in June 1882, since he had gone to Newport, Rhode Island. After the news media discovered this, most of the newspapers called for Roebling to be fired as chief engineer, except for the \"Daily State Gazette\" of Trenton, New Jersey, and the \"Brooklyn Daily Eagle\". Some of the longstanding trustees, including Henry C. Murphy, James S. T. Stranahan, and William C. Kingsley, were willing to vouch for Roebling, since construction progress on the Brooklyn Bridge was still ongoing. However, Roebling's behavior was considered suspect among the younger trustees who had joined the board more recently."}
+{"text":"Construction on the bridge itself was noted in formal reports that Murphy presented each month to the mayors of New York and Brooklyn. For example, Murphy's report in August 1882 noted that the month's progress included 114 intermediate cords erected within a week, as well as 72 diagonal stays, 60 posts, and numerous floor beams, bridging trusses, and stay bars. By early 1883, the Brooklyn Bridge was considered mostly completed and was projected to open that June. Contracts for bridge lighting were awarded by February 1883, and a toll scheme was approved that March."}
+{"text":"There was substantial opposition to the bridge's construction from shipbuilders and merchants located to the north, who argued that the bridge would not provide sufficient clearance underneath for ships. In May 1876, these groups, led by Abraham Miller, filed a lawsuit in the United States District Court for the Southern District of New York against the cities of New York and Brooklyn."}
+{"text":"In 1879, an Assembly Sub-Committee on Commerce and Navigation began an investigation into the Brooklyn Bridge. A seaman who had been hired to determine the height of the span, testified to the committee about the difficulties that ship masters would experience in bringing their ships under the bridge when it was completed. Another witness, Edward Wellman Serrell, a civil engineer, said that the calculations of the bridge's assumed strength were incorrect. The Supreme Court decided in 1883 that the Brooklyn Bridge was a lawful structure."}
+{"text":"The New York and Brooklyn Bridge was opened for use on May\u00a024, 1883. Thousands of people attended the opening ceremony, and many ships were present in the East River for the occasion. Officially, Emily Warren Roebling was the first to cross the bridge. The bridge opening was also attended by U.S. president Chester A. Arthur and New York mayor Franklin Edson, who crossed the bridge and shook hands with Brooklyn mayor Seth Low at the Brooklyn end. Abram Hewitt gave the principal address."}
+{"text":"Though Washington Roebling was unable to attend the ceremony (and rarely visited the site again), he held a celebratory banquet at his house on the day of the bridge opening. Further festivity included the performance by a band, gunfire from ships, and a fireworks display. On that first day, a total of 1,800 vehicles and 150,300 people crossed the span. Less than a week after the Brooklyn Bridge opened, ferry crews reported a sharp drop in patronage, while the bridge's toll operators were processing over a hundred people a minute. However, cross-river ferries continued to operate until 1942."}
+{"text":"The bridge had cost in 1883 dollars (about US$ in ) to build, of which Brooklyn paid two-thirds. The bonds to fund the construction would not be paid off until 1956. An estimated 27 men died during its construction. Since the New York and Brooklyn Bridge was the only bridge across the East River at that time, it was also called the East River Bridge. Until the construction of the nearby Williamsburg Bridge in 1903, the New York and Brooklyn Bridge was the longest suspension bridge in the world, one and a half times longer than any built previously."}
+{"text":"By 1890, due to the popularity of the Brooklyn Bridge, there were proposals to construct other bridges across the East River between Manhattan and Long Island. Although a second deck for the Brooklyn Bridge was proposed, it was thought to be infeasible because doing so would overload the bridge's structural capacity. The first new bridge across the East River, the Williamsburg Bridge, opened upstream in 1903 and connected Williamsburg, Brooklyn, with the Lower East Side of Manhattan. This was followed by the Queensboro Bridge between Queens and Manhattan in March 1909, and the Manhattan Bridge between Brooklyn and Manhattan in December 1909. Several subway, railroad, and road tunnels were also constructed, which helped to accelerate the development of Manhattan, Brooklyn, and Queens."}
+{"text":"While the rebuilding of the span was ongoing, a fallout shelter was constructed beneath the Manhattan approach in anticipation of the Cold War. The abandoned space in one of the masonry arches was stocked with emergency survival supplies for a potential nuclear attack by the Soviet Union; these supplies remained in place half a century later. In addition, defensive barriers were added to the bridge as a safeguard against sabotage."}
+{"text":"Simultaneous with the rebuilding of the Brooklyn Bridge, a double-decked viaduct for the BQE was being built through an existing steel overpass of the bridge's Brooklyn approach ramp. The segment of the BQE from Brooklyn Bridge south to Atlantic Avenue opened in June 1954, but the direct ramp from the northbound BQE to the Manhattan-bound Brooklyn Bridge did not open until 1959. The city also widened the Adams Street approach in Brooklyn, between the bridge and Fulton Street, from between 1954 and 1955. Subsequently, Boerum Place from Fulton Street south to Atlantic Avenue was also widened. This required the demolition of the old Kings County courthouse. The towers were cleaned in 1958 and the Brooklyn anchorage was repaired the next year."}
+{"text":"In August 2016, after the renovation had been completed, the NYCDOT announced that it would conduct a seven-month, $370,000 study to verify if the bridge could support a heavier upper deck that consisted of an expanded bicycle and pedestrian path. , about 10,000 pedestrians and 3,500 cyclists use the pathway on an average weekday. Work on the pedestrian entrance on the Brooklyn side was underway by 2017."}
+{"text":"Horse-drawn carriages have been allowed to use the Brooklyn Bridge's roadways since its opening. Originally, each of the two roadways carried two lanes of a different direction of traffic. The lanes were relatively narrow at only wide. In 1922, motor vehicles were banned from the bridge, while horse-drawn carriages were restricted from the Manhattan Bridge. Thereafter, the only vehicles allowed on the Brooklyn Bridge were horse-drawn."}
+{"text":"Since 1950, the main roadway has carried six lanes of automobile traffic. Because of the roadway's height ( posted) and weight ( posted) restrictions, commercial vehicles and buses are prohibited from using the Brooklyn Bridge. The weight restrictions prohibit heavy passenger vehicles such as pickup trucks and SUVs to use the bridge, though this is not often enforced in practice."}
+{"text":"On the Brooklyn side, vehicles can enter the bridge from Tillary\/Adams Streets to the south, Sands\/Pearl Streets to the west, and exit 28B of the eastbound Brooklyn-Queens Expressway. In Manhattan, cars can enter from both the northbound and southbound FDR Drive, as well as Park Row to the west, Chambers\/Centre Streets to the north, and Pearl Street to the south. However, the exit from the bridge to northbound Park Row was closed after the September 11 attacks because of increased security concerns: that section of Park Row ran under One Police Plaza, the NYPD headquarters."}
+{"text":"Vehicular access to the bridge is provided by a complex series of ramps on both sides of the bridge. There are two entrances to the bridge's pedestrian promenade on either side."}
+{"text":"Formerly, rail traffic operated on the Brooklyn Bridge as well. Cable cars and elevated railroads used the bridge until 1944, while trolleys ran until 1950."}
+{"text":"The New York and Brooklyn Bridge Railway, a cable car service, began operating on September\u00a025, 1883; it ran on the inner lanes of the bridge, between terminals at the Manhattan and Brooklyn ends. Since Washington Roebling believed that steam locomotives would put excessive loads upon the structure of the Brooklyn Bridge, the cable car line was designed as a steam\/cable-hauled hybrid. They were powered from a generating station under the Brooklyn approach. The cable cars could not only regulate their speed on the % upward and downward approaches, but also maintain a constant interval between each other. There were 24 cable cars in total."}
+{"text":"Following the unification of the cities of New York and Brooklyn in 1898, the New York and Brooklyn Bridge Railway ceased to be a separate entity that June and the Brooklyn Rapid Transit Company (BRT) assumed control of the line. The BRT started running through-services of elevated trains, which ran from Park Row Terminal in Manhattan to points in Brooklyn via the Sands Street station on the Brooklyn side. Before reaching Sands Street (at Tillary Street for Fulton Street Line trains, and at Bridge Street for Fifth Avenue Line and Myrtle Avenue Line trains), elevated trains bound for Manhattan were uncoupled from their steam locomotives. The elevated trains were then coupled to the cable cars, which would pull the passenger carriages across the bridge."}
+{"text":"The BRT did not run any elevated train through services from 1899 to 1901. Due to increased patronage after the opening of the Interborough Rapid Transit Company (IRT)'s first subway line, the Park Row station was rebuilt in 1906. In the early 20th century, there were plans for Brooklyn Bridge elevated trains to run underground to the BRT's proposed Chambers Street station in Manhattan, though the connection was never opened. The overpass across William Street was closed in 1913 to make way for the proposed connection. In 1929, the overpass was reopened after it became clear that the connection would not be built."}
+{"text":"A plan for trolley service across the Brooklyn Bridge was presented in 1895. Two years later, the Brooklyn Bridge trustees agreed to a plan where trolleys could run across the bridge under ten-year contracts. Trolley service, which began in 1898, ran on what are now the two middle lanes of each roadway (shared with other traffic). When cable service was withdrawn in 1908, the trolley tracks on the Brooklyn side were rebuilt to alleviate congestion. Trolley service on the middle lanes continued until the elevated lines stopped using the bridge in 1944, when they moved to the protected center tracks. On March\u00a05, 1950, the streetcars also stopped running, and the bridge was redesigned exclusively for automobile traffic."}
+{"text":"The Brooklyn Bridge has an elevated promenade open to pedestrians and cyclists in the center of the bridge, located above the automobile lanes. The promenade is usually located below the height of the girders, except at the approach ramps leading to each tower's balcony. The path is generally wide, though this is constrained by obstacles such as protruding cables, benches, and stairways, which create \"pinch points\" at certain locations. The path narrows to at the locations where the main cables descend to the level of the promenade. Further exacerbating the situation, these \"pinch points\" are some of the most popular places to take pictures. As a result, in 2016, the NYCDOT announced that it planned to double the promenade's width."}
+{"text":"A center line was painted to separate cyclists from pedestrians in 1971, creating one of the city's first dedicated bike lanes. Initially, the northern side of the promenade was used by pedestrians and the southern side by cyclists. In 2000, these were swapped, with cyclists taking the northern side and pedestrians taking the southern side."}
+{"text":"Pedestrian and bicycle access to the bridge from the Brooklyn side is from either the median of Adams Street at its intersection with Tillary Street or a staircase near Prospect Street between Cadman Plaza East and West. In Manhattan, the pedestrian walkway is accessible from crosswalks at the intersection of the bridge and Centre Street, or through a staircase leading to Park Row."}
+{"text":"While the bridge has always permitted the passage of pedestrians, the promenade facilitates movement when other means of crossing the East River have become unavailable. During transit strikes by the Transport Workers Union in 1980 and 2005, people commuting to work used the bridge; they were joined by Mayors Ed Koch and Michael Bloomberg, who crossed as a gesture to the affected public. Pedestrians also walked across the bridge as an alternative to suspended subway services following the 1965, 1977, and 2003 blackouts, and after the September 11 attacks on the World Trade Center."}
+{"text":"During the 2003 blackouts, many crossing the bridge reported a swaying motion. The higher-than-usual pedestrian load caused this swaying, which was amplified by the tendency of pedestrians to synchronize their footfalls with a sway. Several engineers expressed concern about how this would affect the bridge, although others noted that the bridge did withstand the event and that the redundancies in its design\u2014the inclusion of the three support systems (suspension system, diagonal stay system, and stiffening truss)\u2014make it \"probably the best secured bridge against such movements going out of control\". In designing the bridge, John Roebling had stated that the bridge would sag but not fall, even if one of these structural systems were to fail altogether."}
+{"text":"Other notable feats have taken place on or near the bridge. In 1919, Giorgio Pessi piloted what was then one of the world's largest airplanes, the Caproni Ca.5, under the bridge. In 1993, bridge jumper Thierry Devaux illegally performed eight acrobatic bungee jumps above the East River close to the Brooklyn tower."}
+{"text":"On March\u00a01, 1994, Lebanese-born Rashid Baz opened fire on a van carrying members of the Chabad-Lubavitch Orthodox Jewish Movement, striking 16-year-old student Ari Halberstam and three others traveling on the bridge. Halberstam died five days later from his wounds, and Baz was later convicted of murder. He was apparently acting out of revenge for the Hebron massacre of Palestinian Muslims a few days prior to the incident. After initially classifying the killing as one committed out of road rage, the Justice Department reclassified the case in 2000 as a terrorist attack. The entrance ramp to the bridge on the Manhattan side was subsequently dedicated as the Ari Halberstam Memorial Ramp."}
+{"text":"Several potential attacks or disasters have also been averted. In 1979, police disarmed a stick of dynamite placed under the Brooklyn approach, and an artist in Manhattan was later arrested for the act. In 2003, truck driver Iyman Faris was sentenced to about 20 years in prison for providing material support to Al-Qaeda, after an earlier plot to destroy the bridge by cutting through its support wires with blowtorches was thwarted."}
+{"text":"On October 1, 2011, more than 700 protesters with the Occupy Wall Street movement were arrested while attempting to march across the bridge on the roadway. Protesters disputed the police account of the events and claimed that the arrests were the result of being trapped on the bridge by the NYPD. The majority of the arrests were subsequently dismissed."}
+{"text":"On July\u00a022, 2014, the two American flags on the flagpoles atop each tower were found to have been replaced by bleached-white American flags. Initially, cannabis activism was suspected as a motive, but on August\u00a012, 2014, two Berlin artists claimed responsibility for hoisting the two white flags, having switched out the original flags with their replicas. The artists said that the flags were meant to celebrate \"the beauty of public space\" and the anniversary of the death of German-born John Roebling, and they denied that it was an \"anti-American statement\"."}
+{"text":"The 50th-anniversary celebrations on May\u00a024, 1933, included a ceremony featuring an airplane show, ships, and fireworks, as well as a banquet. During the centennial celebrations on May\u00a024, 1983, President Ronald Reagan led a cavalcade of cars across the bridge. A flotilla of ships visited the harbor, officials held parades, and Grucci Fireworks held a fireworks display that evening. For the centennial, the Brooklyn Museum exhibited a selection of the original drawings made for the bridge's construction, including those by Washington Roebling. Media coverage of the centennial was declared \"the public relations triumph of 1983\" by \"Inc.\""}
+{"text":"The 125th anniversary of the bridge's opening was celebrated by a five-day event on May\u00a022\u201326, 2008, which included a live performance by the Brooklyn Philharmonic, a special lighting of the bridge's towers, and a fireworks display. Other events included a film series, historical walking tours, information tents, a series of lectures and readings, a bicycle tour of Brooklyn, a miniature golf course featuring Brooklyn icons, and other musical and dance performances. Just before the anniversary celebrations, artist Paul St George installed the Telectroscope, a video link on the Brooklyn side of the bridge that connected to a matching device on London's Tower Bridge. A renovated pedestrian connection to Dumbo, Brooklyn, was also reopened before the anniversary celebrations."}
+{"text":"At the time of construction, contemporaries marveled at what technology was capable of, and the bridge became a symbol of the era's optimism. John Perry Barlow wrote in the late 20th century of the \"literal and genuinely religious leap of faith\" embodied in the bridge's construction, saying that the \"Brooklyn Bridge required of its builders faith in their ability to control technology\"."}
+{"text":"The Brooklyn Bridge has been listed as a National Historic Landmark since January\u00a029, 1964, and was subsequently added to the National Register of Historic Places on October\u00a015, 1966. The bridge has also been a New York City designated landmark since August\u00a024, 1967, and was designated a National Historic Civil Engineering Landmark in 1972. In addition, it was placed on UNESCO's list of tentative World Heritage Sites in 2017."}
+{"text":"A bronze plaque is attached to the Manhattan anchorage, which was constructed on the site of the Samuel Osgood House at 1\u00a0Cherry Street in Manhattan. Named after Samuel Osgood, a Massachusetts politician and lawyer, it was built in 1770 and served as the first U.S. presidential mansion. The Osgood House was demolished in 1856."}
+{"text":"Another plaque on the Manhattan side of the pedestrian promenade, installed by the city in 1975, indicates the bridge's status as a city landmark."}
+{"text":"The Brooklyn Bridge has had an impact on idiomatic American English. For example, references to \"selling the Brooklyn Bridge\" abound in American culture, sometimes as examples of rural gullibility but more often in connection with an idea that strains credulity. George C. Parker and William McCloundy were two early 20th-century con men who had perpetrated this scam successfully on unwitting tourists."}
+{"text":"As a tourist attraction, the Brooklyn Bridge is a popular site for clusters of love locks, wherein a couple inscribes a date and their initials onto a lock, attach it to the bridge, and throw the key into the water as a sign of their love. The practice is officially illegal in New York City and the NYPD can give violators a $100 fine. NYCDOT workers periodically remove the love locks from the bridge at a cost of $100,000 per year."}
+{"text":"To highlight the Brooklyn Bridge's cultural status, the city proposed building a Brooklyn Bridge museum near the bridge's Brooklyn end in the 1970s. Though the museum was ultimately not constructed, the plans had been established after numerous original planning documents were found in Williamsburg. These documents were given to the New York City Municipal Archives, where they are normally located, though the documents were briefly displayed at the Whitney Museum of American Art in 1976."}
+{"text":"The bridge is often featured in wide shots of the New York City skyline in television and film, and has been depicted in numerous works of art. Fictional works have used the Brooklyn Bridge as a setting; for instance, the dedication of a portion of the bridge, and the bridge itself, were key components in the 2001 film \"Kate & Leopold\". Furthermore, the Brooklyn Bridge has also served as an icon of America, with mentions in numerous songs, books, and poems. Among the most notable of these works is that of American Modernist poet Hart Crane, who used the Brooklyn Bridge as a central metaphor and organizing structure for his second book of poetry, \"The Bridge\" (1930)."}
+{"text":"The construction of the Brooklyn Bridge is detailed in numerous media sources, including David McCullough's 1972 book \"The Great Bridge\" and Ken Burns's 1981 documentary \"Brooklyn Bridge\". It is also described in \"Seven Wonders of the Industrial World\", a BBC docudrama series with an accompanying book, as well as \"Chief Engineer: Washington Roebling, The Man Who Built the Brooklyn Bridge\", a biography published in 2017."}
+{"text":"The Abraham Lincoln, also known as Denver and Rio Grande Western Railroad Business Car No. 101, is the oldest operable passenger car in the United States. It is listed on the National Register of Historic Places."}
+{"text":"In 1910, with Robert Todd Lincoln as the company president, the Pullman Car Company suddenly changed from the 60\u00a0foot varnished wood railroad cars to the 80\u00a0foot, riveted-steel design. The new technology of the time was electric lighting, so the new cars required the addition of electrical wiring, switches, switchboards, generators, and batteries. Wood and steel trucks were replaced with massive structural steel castings."}
+{"text":"It was September of this year that coach 895 was manufactured for the Western Pacific Railroad (WP) at an original cost of $13,624.50. The car was configured as an 84-seat coach and was the culmination of the most modern design and construction of heavyweight steel cars from the Pullman Company. Pullman passenger cars such as the WP 895 were the ultimate in travel prior to World War I."}
+{"text":"The 101 was built and initially assigned to the president of the D&RGW and is a unique example of rail cars at the turn of the century. It has survived almost a hundred years as a rare example of \"state of the art\" 1910 railroad technology. The interior was distinguished by its hand crafted satin walnut lightly accented with bronze hardware and richly tailored fabrics."}
+{"text":"In September 1964, the car was retired and sold to Golden West Rail Tours. At this time, it had a book value of $47,659.60, and accrued depreciation of $44,409.60, for a net value of $3, 250. The car was later sold for scrap value."}
+{"text":"This car is named in honor of President Abraham Lincoln and should not be confused with the first private car in America, which was built for President Lincoln as a means to unite the nation after the civil war. Lincoln's private car was used for his funeral train in 1865, leaving Washington on April 21, 1865, and arriving in Springfield, Illinois, on May 3. Lincoln's funeral car was destroyed by fire in 1911 shortly after this car (as the Western Pacific coach 895) went into service. Quite by coincidence, the D&RG 101 had been built 101 years after President Lincoln was born."}
+{"text":"The extensive restoration of the \"Abraham Lincoln\" has returned it to the simple elegance of the 1920s. In July 1988, the \"Abraham Lincoln\" was listed on the National Register of Historic Places, which records the tangible reminders of the history of the United States and is the official list of the nation's cultural resources worthy of preservation."}
+{"text":"Northland is a historic railroad passenger car built in 1916 for the Duluth, Missabe and Northern Railway to transport managers and important guests. The car was listed on the National Register of Historic Places in 1978 for its state-level significance in the theme of transportation. It was nominated for being one of the last operating examples of a private business railcar."}
+{"text":"In 2003 \"Northland\" was acquired by the Lake Superior Railroad Museum and moved to the Duluth Depot in Duluth, Minnesota."}
+{"text":"Tweetsie Railroad is a family-oriented heritage railroad and Wild West amusement park located between Boone and Blowing Rock, North Carolina, United States. The centerpiece of the park is a ride on a train pulled by one of Tweetsie Railroad's two historic narrow-gauge steam locomotives. The park also features a variety of amusement rides, live shows, a zoo and other attractions geared towards families with children. The park also hosts a variety of special events throughout the year including their Halloween and Christmas themed events."}
+{"text":"Two years after the narrow-gauge portion of the ET&WNC ceased operations in 1950, the locomotive was purchased by a group of railroad enthusiasts and taken to Penn Laird, Virginia to operate as the Shenandoah Central Railroad, which opened in May 1953. Rains from Hurricane Hazel washed out the Shenandoah Central in October 1954, and Locomotive #12 was once again put up for sale. Cowboy actor and singer Gene Autry optioned the locomotive with the intent to move it to California for use in motion pictures. However, Autry ultimately determined that the transportation and restoration costs made his plan impractical."}
+{"text":"Grover Robbins, an entrepreneur from Blowing Rock, North Carolina, purchased Autry's option and bought the locomotive in August 1955. Robbins moved the #12 locomotive back to its native Blue Ridge Mountains as the centerpiece of a new \"Tweetsie Railroad\" tourist attraction. One mile of track was constructed near Blowing Rock, North Carolina, and on July 4, 1957, the locomotive made its first public trip over the line. In 1958, the track was extended to a 3-mile loop around the mountain, and the trains at Tweetsie Railroad have traveled that circuit ever since. Grover Robbins' brothers, Harry and Spencer, were also involved with the operation of Tweetsie Railroad, and the park is still controlled and operated by the Robbins family."}
+{"text":"In 1960, Tweetsie acquired another coal-fired steam locomotive, USATC S118 Class #190, the \"Yukon Queen\" from Alaska's White Pass and Yukon Route. Also built by Baldwin Locomotive Works in 1943 for the US Army, the engine was part of an 11-locomotive fleet of \"MacArthur\" 2-8-2s originally purchased for use overseas. During World War II, the locomotives were sent to Alaska for use on the White Pass and Yukon. Locomotive #190 celebrated its 75th birthday in 2018."}
+{"text":"Tweetsie Railroad became a popular tourist attraction, and quickly evolved into the first theme park in North Carolina\u2014and one of the first in the nation. A western town and saloon were built around the original depot area. A train robbery and cowboy-and-Indian show were added to the train ride, playing off the Wild West theme that was very popular at the time on television and in movies. The theme was enhanced by regular visits from Charlotte's WBTV television personality\/singing cowboy Fred Kirby, who hosted a popular children's show. In 1961, a chairlift and amusement ride area was constructed on the central mountain inside the rail loop, and over the decades the park has been expanded with additional rides, attractions, shops, zoo, and restaurants."}
+{"text":"Tweetsie Railroad is open from early April through October, and on select nights in late November through December for the Tweetsie Christmas event. In addition to the Wild West train adventure and the amusement rides, Tweetsie Railroad has a variety of live entertainment shows featuring talented performers selected from the immediate area and from the Southeast. The park hosts numerous special events each season, including Letterland-themed days in May for school groups, visits by Thomas the Tank Engine, and a very popular nighttime \"Ghost Train\" Halloween event in October. In 2017, Tweetsie Railroad's 60th anniversary season, the park introduced the \"Tweetsie Christmas\" holiday-themed event."}
+{"text":"In 1961, Grover and Harry Robbins built another train ride and tourist attraction called \"Rebel Railroad\" in the Smoky Mountains near Pigeon Forge, Tennessee. Originally featuring a Civil War theme, the park was renamed \"Goldrush Junction\" in 1966 and re-themed to a Wild West concept very similar to Tweetsie Railroad. The Robbins brothers sold Goldrush Junction in the late 1960s, and it subsequently went through various owners. In 1976, Jack and Pete Herschend of Branson, Missouri bought the Pigeon Forge facility and redeveloped it as \"Silver Dollar City\". In 1986, country music star Dolly Parton became a part-owner with the Herschends, and the theme park became today's Dollywood."}
+{"text":"Tweetsie Railroad's Wild West themed operating season is from early April to the late October, The park is open weekends in the spring and autumn, as well as daily from Memorial Day weekend until mid-August. In addition, the park is open on Friday and Saturday nights in from late September through the month of October for the very popular \"Ghost Train\" Halloween event. The park then closes for daytime operations, then re-opens on Friday and Saturday evenings starting in late November for \"Tweetsie Christmas\", which runs through the month of December. Other special events are held throughout the season, including a large firework display on the Independence Day Fourth of July, and Railroad Heritage Weekend in August, which focuses on the history of Tweetsie Railroad's narrow gauge locomotives."}
+{"text":"Tweetsie Railroad is located on US 321 between Boone and Blowing Rock, North Carolina."}
+{"text":"Tweetsie Railroad also have their own locomotive workshop to maintain their two locomotives as well as overhauling other steam locomotives from several different amusement parks such as Walt Disney World, Busch Gardens, Six Flags and Dollywood."}
+{"text":"Other attractions at Tweetsie Railroad include the Tweetsie Palace Saloon and Diamond Lil's Can-Can Revue, other live shows, gold panning and gem mining, Deer Park zoo, a variety of specialty shops and food service locations, and a game arcade."}
+{"text":"ET&WNC #12 is notable in the modeling world as being the prototype for the famous Bachmann \"Big Hauler\" G scale 4-6-0, which has been in production (with many revisions) since the 1980s and has long been one of the most popular models in the garden railroad hobby. Bachmann also produces an On30 scale version of the model."}
+{"text":"Track Bus No. 19 is a motorized rail car built on a White Motor Company standard truck chassis. It was built by A. Meister & Sons in 1919 for the Hetch Hetchy Railroad and used as an ambulance to transport sick, injured or dead workers, and to carry passengers. An additional five similar railcars were ordered, none were exactly the same."}
+{"text":"The car sat unused for 32 years before being restored and housed in Modesto then El Portal and in 1997 moved to the Railtown 1897 State Historic Park in Jamestown California."}
+{"text":"\"Dinwiddie County\" Pullman Car is a historic Pullman car located near Midlothian, Chesterfield County, Virginia. It was built in 1926 as the \"Mt. Angeles\" by the Pullman Company; one of thirty cars on Lot 4998, all to Plan 3521A. It is a heavyweight, all-steel sleeping car with ten sections and one observation lounge. In June 1934 Pullman rebuilt it to Plan 3521F and changed the name of the car to \"Dinwiddie\" and again in April 1937 the name was changed to \"Dinwiddie County\", which name it retains to this day. These name changes represent the car's transfer to service on the Norfolk and Western Railway's trains operating to and from Virginia."}
+{"text":"The car was sold to the National Railway Historical Society in 1965. It appeared in the 1976 television movie \"Eleanor and Franklin\" as the funeral car for Franklin Delano Roosevelt."}
+{"text":"It was listed on the National Register of Historic Places in 1991."}
+{"text":"Golden Spike National Historical Park is a U.S. National Historical Park located at Promontory Summit, north of the Great Salt Lake in east-central Box Elder County, Utah, United States. The nearest city is Corinne, approximately east-southeast of the site."}
+{"text":"It commemorates the completion of the first Transcontinental Railroad where the Central Pacific Railroad and the first Union Pacific Railroad met on May 10, 1869. The final joining of the rails spanning the continent was signified by the driving of the ceremonial Golden Spike."}
+{"text":"Although the line was abandoned in 1904 (bypassed by the Lucin Cutoff) and the original rails were removed in 1942 to serve the war effort, the site presently includes of rebuilt track from the summit area (where the rail systems were joined) to a train storage building. The rebuilt track was designed to be an authentic representation of the 1869 rails."}
+{"text":"In 2002, it received 49,950 visitors. annual visitation ranges from 48,000 to 64,000."}
+{"text":"The first monument erected at the site was a concrete obelisk built by the Southern Pacific Railroad (successor to the Central Pacific) . It has since been moved several times, but can presently be seen near the 1969 Visitor's Center."}
+{"text":"It was authorized for federal ownership and administration by an act of Congress on July 30, 1965, as Golden Spike National Historic Site. The John D. Dingell, Jr. Conservation, Management, and Recreation Act, signed into law March 12, 2019, redesignated it as a national historical park. Historic sites are typically a single building, while historical parks include multiple landmarks in a larger district."}
+{"text":"28,000 visitors attended the centennial anniversary of the completion ceremony on May 10, 1969, including Bernice Gibbs Anderson. The Visitor's Center had just been completed. On that day, the locomotives \"Genoa\" and \"Inyo\" were loaned from the Virginia and Truckee Railroad to recreate the completion ceremony. That year, the railroad grade was named a National Historic Civil Engineering Landmark."}
+{"text":"In 1978, a general master plan for the site was adopted with the goal of maintaining the site's scenic attributes as closely as possible to its appearance and characteristics in 1869. The functioning replicas of the \"Jupiter\" and \"No. 119\" locomotives were brought to the site in time to celebrate the 110th anniversary of the joining of the rails in 1979."}
+{"text":"In 2006, a petition to the Board on Geographic Names resulted in a name change for Chinaman's Arch, a limestone arch at Golden Spike National Historical Park. Named Chinaman's Arch in honor of the 19th century Chinese railroad workers, the arch was officially renamed in the same year as the Chinese Arch to mollify sensitivities about the original name."}
+{"text":"On May 10, 2019, a 150th anniversary celebration was held in commemoration of the completion of the railroad. This event was attended by several notable local leaders, including Utah governor Gary Herbert and the president of The Church of Jesus Christ of Latter-day Saints, Russell M. Nelson."}
+{"text":"A mail sack or mailsack is a mail bag used to carry large quantities of mail."}
+{"text":"Different handling and security requirements for different classes of mail is integral to the postal rate structure."}
+{"text":"A mail sack is not a locked bag since they need little security. In contrast to a similar \"mailbag\" referred to as a mail pouch (for more sensitive mail such as personal letters and military mail) that employs a locking mechanism on the top of the bag. A \"mail pouch\" has special closely spaced eyelets and a strong strap to secure the top where access into the bag is closed off and locked, where a \"mail sack\" has none of these features."}
+{"text":"During World War I it was typical of German soldiers to write postcards to their family to keep in touch to let them know where they were and what they were doing. The various ultimate destinations of the postcards were sorted into German \"mail sacks\" of that time period (1914\u20131918) by behind the scenes \"post-office troops.\""}
+{"text":"In the United Kingdom, the term \"mail sack\" is more expansive and generic, and typically involves larger bags that contain mail destined for one destination."}
+{"text":"A Singapore judge held that mail sacks are considered to be part of the postal system and are protected by Chinese law; interference with them can be the subject of criminal prosecution."}
+{"text":"Second-class mail that would be carried in a \"mail sack\" is periodical publications issued at stated intervals and is issued a minimum of four times a year. This type of mail must have a date of issue and a consecutive numbering system. It also must have a real office where the publication comes from that is open during normal regular hours of business. The printed matter can not be stenciled, mimeographed or through a hectograph process. Second-class mail must be publications for distributing information of a public character (\"e.g.\", literature, sciences, industry information). The people that receive this second-class mail must be subscribers that are on some sort of list or in a customer database."}
+{"text":"Third-class mail that would be carried in a \"mail sack\" is printed material weighing less than 16 ounces. Examples are circulars that are not of a personal nature (e.g. mass general public advertising, direct advertising mailing campaigns). Other third-class mail that would be carried in a \"mail sack\" is bulk mail that is presorted individually addressed letters that come in quantities of at least 50 pounds or mailings of over 200 pieces."}
+{"text":"Fourth-class mail that would be carried in a \"mail sack\" is printed material weighing over 16 ounces. An example would be library books transferred through the interlibrary loan system."}
+{"text":"A mailbag used to transfer mail to a country other than the United States is defined as a \"foreign mail sack\". The normal design is that the top is closed with a drawstring like a leather strap. It is sealed using a lead seal (not a lock as in a mail pouch)."}
+{"text":"The Camp Chase Railway is a short-line switching and terminal railroad in and near Columbus, Ohio, United States, running past the former Camp Chase. Was owned by Indiana Boxcar Corporation from 2015 to 2019, and by Midwest and Bluegrass Rail since. It was previously known as Camp Chase Railroad and was owned by Carload Express, Inc. when it acquired a former New York Central Railroad line between Columbus and Lilly Chapel from Conrail in 1994. Through trackage rights, the CCRA interchanges with the Norfolk Southern Railway at Buckeye Yard."}
+{"text":"CCRA owns three EMD GP9 engines, numbers 7042, 7076, and 7225, which are painted orange and black, with white \"Camp Chase\" lettering, and an older orange and white engine, number 752 with orange \"Camp Chase Railway\" lettering."}
+{"text":"The Columbus, Springfield and Cincinnati Railroad opened the line between Columbus and London in 1872, and it became part of the Cleveland, Cincinnati, Chicago and St. Louis Railway's (Big Four's) main line west from Columbus to St. Louis and later part of the New York Central Railroad. The Penn Central Transportation Company shifted traffic to the ex-Pennsylvania Railroad line between Columbus and London, and the portion of the old Big Four line west of Lilly Chapel was not included in Conrail in 1976. The remainder was kept as a minor branch line, the Camp Chase Industrial Track. On October 11, 1994, the new Camp Chase Industrial Railroad bought the line from Conrail."}
+{"text":"The Camp Chase Industrial Railroad has been marketed under the name Camp Chase Railroad beginning around 2009. On September 30, 2015, Carload Express, Inc. announced that its Camp Chase Railroad Company has sold its line of railroad to Camp Chase Railway Company, LLC; a wholly owned subsidiary of Indiana Boxcar Corporation. Camp Chase Railway (\"CAMY\") assumed operations of the 14-mile rail line, which runs from Columbus to Lilly Chapel, Ohio, beginning on Thursday October 1, 2015. Most of CAMY freight revenue comes from grain being transported along the rails going either to some of the grain elevators along the track, or to be interchanged with NS at the Buckeye Yard."}
+{"text":". The Camp Chase Railroad was featured on the COLUMBUS NEIGHBORHOODS Columbus' Railroad History on November 16, 2017.,"}
+{"text":"The Alabama and Florida Railway was a short-line railroad headquartered in Andalusia, Alabama. It was owned and operated by Pioneer Railcorp of Peoria, Illinois. It operated a former Louisville and Nashville Railroad branch line from Andalusia to Geneva, Alabama. The company abandoned the entire line in 2011."}
+{"text":"The company was organized in 1992 when parent Pioneer Railcorp acquired the entirety of the Alabama and Florida Railroad. This included between Georgiana and Geneva, Alabama and a line in the vicinity of Andalusia which had been leased from the Andalusia and Conecuh Railroad. Operations began on November 23, 1992. of track from Georgiana to Andalusia, including the track within Andalusia, was sold to Gulf and Ohio Railways and named the Three Notch Railroad on June 11, 2001. On August 9, 2011, the AF filed an exemption notice with the Surface Transportation Board to abandon its entire line."}
+{"text":"The Fore River Transportation Corporation is the operator of the Fore River Railroad, a class III railroad in eastern Massachusetts owned by the Massachusetts Water Resources Authority."}
+{"text":"The railroad runs from the Fore River Shipyard in the Quincy Point neighborhood of Quincy, Massachusetts, to the Greenbush Line of the MBTA Commuter Rail system. It was constructed in 1902 to serve the Fore River Shipyard. In 2015, the railroad received a $500,000 grant from the state of Massachusetts to improve its tracks."}
+{"text":"In 1987 the MWRA acquired the railroad and shipyard. MWRA contracts the operation of the railroad to the Fore River Transportation Corporation. MWRA uses the railroad to transport fertilizer that is produced by a privately owned processing facility, NEFCO Biosolids, from solid sewage waste (sludge). The sludge is transported to NEFCO from the MWRA's Deer Island Waste Water Treatment Plant via a pipeline system under Boston Harbor that also transports sewage to Deer Island. The railroad also serves a Twin Rivers Technologies plant, shipping fatty acid products from the facility."}
+{"text":"The Niagara Junction Railway (reporting marks NJ, NIAJ) was a switching railroad serving Niagara Falls, New York."}
+{"text":"The company was created in 1898 as a subsidiary of the Niagara Falls Hydraulic Power and Manufacturing Company. In 1913 the line was electrified. In 1948 the Niagara Falls Power Company sold the railroad to its connecting companies: the New York Central, the Erie, and the Lehigh Valley. After a series of mergers in the 1960s, the Niagara Junction was finally dissolved as an independent company in 1976 when the Consolidated Rail Corporation was formed to take over operations of bankrupt railroads in the Northeast. The line was dieselized in 1979. After over a year of storage, three electric locomotives were overhauled in December 1980 and transferred to Grand Central Terminal in New York City."}
+{"text":"Just after 9:30 am on Wednesday , a tank car exploded while being switched at the Niagara Junction's yard on Porter Road. The blast injured at least 60 people, and left a crater in diameter and deep. The cause was never determined."}
+{"text":"The Alabama Railroad is a class III railroad as reported by the Association of American Railroads. The ALAB is owned and operated by Alabama Railroad LLC. The railroad operates of railroad from Flomaton, Alabama to Peterman, Alabama."}
+{"text":"On April 18, 2019, the railroad filed to abandon its entire line. In 2020, the line was saved and purchased intact by Alabama Railroad LLC."}
+{"text":"The Alabama Railroad operates of railroad from Flomaton to Peterman."}
+{"text":"The BRC has 28 miles (45\u00a0km) of mainline route with interchanges to each of its owner railroads, and over 300 miles (500\u00a0km) of switching tracks. The vast majority of the latter are located in the Clearing Yard."}
+{"text":"The Clearing Yard, located on the boundary between Chicago and Bedford Park, Illinois, just south of Chicago Midway International Airport, is one of the largest hump classification facilities in the United States. Some 5.5 miles in length and covering 786 acres (3.2\u00a0km\u00b2), the yard supports more than 250 miles (400\u00a0km) of track. It has six main subdivisions; one arrival, classification, and departure yard in the eastbound and westbound directions."}
+{"text":"At the heart of the yard is the wicket-shaped tower which straddles the hump and from which are controlled the switches and retarders of both east- and westbound classification yards to either side of it. Using computer controls, the hump tower efficiently dispatches more than 8,400 rail cars per day. Operating around the clock, employees are able to classify between 40 and 50 miles of consists daily."}
+{"text":"The BRC was noted for a fleet of Alco-built locomotives, even though Alco did not build locomotives in the United States after 1970. Specifically, the BRC owned six 2400HP C424's numbered 600-605. All six locomotives were removed from BRC's roster and sold. 600 and 601 have been scrapped. BRC currently operates rebuilt Electro-Motive Diesel locomotives, such as the SD38, SD40, GP38, and 1500-series switchers. As is popular in large hump yards, slugs are used in Clearing Yard to shove the hump."}
+{"text":"The Belt Railway Company of Chicago has been honored several times with E. H. Harriman Awards, in the switching and terminal railways category, for employee safety, including a gold award for 1999."}
+{"text":"The Denver Rock Island Railroad , formerly known as the Denver Terminal Railroad, is a Class III terminal railroad in Commerce City, Colorado. The DRIR works around Denver's stock yards and many industries in that area."}
+{"text":"The DRIR has two SW1500 locomotives, two NW2 locomotives, one SW1 locomotive and one EMD GP16 locomotive."}
+{"text":"The locomotive fleet has a varied history. DRIR 417 (NW2) is ex BN 417 and was originally SLSF (Frisco) 257. DRIR 1211 (SW1500) is ex-UPY (Union Pacific) 1211, exx-SP (Southern Pacific) 2646. Purchased from UP on April 22, 2003. DRIR 1083 (SW1500), ex-UPY 1083, exx-SP 2480, which was also purchased from UP on April 22, 2003. DRIR 996 (NW2) which is ex-BN (Burlington Northern Railroad) 419, exx-SLSF 259. DRIR's SW1, with no number, was ex-BN 88 and originally CB&Q 9143"}
+{"text":"In May 2010 the railroad acquired GP16 1606. This engine was previously on the Aberdeen, Carolina and Western Railroad with the same number and before that was CSX 1835 ex Seaboard Coastline 4789. SCL 4789 was rebuilt from GP7 867 and was originally Charleston and Western Carolina 213"}
+{"text":"The Indian Creek Railroad is a short-line railroad in Madison County, Indiana, United States. The line is owned by Kokomo Grain Company, an agricultural products and services company, and connects their property at with the Norfolk Southern Railway's Marion Branch in northern Anderson, carrying outbound grain and inbound fertilizer."}
+{"text":"The company's sole locomotive is an Alco RS-11 diesel numbered 6002, delivered new to the Southern Pacific Company in May 1959. The Indian Creek Railroad acquired it in 1982 and rebuilt it in 1996."}
+{"text":"The Chicago Terminal Railroad was a switching and terminal railroad that operated over former Milwaukee Road\/Canadian Pacific and Chicago and North Western\/Union Pacific trackage in northern Illinois. The railroad began its operations on January 2, 2007. The railroad rostered a total of three locomotive units, all of EMD design."}
+{"text":"The Jefferson Warrior Railroad was a terminal railroad as reported by the AAR. The JEFW began in 1895 as the Marylee Railroad took its current name in 1985. It operated about of railroad in and around Birmingham, Alabama. The railroad was taken over by Watco Companies and renamed the Alabama Warrior Railway in 2009."}
+{"text":"The South Brooklyn Railway is a railroad in the New York City borough of Brooklyn. It is owned by the City of New York and operated by the New York City Transit Authority. Its original main line ran parallel to 38th Street from the Upper New York Bay to McDonald Avenue, and south on McDonald Avenue to the Coney Island Yards, mostly underneath the former Culver Shuttle and the IND Culver Line of the New York City Subway."}
+{"text":"Parts of the original line still exist. The section between the BMT West End Line's Ninth Avenue station and its interchange yard at Second Avenue and 39th Street is still open. The section under the IND Culver Line has been paved over. Today, it runs only from the 36th\u201338th Street Yard in the east to the South Brooklyn Marine Terminal in the west."}
+{"text":"The South Brooklyn Railroad and Terminal Company was incorporated September 30, 1887 to build from the end of the Brooklyn, Bath and West End Railroad (West End Line) at 38th Street and 9th Avenue northwest to the foot of 38th Street, and was leased to the BB&WE, allowing BB&WE trains to run to the 39th Street Ferry. The land purchases were completed in 1892, and the South Brooklyn Railway & Terminal Company built a terminal station and freight house at Third Avenue. The company was not a \"railroad\" in the strictest sense, as it did not own any rail vehicles, but instead owned several city blocks to lease to other railroads that wished to connect to the ferry terminal at 39th Street."}
+{"text":"The Prospect Park and South Brooklyn Railroad connected the Prospect Park and Coney Island Railroad (Culver Line) to the South Brooklyn Railroad in 1890, and the latter was bought by the Long Island Rail Road in 1893. The LIRR obtained the South Brooklyn Railway & Terminal Company lease on the land in 1897 and used steam powered locomotives. As these locomotives could not be used for freight operations, the line was electrified in 1899; however, the LIRR occasionally ran steam-powered special trains to the Brooklyn Jockey Club Racetrack at Kings Highway and Ocean Parkway. After foreclosure of the South Brooklyn Railroad & Terminal Company in December 1899, the company was reorganized as the South Brooklyn Railway on January 13, 1900."}
+{"text":"The Brooklyn Rapid Transit Company acquired the railway on August 31, 1902, but the LIRR still ran the trains until 1903 or 1905. After the cessation of LIRR operations, the BRT started passenger service and transferred freight service to a subsidiary, Brooklyn Heights Railroad, which provided freight service with three locomotives, with a fourth delivered in 1907. It carried mail for the U.S. Post Office Department, as well as lumber, cement, sand, stone, ashes, pipe, marble for headstones, and granite for curbstones."}
+{"text":"At its greatest extent, the line ran along Second Avenue, then merged with the BMT West End Line from Fourth Avenue to the Ninth Avenue station. From there, it ran at street level under the BMT Culver Line down McDonald Avenue to Avenue X."}
+{"text":"On February 28, 1907, the South Brooklyn Railway and the Brooklyn Heights Railroad were split from each other, but both were still owned by the BRT. The South Brooklyn Railway was a separate subsidiary company that carried both passengers and freight, to avoid the BRT from being operated under Interstate Commerce Commission regulations. The Brooklyn Heights Railroad leased the Prospect Park and Coney Island Railroad, which included the Prospect Park and South Brooklyn Railroad, giving it a line to Coney Island."}
+{"text":"In 1909, the South Brooklyn Railway was granted a request by the Public Services Commission to discontinue the use of the Third Avenue freight yard and station, on the Prospect Park and Coney Island Railroad's property. The freight house, which was leased from the LIRR, was deteriorating, and the South Brooklyn Railway did not want to build a new one on LIRR property, instead preferring to build a replacement on the property of the New York and Sea Beach Railroad, using Sea Beach trackage to access the new terminal. The South Brooklyn Railway bought another locomotive. In 1913, all of the BRT's lines were reorganized, and all ownership of freight operations was transferred to the South Brooklyn Railway."}
+{"text":"The location of the South Brooklyn Railway helped in the construction of new BRT subway and elevated lines in Brooklyn, as materials could be brought in via its trackage. A temporary connection at 38th Street and Fourth Avenue allowed South Brooklyn Railway equipment to enter the BMT Fourth Avenue Line construction site. In June 1922, the South Brooklyn Railway bought much of the LIRR-owned Prospect Park & Coney Island Railroad. By 1923, the Prospect Park & Coney Island Railroad and the New York & Coney Island Railroad were merged into the South Brooklyn Railway. The BRT filed bankruptcy that year and was reorganized into the Brooklyn\u2013Manhattan Transit Corporation, which still operated the South Brooklyn Railway."}
+{"text":"The South Brooklyn Railway, along with the other non-rapid transit properties of the BMT, was transferred to the New York City Board of Transportation on June 1, 1940. That year, freight traffic went up significantly due to the start of World War II. The South Brooklyn Railway also got some trucks to deliver incoming freight directly to customers. In 1946, after the war, South Brooklyn Railway purchased two Whitcomb ex-U.S. Army diesel locomotives."}
+{"text":"Operations were transferred to the New York City Transit Authority on June 15, 1953. Passenger service on McDonald Avenue ended on October 31, 1958, and thereafter the South Brooklyn Railway started using the surface trackage solely for freight. In 1960, two more diesel electric locomotives were bought. On December 27, 1961, the line was de-electrified, due to the high cost of refurbishing the overhead trolley wire. Electric locomotives #4, 5, 6, and 7, which had third rail conduction shoes, were given to the NYCTA for subway and elevated operation."}
+{"text":"The South Brooklyn Railway has two locomotives, N1 and N2, a pair of GE 47T Diesels. They can also be used on the subway when not needed for the SBK."}
+{"text":"A refurbishment of the interchange with New York New Jersey Rail, LLC at the South Brooklyn Marine Terminal Second Avenue Yard was completed in May 2012. A new ramp was installed at the 38th Street Yard at Fourth Avenue to allow receipt of new R156 locomotives and other subway rolling stock that were delivered on flat cars."}
+{"text":"The Decatur Junction Railway is a Class III railroad which operates in the state of Illinois. It is one of several short-line railroads owned by Pioneer Railcorp."}
+{"text":"On September 23, 1993, the Decatur Junction Railway Co. (DT) signed a lease agreement for the lease rights of two segments of track in east central Illinois from Assumption to Cisco owned by a consortium of grain dealers. The railroad's principal commodities are grain, fertilizer and plastics."}
+{"text":"In January 2017, short-line operator OmniTrax, via subsidiary Decatur Central Railroad, took over operations of of track north of Decatur to Cisco that had previously been part of the Decatur Junction. The change in operators left the Decatur Junction with a line running from Elwin, near Decatur, south to Assumption."}
+{"text":"The Winamac Southern Railway is a short-line railroad in northern Indiana, United States, operated under lease by the Toledo, Peoria and Western Railway. It owns two lines radiating from Logansport to Kokomo and Bringhurst, and formerly a third to Winamac, all former Pennsylvania Railroad lines acquired from Conrail in 1993. It hauls mainly outbound grain and inbound agricultural supplies, connecting with the Toledo, Peoria and Western Railway at Logansport and with the Central Railroad of Indianapolis at Kokomo. Until 2009, the Central Railroad of Indianapolis (a RailAmerica subsidiary) operated the company as agent."}
+{"text":"As the Pennsylvania Railroad assembled its system in northern Indiana, Logansport became a major hub, with seven lines radiating in all directions (the only other service to the city was a line of the Wabash Railroad, now Norfolk Southern Railway). Conrail took over four of these in 1976, and abandoned the line to Marion in the 1980s. The remaining lines to Winamac, Kokomo, and Bringhurst, known as the \"Logansport Cluster\", were spun off to the Winamac Southern, which began operations in March 1993. The new railroad was controlled by Daniel R. Frick of Frick Services, a storage and handling company, who also owned J.K. Line, Inc. to the north."}
+{"text":"In September 1995, Winamac Southern sold the line from Winamac to the yard at 18th Street in Logansport to A&R Line, Inc., another new shortline owned by Frick, which was operated by J.K. Line employees using a locomotive leased from that company. Winamac Southern retained trackage rights through Logansport, in order to connect its Bringhurst and Kokomo lines. Subsequently, the Central Railroad of Indianapolis (CERA), which serves Kokomo, began operating the remaining Winamac Southern lines as agent."}
+{"text":"The arrangement between Winamac Southern and CERA was to end at the end of 2008, and the U S Rail Corporation filed with the Surface Transportation Board to lease and operate the Winamac Southern, as well as a CERA-operated segment near Kokomo owned by the Kokomo Grain Company. However, the parties discovered that the trackage rights over A&R, which had since been merged into the Toledo, Peoria and Western Railway, had never been authorized, and concurrently filed for approval of the 1995 agreement. The STB rejected the latter notice of exemption, citing the opposition of the TP&W to continuance of trackage rights, thus requiring a more extensive proceeding. U S Rail began operating the Winamac Southern as its Kokomo Division in early 2009."}
+{"text":"As of 2019, WSRY is operated by Toledo, Peoria and Western Railway(TPW)"}
+{"text":"The Keokuk Junction Railway Co. , is a Class III railroad in the U.S. states of Illinois and Iowa. It is a subsidiary of Pioneer Railcorp."}
+{"text":"The present company was incorporated in 1980 as the Keokuk Northern Real Estate Co., formed in May 1980 to purchase of the Chicago, Rock Island & Pacific Railroad yard track in Keokuk, Iowa. The KJRY obtained that trackage in 1981. In December 1986, the KJRY bought, from the Santa Fe Railway, of trackage consisting of the LaHarpe line and Warsaw line from Keokuk\/Warsaw, Illinois to LaHarpe, Illinois, formerly owned by the Toledo, Peoria and Western."}
+{"text":"Pioneer Railcorp filed with the Surface Transportation Board to acquire 66.62% of KNRECO, Inc. (the KJRY) from majority shareholder John Warfield, and purchased KNRECO in March 1996."}
+{"text":"The KJRY bought from LaHarpe to Lomax, Illinois plus assigned trackage rights from Lomax to Fort Madison, Iowa in December 2011; and from the Toledo, Peoria and Western from LaHarpe to Peoria, Illinois in February 2005."}
+{"text":"Brookhaven Rail Partners acquired Pioneer Rail corporation on July 31, 2019."}
+{"text":"The Brandywine Valley Railroad is a class III railroad operating in Pennsylvania."}
+{"text":"It was established in 1981 by the Lukens Steel Company to operate trackage at Coatesville, Pennsylvania and the neighboring town of Modena. It was acquired, with the rest of the Lukens properties, by Bethlehem Steel Corporation in 1998."}
+{"text":"The Brandywine Valley's main line was originally built by the Wilmington and Northern Railroad, largely following the Brandywine Creek, to connect Reading with Wilmington, Delaware. By the time of the Brandywine Valley's formation, the line had been abandoned north of Valley Station, just north of Coatesville. BVRY took over the line from this point, the site of an interchange with Amtrak's Keystone Corridor, south to Modena, below which the ex-W&N was owned by PennDOT and operated by a number of shortlines over the years."}
+{"text":"Under Bethlehem operation, BVRY took over operation of the Delaware Valley Railroad, then operating the remainder of the ex-Wilmington and Northern, in early 1999. This gave the railroad interchange access not only to Conrail at Coatesville (subsequently replaced by the Norfolk Southern Railway), but to CSX Transportation at the southern end of the line at Elsmere, Delaware. It also thus began to operate a connecting branch of the former Pennsylvania Railroad from Chadds Ford, Pennsylvania, on the W&N, to Nottingham."}
+{"text":"After the acquisition of Bethlehem Steel's assets by International Steel Group in 2003, Brandywine Valley began to scale back its operations. The ex-PRR line, also known as the Octoraro line, was taken over in that year by the Morristown and Erie Railroad. In 2005, the ex-W&N line south of Modena was turned over to the East Penn Railroad, reducing the Brandywine Valley to its original extent."}
+{"text":"With the merger of ISG in 2005, the railroad and steel plant were taken over by Mittal Steel Company, which became ArcelorMittal in 2006."}
+{"text":"An article in \"Progressive Railroading\" dated November 9, 2020 announced that Cleveland-Cliffs Inc. \"intends to acquire control of six short lines owned by ArcelorMittal USA LLC,\" which will include the Brandywine Valley Railroad."}
+{"text":"The Brandon Railroad is a switching and terminal railroad that operates 17.3 miles of former South Omaha Terminal Railway track outside of Omaha, Nebraska. This railroad started out as the Union Stock Yards Company of Omaha in 1897. In July 1927 it became the South Omaha Terminal Railway and then was taken over by the BRAN in 1978. The BRAN has connections to the BNSF Railway and the Union Pacific Railroad."}
+{"text":"The Fort Smith Railroad is a Class III short-line railroad headquartered in Fort Smith, Arkansas."}
+{"text":"FSR operates an line in Arkansas from Fort Smith (where it interchanges with Kansas City Southern Railway, Union Pacific Railroad, and Arkansas and Missouri Railroad) to Fort Chaffee."}
+{"text":"FSR traffic generally consists of grain, food products, paper products, scrap and finished steel, lumber, peanuts, alcohol, military equipment, and charcoal."}
+{"text":"The FSR currently operates with three ex-Santa Fe Railroad EMD GP20 locomotives."}
+{"text":"The original line, consisting of to Paris, Arkansas, was built in the 1890s by a Union Pacific predecessor, and was leased to FSR in 1991. The portion between Fort Chaffee and Paris was abandoned in 1995. FSR is a subsidiary of Pioneer Railcorp."}
+{"text":"Founded in 1899, the Colorado and Wyoming Railway is a subsidiary of the Evraz North America. It hauls coal, ore and steel products on about five miles of track inside ERVAZ - Pueblo, CO Steel Mills facility (formerly Colorado Fuel and Iron's Minnequa plant) in Pueblo, Colorado, and connects to the Union Pacific Railroad and the BNSF Railway. The railway used to be a much larger railroad, serving the CF&I's mills, steel plants that were the only vertically integrated steel mills west of the Rockies until World War II."}
+{"text":"The Midland Terminal Railway was a short line terminal railroad running from the Colorado Midland Railway near Divide to Cripple Creek, Colorado. The railroad made its last run in February 1949."}
+{"text":"From 1887 to 1918, Colorado Midland Railroad operated rail service along a 222-mile line from Colorado City (now Old Colorado City), through Ute Pass and across the Continental Divide, to New Castle a coal mining town that was west of Glenwood Springs. It was the first standard gauge railroad through the Rocky Mountains. Travelers heading for Cripple Creek would get off the train at Divide and take the Hundley Stage along the toll road to the town. In 1892, passengers could also travel to Cripple Creek from Canon City via the Florence and Cripple Creek Railroad, a narrow gauge line."}
+{"text":"When gold was discovered in Cripple Creek and Victor in 1890, some of the Colorado Midland owners formed the Midland Terminal Railroad, a standard gauge spur line from Divide to Cripple Creek. This allowed for passenger travel to and from Cripple Creek, shipment of equipment into the area, and the transport of ore to processing mills in Colorado City beginning in 1895. It was the only standard gauge railroad into Cripple Creek and Victor, which made for easy transfer of material at the Divide junction with the Colorado Midland Railway."}
+{"text":"Some of the old buildings at the Midland Terminal headquarters in Colorado Springs are in use today, notably the old roundhouse, which was purchased by Van Briggle Pottery in 1955, and the machine shop, which is now the Ghost Town Museum. U.S. Route 24 follows the former railroad's route over Ute Pass."}
+{"text":"Two miles of the former railroad's right of way is currently used by the Cripple Creek and Victor Narrow Gauge Railroad. Another segment is being converted to a multi-use trail connecting the Pikes Peak Greenway to Manitou Springs. Portions of the roadbed and right of way from Divide, Colorado, to Cripple Creek, Colorado, are in use as Highway 67. A former wood-shored Midland Terminal tunnel was used as a one-lane highway tunnel on CO 67 until the 1990s; after a partial collapse the tunnel was bypassed with a new cut and the tunnel remains as a landmark, its ends are closed with a grille so the interior and shoring can be seen today."}
+{"text":"The Union Stock Yards Company of Omaha was a 90-year-old company first founded in South Omaha, Nebraska in 1878 by John A. Smiley. After being moved to Council Bluffs, Iowa and dissolved within a year, the company was reorganized and moved to South Omaha in 1883. Six local businessmen responded to a request by Wyoming cattle baron Alexander Swan showing interest in a livestock market closer than the Union Stock Yards in Chicago, Illinois. The Company's Union Stockyards in South Omaha were once a fierce rival of Chicago's Union Stock Yards. The Union Stock Yards Company of Omaha was bought out in 1973."}
+{"text":"Six local businessmen, including William A. Paxton, Herman Kountze and John A. Creighton, formed the Union Stockyards on December 1, 1883 and purchased of land. At that same point the businessmen formed the South Omaha Land Company, platting the city of South Omaha that same year over the remaining . The City of Omaha annexed South Omaha in 1915. At that time related businesses in South Omaha included the Union Stockyards Bank of South Omaha, South Omaha Terminal Railway, the Union Elevator, the Union Trust Company, and the South Omaha Land Syndicate. In 1927 the Union Stock Yards Company of Omaha constructed the Livestock Exchange Building to house its operations."}
+{"text":"The meatpacking industry of South Omaha was closely reliant on the Union Stock Yards Company of Omaha, and South Omaha relied solely on both of those industries for its growth for more than 100 years. In 1957 it was estimated that combined the industries employed fully one-half of Omaha workers. After a downturn in the market and changes in the livestock industry, the Union Stock Yards Company of Omaha lost value through the 1960s."}
+{"text":"In 1973 the Union Stock Yards Company of Omaha was sold to the Canal Capital Corporation of New York. In 1999 the Union Stockyards were closed by the City of Omaha, and replaced with a business park."}
+{"text":"The Allegheny Valley Railroad is a class III railroad that operates in Western Pennsylvania, and is owned by Carload Express, Inc."}
+{"text":"The AVR owns the Glenwood Yard in the Hazelwood neighborhood of Pittsburgh. They operate five GP11 engines, and three SD40 engines. AVR has also begun to conduct transloading operations within Glenwood Yard itself, handling limestone unit trains and also sand for fracking."}
+{"text":"The current company, established in 1992 is a separate entity from the original Allegheny Valley Railroad, which was established in the 1850s. That line, affiliated with the Pennsylvania Railroad system, followed the present company's tracks to Arnold and continued beyond, along the right upstream (southeastern) bank of the river to Oil City."}
+{"text":"The original Allegheny Valley Railroad transported oil from the vicinity of Oil Creek and Titusville. On February 20, 1861, \"The Pittsburgh Post\" printed \"The Allegheny Valley Railroad (Extracts from the Eighth Annual Report, which is important for the light thrown on the transportation of oil).\" On February 5, 1862, \"The Pittsburgh Gazette and Commercial Journal\" published \"Allegheny Valley Railroad\u2014Annual Meeting of Stockholders.\""}
+{"text":"In October 1995, the Allegheny Valley Railroad began operations when Trimax (now Carload Express) acquired Conrail\u2019s Valley Cluster in the Pittsburgh area. The railroad began interchanging with CSX at the Glenwood Yard in Pittsburgh in 2001. In December 2003, the Allegheny Valley Railroad expanded by leasing and operating of track from CSX, consisting of the P&W Subdivision and the W&P Subdivision. In 2004, Hurricane Ivan caused $3.2 million in damage to a section of the P&W Subdivision, which the railroad repaired and restored. In 2006, the Allegheny Valley Railroad restored and began interchanging with the Wheeling and Lake Erie Railway in Bruceton. The railroad began a $10 million renovation of switching operations at Glenwood Yard in 2008. Positive train control began being implemented along the railroad in 2014."}
+{"text":"On May 15, 2019, the Allegheny Valley Railroad acquired of track from CSX that it had leased and operated since 2003. Under this acquisition, the Allegheny Valley Railroad gained ownership of the Glenwood Yard, the W&P Subdivision, the Tylerdale connecting track, and the P&W Subdivision."}
+{"text":"The Union Railroad is a Class III switching railroad located in Allegheny County in Western Pennsylvania. The company is owned by Transtar, Inc., which is itself a subsidiary of USS Corp, more popularly known as United States Steel. The railroad's primary customers are the three plants of the USS Mon Valley Works, the USS Edgar Thomson Steel Works (blast furnaces, basic oxygen steelmaking, and continuous slab casting), the USS Irvin Works (hot and cold rolling mills and finishing lines) and the USS Clairton Works (producer of coke for blast furnace ironmaking)."}
+{"text":"Four years later, Carnegie formed the Bessemer and Lake Erie Railroad under this exclusive ownership and arranged to lease PS&LE for 999 years. This arrangement stayed in place with the formation of U. S. Steel in 1901, which bought out Carnegie interests."}
+{"text":"The Union was expanded to include the several other mills in the Mon Valley Region. The Union was responsible for the various switching task within each mill, for delivering raw materials to each mill (which would arrive on the Union via interchange with the Bessemer & Lake Erie, another US Steel owned and operated railroad) and for delivering the finished products to interchange with the major railroads in the area (most notable the Pennsylvania, the Baltimore & Ohio and the Pittsburgh & Lake Erie)."}
+{"text":"In 1906, B&LE leased, and later sold, to Union Railroad the portion of line between North Bessemer and East Pittsburgh."}
+{"text":"Union Railroad continues to serve the Mon Valley and have since expanded its customer base to include Dura-Bond pipe coating in the former Duquesne Works site and General Electric in West Mifflin hauling special oversize generators."}
+{"text":"Prior to 1980 Reading from the northernmost point south."}
+{"text":"From 1941 until 1953 the URR would gradually replace their fleet of steam locomotives with diesel motive power."}
+{"text":"In the years after 1970 some used engines (eleven EMD SW9 and six EMD SD9 from the DM&IR, five SD38-2 from the B&LE and few from other roads) and three new EMD SW1001 joined the URR."}
+{"text":"The current roster is made up completely of second generation EMD Switcher Units. Majority of the switchers are painted blue but numerous units are painted different colors including #3 and #17 are painted green, while #1 and #33 have a new yellow and red scheme."}
+{"text":"The Union Railroad was unique given that it was basically a switching railroad and yet its loads were incredibly heavy made up of either; ore, coke, coal, slag or steel. This unique combination in addition to the steep grades around Pittsburgh demanded some special tractive force."}
+{"text":"In 1898 the largest locomotive of the time was built for the Union Railroad. This 2-8-0 had more weight on its drivers (208,000 pounds) than any built up to that time. This was locomotive 95 in the U.R.R. stable and according to the article was built by Pittsburg(h)(sic) Locomotive Works."}
+{"text":"In the 1930s the Lima Locomotive Works began to build oversized 0-6-0s for use on the URR. These were among the largest 0-6-0s ever built."}
+{"text":"The 0-10-2 wheel arrangement was named the Union type after the railroad and produced over 100,000 pounds of tractive effort. Built for the Union RR by the Baldwin Locomotive Works, they boasted the title of \"largest steam switch locomotive ever produced\". The Union RR took delivery of 10 such locomotives. Only one survives today and is on static display in Greenville, Pennsylvania, painted as Duluth, Missabe and Iron Range (DM&IR) #604."}
+{"text":"The Alton and Southern Railway is a switching railroad in the Greater St. Louis area in Illinois. It is a wholly owned subsidiary of the Union Pacific Railroad."}
+{"text":"The Alton and Southern \"Railroad\" was formed in 1910, and in 1913 it absorbed the Denverside Connecting Railway (founded in 1910), and the Alton and Southern \"Railway\" (founded in 1911). The company was operated as a subsidiary of the Aluminum Ore Company, which was itself a subsidiary of the Aluminum Company of America (Alcoa), to serve the Bayer process bauxite-to-alumina refinery at Alorton, Illinois."}
+{"text":"Alcoa sold the line to the Missouri Pacific Railroad and Chicago and North Western Railway (CNW) in 1968, and it was reorganized as the Alton and Southern \"Railway\". In 1972, CNW's share was sold to the St. Louis Southwestern Railway. In 1982, the Union Pacific Railroad (UP) took ownership of the Missouri Pacific share and then became full owner in 1996 with the acquisition of SSW parent Southern Pacific Transportation Company. The Alton and Southern is still a legally separate entity but is wholly owned by UP."}
+{"text":"The Dallas, Garland and Northeastern Railroad is a railroad headquartered in Richardson, Texas."}
+{"text":"DGNO operates over rail lines totaling approximately , including industrial leads. The line extends from Trenton, Texas to Garland, Texas, then from Garland to Dallas via trackage rights over Kansas City Southern Railway and Union Pacific. DGNO also operates from Sherman to McKinney, from Carrollton to Murphy and from Dallas to Lake Dallas. Of the total trackage, approximately 51 miles are leased from Dallas Area Rapid Transit (DART), and DGNO leases 129 miles from Union Pacific."}
+{"text":"The company is a subsidiary of Genesee & Wyoming, having been acquired when Genesee & Wyoming purchased RailAmerica in 2012."}
+{"text":"Most of the railroad's traffic comes from stone products, scrap metal and wood products. The DGNO hauled around 60,000 carloads in 2008."}
+{"text":"The Ironton Railroad was a shortline railroad in Lehigh County, Pennsylvania. Originally built in 1861 to haul iron ore and limestone to blast furnaces along the Lehigh River, traffic later shifted to carrying Portland cement when local iron mining declined in the early 20th century. Much of the railroad had already been abandoned when it became part of Conrail in 1976, and the last of its trackage was removed in 1984."}
+{"text":"The railroad was originally incorporated on March 4, 1859 to run from Ballietsville to a connection with the Lehigh Valley Railroad or the Catasauqua and Fogelsville Railroad. The charter also allowed the railroad to own land along the right-of-way containing iron ore or limestone. Its charter was amended on May 16, 1861 to change the terminus from Ballietsville to Ironton, and was also given the power to buy connecting branch railroads and lay its own branches of up to to iron ore mines."}
+{"text":"The railroad was surveyed by George B. Roberts, later president of the Pennsylvania Railroad. Grading began at Ironton on 2 August 1859, and rails were laid by the end of January 1860. The ballasting of the railroad could not be finished until spring, and the first train ran on 24 May 1860. Regular service began in July or August. At the beginning of 1861, Roberts was elected one of the directors; Jay Cooke and his partner EW Clark, who financed the railroad, were also directors."}
+{"text":"During the summer of 1861, the railroad obtained permission under its amended charter to extend a branch to Siegersville and Orefield. Lying to the southwest of Ironton, these two towns were also the site of extensive ore mining. The right-of-way left the main line near Ormrod, and followed Coplay Creek to around Meyersville Road, then cut cross-country to Siegersville, turning south and descending the hill to Orefield."}
+{"text":"The Siegersville Branch was completed to Siegersville by 1862, and reached Orefield soon thereafter. The company also bought out Jeter's lease and began independent operation on January 1, 1862. By the beginning of 1863, Cooke had been replaced on the board by his brother-in-law, William G. Moorhead, and Jeter had become a director."}
+{"text":"Another charter amendment on January 30, 1866 allowed the railroad to lease ore lands along the right-of-way as well. On February 1, 1882, all of the Ironton's stock was bought by the Thomas Iron Company, which owned several mines along the right-of-way."}
+{"text":"In 1884, shortly after its purchase by Thomas Iron, the first shipment of Portland cement was made over the railroad. Extensive cement deposits lie in the vicinity of the line, and cement became an increasing part of the railroad's traffic. This proved to be its saving grace as the local iron mining industry began to decline. The Siegersville Branch was cut back from Orefield to Siegersville sometime between 1876 and 1900. However, passenger service began on the railroad on November 1, 1898."}
+{"text":"In 1902, the Ironton leased all of the trackage owned by Thomas Iron, including its line from Hokendauqua to West Catasauqua, and performed its plant switching. On December 21, 1906, Thomas Iron incorporated all of the trackage it owned, except for that immediately around the plant, as the Thomas Railroad. This was leased to the Ironton in 1907, and that year, a new branch was built off the Ironton near Egypt along Coplay Creek to reach the Thomas Railroad at West Catasauqua. The Ironton also built a large yard along the creek in West Catasauqua and a new interchange with the Catasquaua and Fogelsville, by that time controlled and operated by the Reading Company."}
+{"text":"The Ironton switched from steam to diesel power between October 1948 and 1949. In late 1955, the Siegersville Branch was abandoned, due to increasing truck competition, minimal on-line industry, and the construction of the Northeast Extension across its right-of-way. In 1961, it was cut back about from Ironton to a farmers' co-operative. A further abandonment, from the co-op to Ormrod, took place in the late 1970s or early 1980s. In 1976, the Ironton followed the Lehigh Valley and the Reading to become a part of Conrail, but in 1984, the last remaining trackage was abandoned."}
+{"text":"In 1996, Whitehall Township purchased of the right-of-way from Conrail, transforming it into the Ironton Rail-trail."}
+{"text":"The following stations existed along the railroad:"}
+{"text":"The Ironton also had trackage rights over the Lehigh Valley from Coplay to Lower Coplay, ."}
+{"text":"The Fort Worth and Western Railroad is a Class III short-line railroad headquartered in Fort Worth, Texas. Operating only within the state of Texas, its main freight service route is between Carrollton, Fort Worth and Brownwood."}
+{"text":"Much of the company's route originally belonged to the Fort Worth and Rio Grande Railway, which began construction from Fort Worth in 1886 and reached Brownwood in 1891. In 1901, the FW&RG was bought by the Frisco Railway, which sold it to the Santa Fe Railway in 1937. The Santa Fe sold the line to an affiliate of the South Orient Railroad in 1994."}
+{"text":"The FWWR began operations in 1988, with of track that it had bought from the Burlington Northern. By the mid-1990s, the railroad operated of track, the result of numerous minor acquisitions. In 1996, the FWWR more than doubled its total trackage with the lease of a route from Dallas Area Rapid Transit, and in 1998 purchased of track from South Orient Railroad, now Texas Pacifico Transportation. The FWWR leased two Union Pacific Railroad properties, a yard and branch line, in 2002 and 2003 respectively."}
+{"text":"The FWWR operates a total of of track between Carro and Ricker, Texas, with branch lines from Dublin to Gorman and from Cresson to Cleburne, as well as trackage rights in the Fort Worth area and between Ricker and San Angelo Junction, Texas. Since 2007, the railroad has been in the process of resurfacing its trackage, as well as installing new sidings and upgrading the route, eventually to allow speeds over the entire line."}
+{"text":"On December 27, 2010, Fort Worth and Western named Thomas Schlosser as president and CEO, who took over from Steven George, who had held the position since 2000; the company's vice president and COO is Richard Green. The company employs around 85 people. The company also operates the Grapevine Vintage Railroad, a tourist train that runs between downtown Grapevine, Texas and the Fort Worth Stockyards"}
+{"text":"As of January of 2019, the Fort Worth and Western's locomotive fleet (past and present) consists of the following:"}
+{"text":"New York New Jersey Rail, LLC is a switching and terminal railroad that operates the only car float operation across Upper New York Bay between Jersey City, New Jersey and Brooklyn, New York. Since mid-November 2008, it has been owned by the Port Authority of New York and New Jersey, which acquired it for about $16 million as a step in a process that might see a Cross-Harbor Rail Tunnel completed."}
+{"text":"Since freight trains are not allowed in Amtrak's North River Tunnels, and the Poughkeepsie Bridge was closed in 1974, the ferry is the only freight crossing of the Hudson River south of the Alfred H. Smith Memorial Bridge, to the north of New York City, in a process known as the Selkirk hurdle."}
+{"text":"It is the last remaining car float operation in the Port of New York and New Jersey."}
+{"text":"NYNJ leases approximately of land at Conrail's Greenville Yard in Greenville, Jersey City, where it connects with Class I railroads CSX Transportation and Norfolk Southern Railway, which jointly operate Conrail's North Jersey Shared Assets Area. On the Bay Ridge, Brooklyn end, the Bush Terminal Yard and the 65th Street Yard connect to the Long Island Rail Road's freight-only Bay Ridge Branch, which is operated by the New York and Atlantic Railway, and the New York City Transit Authority's South Brooklyn Railway. The 2.5 mile barge trip across the harbor takes approximately 45 minutes. The equivalent trip by truck is 35-50 miles."}
+{"text":"As of 2012, the NYNJ system moves approximately 1,500 rail cars across the harbor per year. Port Authority officials suggested that the system can transport as many as 25,000 cars annually. NYNJ replaced two EMD GP38-2 with three low-emission locomotives from Knoxville Locomotive Works in Tennessee for $5 million. As of July 2015, the system had moved about 4900 rail cars year-to-date."}
+{"text":"From 1983 to 2006, the operation was known as the New York Cross Harbor Railroad . Earlier predecessors include the Brooklyn Eastern District Terminal Company, Bush Terminal Railroad, New York Dock Railway, and New York, New Haven & Hartford Railroad and Pennsylvania Railroad operations at Bay Ridge and Greenville."}
+{"text":"In 1999 the city of New York rehabilitated the larger 65th Street Yard for car float operations with two lift bridges. It was not turned over to NYCH because of a dispute over money owed the city. NYCH continued to use the single lift bridge at Bush Terminal instead. In 2002, New York Cross Harbor Railroad revenues from railroad operations were $1,685,899. It had 48 active customers, with shipments of cocoa from docks in Brooklyn as its largest line of business. It also operated a trucking service and offered shipside and dockside service for receipt or delivery of various types of cargo, such as oversized steel beams."}
+{"text":"NYCH ceased to exist in 2006; a new company, Mid-Atlantic New England Rail, LLC of West Seneca, New York, bought the railroad and renamed it New York New Jersey Rail, LLC (NYNJ). The city of New York purchased the company two years later."}
+{"text":"The Port Authority began working with government agencies in New York and New Jersey to bring NYNJ to a state of good repair. This includes emergency work to stabilize the transfer bridge structure in Greenville, repairs to the float bridge and track infrastructure in Brooklyn, and procurement of ultra-low emissions locomotives and a new 30-car rail barge. In May 2010 the Port Authority announced that it would purchase Greenville Yard and build a new barge-to-rail facility there, as well as improving the existing rail car float system. The barge-to-rail facility is expected to handle an estimated 60,000 to 90,000 containers of solid waste per year from New York City, eliminating up to 360,000 trash truck trips a year. The authority's board authorized $118.1 million for the overall project."}
+{"text":"In November 2011 the Port Authority hired HDR, Inc. of Omaha, Nebraska to rehabilitate Greenville Yard. Work included rehabilitating the railyard and waterfront structures, including a rail barge and transfer bridge, demolishing two other bridges, designing a new barge and two new bridges, and adding 10,000 feet of track. In July 2012 NYNJ began operating out of the 65th Street Yard. Initial cargo included apples, home heating oil, new automobiles, and scrap metal. The railroad north along First Avenue was refurbished and new tracks laid to support operations at the South Brooklyn Marine Terminal, including an automobile import pier and a new municipal recycling plant."}
+{"text":"On October 29, 2012 Hurricane Sandy caused major damage to the Greenville facility, undermining the float bridge gantries and sinking one of the car floats. The 81-year-old gantry structures were ultimately demolished. The working float bridge at Bush Terminal was transferred by barge to Greenville, where it was re-designated the Greenville Pontoon Bridge. Service was restored in late December, after 52 days of intensive reconstruction."}
+{"text":"In July 2017, the Port Authority announced a $35 million study to build a Cross-Harbor Rail Tunnel, suitable for freight. If built, the tunnel would eliminate the need for the NYNJ ferry."}
+{"text":"In 2019, American PetroLog's President & CEO, Jeff Colonna announced that the company executed an agreement with the Port Authority of New York and the NYNJR to establish a rail-to-truck transload and storage facility at the 65th Street Railyard, with a focus on renewable energy, basic chemicals, non-perishable food and building supplies. This facility is the only one of its kind that is 'for hire' within the 5 boros in New York."}
+{"text":"The Appanoose County Community Railroad was based out of Centerville, Iowa. It was a shortline running to the community of Albia, Iowa, where it distributed cars from Centerville to be put on the BNSF Railway's trains."}
+{"text":"The railroad was hit hard when the local Rubbermaid plant in Centerville (APNC's premier customer) closed its doors on September 15, 2006. At least 75% of the cargo hauled by the shortline was from Rubbermaid. The railroad was partly operated by the county. In 2016, a new railroad, the Iowa Southern Railway (ISRY), took over operations on the line. It is one of the short-line railroads operated by Progressive Rail Incorporated."}
+{"text":"Every July, the APNC Railroad offered train rides from Moravia, Iowa. The train traveled from Moravia to Albia. Several different trains were operated each day, and one of the two GP7s pulled them."}
+{"text":"The APNC railroad, now Iowa Southern, passes through four Iowa towns: Centerville, Udell, Moravia and Albia."}
+{"text":"The Cimarron Valley Railroad was built c. 1912 and purchased from Burlington Northern Santa Fe Railroad in February 1996. It runs over former C.V. and Manter Subdivisions of the Atchison, Topeka and Santa Fe Railroad tracks in Oklahoma, Colorado and Kansas. One line runs from Dodge City, KS to Boise City, OK, the other from Satanta, KS to Springfield, CO. It runs a total of 254 miles of track primarily hauling agricultural commodities (such as wheat, corn, and milo), along with sand, cement, poles, pipe, and fertilizers. CVR was one of several short-line railroads operated by The Western Group of Ogden, Utah."}
+{"text":"As of November 2009, the Kansas Department of Transportation and partners are planning a renovation and upgrade of the line."}
+{"text":"On November 1, 2020, The Cimarron Valley Railroad was purchased by Jaguar Transport Holdings, LLC."}
+{"text":"The Portland Terminal Company was a terminal railroad notable for its control of switching (shunting) activity for the Maine Central Railroad (MEC) and Boston & Maine (B&M) railroads in the Maine cities of Portland, South Portland, and Westbrook."}
+{"text":"The Maine Central Railroad (MEC) came under the control of the Boston & Maine Railroad (B&M) in 1884. The New Haven Railroad secured control of the B&M in 1907, and the Portland Terminal Company was formed in 1911 as part of the New Haven's consolidation of New England transportation facilities. Portland Terminal Company became a subsidiary of MEC while B&M was in financial difficulty in 1914."}
+{"text":"PTM's activities were vital to Portland's role as a winter seaport receiving Canadian products from the Grand Trunk Railway for export to Europe. Shipping from Portland declined sharply as Canadian exports were routed via the Maritime ports of Saint John, New Brunswick and Halifax, Nova Scotia following nationalization of the Grand Trunk in 1923. Exports from Portland declined from per year in the early 1920s to per year during the worst year of the following depression. In the decade following World War II, PTM operated on of main lines and branch tracks, of yard tracks, and of industry-owned tracks. PTM was acquired by Guilford Transportation Industries in 1981, and continues as a subsidiary of Pan Am Railways."}
+{"text":"Portland occupies an Atlantic coast peninsula between Back Cove to the north and the Fore River estuary to the south. The peninsula is protected from North Atlantic swells by the islands of Casco Bay. Back Cove was too shallow for 20th century ocean commerce. Portland Harbor is the seaward portion of the Fore River estuary."}
+{"text":"South Portland occupies the southern shore of the Fore River estuary."}
+{"text":"Westbrook is inland of Portland where the pre-railroad Cumberland and Oxford Canal provided transportation for mills using water power of the Presumpscot River."}
+{"text":"Grand Trunk Railway from Montreal entered Portland from the north via a long trestle over the mouth of Back Cove. The Grand Trunk yard and wharves occupied the seaward end of the Portland Harbor waterfront along the north shore of the Fore River estuary. This line became the Berlin Subdivision of the Canadian National Railway when the Grand Trunk was nationalized in 1923. Access to the Portland waterfront ended when the Back Cove trestle burned in 1984; and the line to Montreal was sold to a short line operator in 1989."}
+{"text":"Maine Central Railroad Portland Division from Bangor, Maine entered Portland from the north inland of Back Cove."}
+{"text":"Maine Central Railroad Mountain Division from St. Johnsbury, Vermont entered Westbrook from the northwest paralleling the old canal along the Presumpscot River. The Mountain Division was abandoned in 1983."}
+{"text":"Boston and Maine Railroad Worcester, Nashua and Portland Division from Rochester, New Hampshire entered Westbrook from the west. The Boston & Maine discontinued passenger service in 1932 and through-freight service in 1934. The line operated as the Sanford and Eastern Railroad from 1949 until abandonment in 1961."}
+{"text":"Boston and Maine Railroad Portland Division Eastern Route from Boston entered South Portland from the south, and was dismantled in 1945."}
+{"text":"Boston and Maine Railroad Portland Division Western Route from Boston entered South Portland from the south."}
+{"text":"Union Station had eastern and western yards along the Boston to Bangor main line between Rigby Yard and Yard 11. The PTM assembled trains in these yards and added mail and express cars to through trains. Following a 1933 joint operating agreement between the Maine Central and the Boston & Maine, passenger trains from Bangor and points east to Boston or Worcester, Massachusetts, and points south ran through Union Station with pooled equipment like the \"Gull\" and the \"Flying Yankee\". Other Maine Central and Boston & Maine passenger trains originated or terminated at Union Station. Grand Trunk trains originated or terminated about east of Union Station without using Union Station. Union Station was razed in 1961."}
+{"text":"Yard 1 served PTM Wharf 1 on the Portland Harbor waterfront along the north shore of the Fore River estuary upstream of Yard 2 and downstream of yard 8. Wharf 1 had water frontage of and included a warehouse for handling package cargo interchanged with ships of up to draught."}
+{"text":"Yard 2 served Portland Harbor waterfront wharves along the north shore of the Fore River estuary upstream of the Grand Trunk wharves and downstream of Wharf 1. Yard 2 became the local interchange with the Grand Trunk Railway after 1947."}
+{"text":"Yard 3 along the original Boston & Maine eastern route served the South Portland waterfront of the Fore River estuary including PTM Wharf 4, the New England Shipbuilding Corporation and the Portland-Montreal Pipe Line terminal."}
+{"text":"Yard 4 team tracks and less-than-carload (LCL) transfer facilities inland of Yard 1 and Yard 2."}
+{"text":"Yard 5 car storage inland of Yard 8."}
+{"text":"Yard 6 served petroleum bulk plants in South Portland north of Rigby Yard."}
+{"text":"Yard 7 served distribution warehouses and light industries along the south shore of Back Cove. Yard 7 was the interchange with the Grand Trunk Railway until the Portland Junction connection was severed during construction of a highway bridge over the mouth of Back Cove in 1947."}
+{"text":"Yard 8 served PTM Wharf 3 on the Portland Harbor waterfront along the north shore of the Fore River estuary upstream of Yard 1. Wharf 3 had water frontage of designed for handling bulk commodities from ships and barges of up to draught. PTM #1601-1800 30-foot USRA hopper cars carried coal from this wharf to local industries. The wharf included a storage shed for 4000 tons of china clay transported to the Westbrook paper mill in PTM box cars. Maine Central 35000-series USRA 50-ton, , single-sheathed box cars were repainted PTM #2001-2150 in 1956. Maine Central 4000-series steel box cars were repainted PTM #50-54 in 1966. Wharf 3 was closed about 1970. Yard 8 included the first piggyback ramp served by the Maine Central Railroad."}
+{"text":"Yard 9 was the old Fore River Yard on the Mountain Division adjacent to the north shore of the Fore River estuary upstream of the dredged channel. Rigby Yard was enlarged to eliminate most activity in Yard 9."}
+{"text":"Yard 10 served PTM's Thompson Point shops adjacent to the Mountain Division upstream of Yard 9. Thompson Point shops built 49 flat cars, 40 box cars, 3 cabooses, a baggage-RPO and a RPO-smoking car for the gauge Bridgton and Saco River Railroad and Sandy River and Rangeley Lakes Railroad between 1912 and 1917."}
+{"text":"Yard 11 served large grocery distribution warehouses at Deering Junction where the Boston & Maine WN&P division joined the Maine Central main line to Bangor."}
+{"text":"Yard 12 served the city of Westbrook including the S. D. Warren Paper Mill. 7,500 carloads originated or terminated in Westbrook in 1973."}
+{"text":"Rigby Yard (Yard 13) was built in 1922 at the South Portland junction of the eastern and western routes of Boston & Maine's Portland division. Rigby became the busiest New England rail yard north of Boston as car storage and locomotive servicing facilities were eliminated from older yards in Portland. Maine Central and Boston & Maine freight trains originated or terminated in Rigby Yard. Yard 12 became the interchange point for Sanford and Eastern trains."}
+{"text":"Blue Rock Quarry was on the Mountain Division between Westbrook and Portland. Bethlehem Steel delivered 70-ton, 40-foot PTM hopper cars #101-150 in 1956 to replace the old USRA hoppers for coal loading. These cars were used for ballast service as heating oil minimized coal demand. Cars #101-122 were fitted with side extensions for off-line wood-chip loading on the Maine Central Railroad."}
+{"text":"The Albany Port Railroad operates industrial trackage at the Port of Albany-Rensselaer located to the south of downtown Albany, NY along the Hudson River. Customers include a large Cargill grain facility. The operation is jointly owned by CSX and Canadian Pacific Railway."}
+{"text":"The Alabama Warrior Railway is a terminal railroad in Birmingham, Alabama. The railroad operates within the confines of Walter Industries in North Birmingham. It began operations on August 7, 2009, and is owned and operated by Watco Companies of Pittsburg, Kansas."}
+{"text":"The ABWR operates of railroad. Its route dates back to the Marylee Railroad, which was founded in 1895. The Jefferson Warrior Railroad had operated it since 1985. The ABWR began operating on August 7, 2009. The railroad hauls approximately 9,000 carloads annually and interchanges with the CSX Transportation, Norfolk Southern, and BNSF Railway. On June 24, 2014, Caleb Bankston, a former contestant on reality series \"\" and employee of the railroad, was killed by a derailment in Birmingham."}
+{"text":"The Delta Valley and Southern Railway is a short-line railroad headquartered in Wilson, Arkansas."}
+{"text":"DVS operates a two-mile line in Arkansas near Wilson with one switch engine."}
+{"text":"The line is the former St. Louis-San Francisco Railway branch from Elkins to Deckerville. All but from Delpro to Elkins was abandoned in 1947."}
+{"text":", the railroad operated from its enginehouse at the present end of the line to a connection with the Burlington Northern Santa Fe (BNSF) south of Wilson. The line served one cotton processing plant. Motive power was a GE 45-tonner side-rod locomotive, purchased new in May 1954, GE s\/n 32129. The locomotive, DV&S 50, is on the National Register of Historic Places. The locomotive was housed in a single stall engine house built right over the main line of this short railroad, at the end of the line. However, that locomotive was sold in 2009."}
+{"text":"Corporate headquarters are located in the company town of Wilson, Arkansas. The corporate office is on the south side of the central business district in Wilson."}
+{"text":"No. 73 is a 2-6-0 \u201cMogul\u201d built by Baldwin in 1916. It has 19\" cylinders and 49-1\/2\" driving wheels. Numbered as 34 by the Jonesboro, Lake City and Eastern Railroad before that line was sold to the St. Louis-San Francisco Railway (\"Frisco\") in 1925, the locomotive was renumbered to 73 and kept by the Frisco until sold on September 19, 1945 to the Delta Valley and Southern. It is preserved on the Lee Wesson Plantation in Victoria, Arkansas under the Delta Valley & Southern Locomotive No. 73 name with no visible numbers on the cab or tender, but with the original Frisco raccoon-skin-shaped number board and \u201c73\u201d on its nose."}
+{"text":"Indiana Southwestern Railway is a subsidiary of Pioneer Railcorp, operator of several short-line railroad companies. The ISW is a Class III railroad, and operated on 17 miles of track from Evansville, Indiana, northward to Cynthiana, Indiana. That track is currently out of service but switching still occurs in ISW's yard and surrounding industries."}
+{"text":"The line was originally operated as part of an Illinois Central Railroad line that ran all the way to Newton, Illinois. Illinois Central sold off the line south of Browns, Illinois, to Indiana Hi-Rail Corporation; the line went through a succession of operators, all of which had to contend with the line's ancient bridge over the Wabash River near Grayville, Illinois. The bridge suffered damage from floods on more than one occasion, and one span finally collapsed completely around 1999."}
+{"text":"Pioneer bought the line and its Evansville shops in 2000 from the Evansville Terminal Railway. However, when Pioneer stopped shipping grain, the track had to be dismantled and salvaged at the close of 2011. Only the small stretch from the interchange northwest of Evansville to just north of their yard is still used, a distance of about 4 miles."}
+{"text":"The dates back to 1881 as part of the Evansville and Peoria Railroad, which then became part of the Peoria, Decatur & Evansville Railway through a series of purchases. The PD&E became part of Illinois Central in 1900. The ISW is currently the only remaining in-service segment of the PD&E south of Mattoon, Illinois."}
+{"text":"Birmingham Terminal Railway is a subsidiary of Watco Companies, operator of several short-line railroad companies. The BHRR operates on of track providing switching services in the Birmingham, Alabama area. It began operating in 2012 after acquiring the assets of the Birmingham Southern Railroad."}
+{"text":"The Southwest Pennsylvania Railroad is a shortline railroad that operates in southwestern Pennsylvania. The SWP uses rail branches that were acquired from CSX Transportation (originally the Baltimore and Ohio Railroad) and Conrail (originally the Pennsylvania Railroad). All of the track used by the SWP is in either Fayette or Westmoreland counties. SWP provides local service to many customers in the area, connecting them to the outside world via interchanges with Norfolk Southern, Wheeling & Lake Erie Railroad, and CSX. SWP has been vital in the location of several new industries to Fayette and Westmoreland Counties in recent years."}
+{"text":"The main line of the SWP railroad runs as far north as Radebaugh in Hempfield Township. It then passes Greensburg and Scottdale (the location of the railyard) to an interchange with NS and W&LE in Everson. The SWP mainline passes through the coal towns of Owensdale and Broadford, before reaching a junction with CSX. It operates over CSX tracks through Connellsville, where it leaves CSX to run south through Dunbar and Mt Braddock to Uniontown. The route ends after passing through Fairchance and Smithfield. Near the end of the line in Smithfield is a new large fracking-sand facility owned by Hi-Crush Partners, which receives 40\u00a0ft covered hoppers."}
+{"text":"The railroad features several branch lines. One travels to Yukon (in South Huntingdon Township) to serve a box and packaging facility. Another branch runs from Everson to Mt. Pleasant, Pennsylvania and New Stanton. Here, the Westmoreland Rail Freight Terminal, a large bulk transload facility, is served. This location also has a new ethanol plant under construction. The Bullskin Branch serves a small coal loadout named Bullskin Tipple which actually is in Connellsville Township, Pennsylvania. It is only used occasionally. Southwest Pennsylvania Railroad's operational headquarters are located in Oakmont, Pennsylvania. The SWP is operated by Carload Express, Inc., which also operates three other shortline railroads: The Allegheny Valley Railroad (AVR) serving the Pittsburgh area, the Ohio Terminal Railway, and the Delmarva Central Railroad."}
+{"text":"The current SWP roster consists of SWP 4006 GP40-2 mated with SWP 406 slug, which in combination are referred to as an HD40-2 by Southwest Pennsylvania Railroad. This combination has 3000 HP, 8 powered axles and two fuel tanks. SWP 4006 was repainted and SWP 406 was rebuilt by Metro East Industries, Inc. of St. Louis, Ill in 2015. Other locomotives from sister railroad AVR are lent to SWP from time to time as needed."}
+{"text":"The Southwest Pennsylvania Railroad began operations in June 1995 when Trimax (now Carload Express) was selected to operate of railroad by the Westmoreland County Industrial Development Corporation and the Fay-Penn Industrial Development Corporation. In May 2000, the Southwest Pennsylvania Railroad started service to the Westmoreland Rail Freight terminal near New Stanton. The railroad began service to the Hunter Panels plant in the Fayette Business Park in Fairchance in 2006. In 2011, the Southwest Pennsylvania Railroad commenced service to the Fayette Rail Freight terminal in Smithfield. This facility is now operated by Hi-Crush Partners and serves unit trains of sand for hydraulic fracturing."}
+{"text":"The Michigan Southern Railroad , founded in 1989 and owned by Pioneer Railcorp since 1999, operates a portion of the former Michigan Southern Railroad (1846-1855) between White Pigeon and Sturgis, Michigan, United States. At White Pigeon, the line connects with the Grand Elk. Until 2012, the line connected with the Indiana Northeastern Railroad in Sturgis, when Indiana Northeastern abandoned a portion of their line between Batavia and Sturgis."}
+{"text":"The main commodities hauled on the line include scrap, paper, coal, lumber, sand, and soybean oil."}
+{"text":"The Minnesota Commercial Railway is a short line railroad in the United States."}
+{"text":"This railroad operates out of the St. Paul area with service to Minneapolis, Bayport, Hugo, Fridley and New Brighton. It is considered a switching and terminal railroad. It is based out of a roundhouse on Cleveland Ave. in St. Paul just blocks south of the former Amtrak station and its main yard is just to the north of the station."}
+{"text":"Its lines consist of one to Fridley, with an interchange with Canadian National Railway and a small yard in New Brighton. The railroad also runs to Hugo and Bayport on trackage rights. It interchanges with BNSF Railway at Northtown yard. It also serves east Minneapolis' grain elevators by the University of Minnesota as well as the grain elevators on Minnesota State Highway 55 adjacent to the METRO Blue Line."}
+{"text":"The Minnesota Commercial connects with all major railroads in the Twin Cities including: Canadian National Railway, BNSF Railway, Canadian Pacific Railway, Union Pacific Railway, Iowa, Chicago and Eastern Railroad, and Twin Cities and Western Railroad."}
+{"text":"The MNNR's roster consists of mainly Alco and GE locomotives. With over two dozen locomotives, including one from Hamersley Iron in Australia, the roster is diverse and meets the switching and road freight needs. Most units wear a red paint scheme much like that of the Green Bay and Western Railroad."}
+{"text":"The line was formerly known as the Minnesota Transfer Railroad. It was privately owned by the major railroads serving the Twin Cities area."}
+{"text":"The Minnesota Transfer was purchased by the Minnesota Commercial on February 1, 1987. At the time Minnesota Commercial purchased Minnesota Transfer, the railroad was down to 8,000 revenue units a year. By 2008, the Minnesota Commercial was handling over 46,000 revenue units."}
+{"text":"The Kiski Junction Railroad is a short-line railroad that operates in Western Pennsylvania near the city of Pittsburgh. The railroad is based in the small community of Schenley which is situated at the point where the Kiskiminetas River flows into the Allegheny River. The KJR functions as both a freight hauler and a tourist railroad. The railroad is currently mothballed, having suspended all rail operations after the 2016 season."}
+{"text":"The name for the railroad is taken from a point on the Pennsylvania Railroad where the PRR's Conemaugh Line (the former Western Pennsylvania Railroad) and Allegheny Branch (former Allegheny Valley Railroad) met. This point was at the south end of the Kiski Junction Railroad's bridge, where the KJR would interchange with Norfolk Southern."}
+{"text":"The section of the Kiski Junction Railroad's line that runs from the former Kiski Junction, across the bridge over the mouth of the Kiskiminetas River, and along the Allegheny River, was part of the Pennsylvania Railroad's line from Pittsburgh to Oil City, Pennsylvania. There's also a branch line that runs southeast towards Bagdad, Pennsylvania. Portions of that line were built over the former Western Division of the Pennsylvania Canal. With the exception of the Bagdad Branch and about a mile of former mainline track, Conrail abandoned the line in the late 1980s, and removed the rails in 1992. The line north of Schenley was purchased by the Armstrong Trail Association, and converted into the Armstrong rail trail. The trail is part of the proposed Erie to Pittsburgh Trail."}
+{"text":"In 2008, former Pennsylvania Governor Ed Rendell announced that the Kiski Junction would be awarded a state grant of $4 million to extend the line 9 miles north of Schenley to the mouth of Crooked Creek. The line was extended to serve the Logansport Mine (operated by Rosebud Mining Co.) in Logansport. Construction commenced in 2010 and ended in 2011. The line ends just 2 miles south of Ford City. The railroad sees potential in Ford City and hopes to one day link up with the borough."}
+{"text":"KJR #7135 is the main locomotive of the railroad. An Alco S-1 type locomotive, 7135 was built for the US Army in 1943. It served military facilities at Aberdeen Proving Ground, Maryland (World War II), and Fort Dix before being turned over to the South Branch Valley Railroad. The KJR purchased the 7135 in 1995."}
+{"text":"In 2013 the KJR purchased former Lehigh Valley Railroad #126, an EMD SW900 class locomotive which was being used at Rosebud Mining's Lady Jane Mine near Penfield, PA. After the LV dissolved in 1976 the locomotive served many years as Conrail #8653. When Conrail itself dissolved twenty years later, 8653 found work at the Lady Jane mine where it was repainted but kept its CR number. When the KJR gained ownership of the locomotive, it was given back its original LV number and was repainted back to a \"retro style\" LV paint scheme while still retaining KJR reporting marks."}
+{"text":"The Kiski Junction used modern Norfolk Southern locomotives to haul coal from the Logansport Mine since the train would be later interchanged to NS after returning to Schenley. Plus, the coal train could have been anywhere from 100 to 150 carloads which would have been too great of power for the much older 7135 and 126."}
+{"text":"The Chicago and Western Indiana Railroad was the owner of Dearborn Station in Chicago and the trackage leading to it. It was owned equally by five of the railroads using it to reach the terminal, and kept those companies from needing their own lines into the city. With the closure of Dearborn Station in 1971 and the Calumet steel mills in 1985, the railroad was gradually downgraded until 1994 when it became a subsidiary of the Union Pacific Corporation."}
+{"text":"Connections were immediately provided with the newly built Wabash, St. Louis and Pacific Railway at 74th Street and Chicago and Grand Trunk Railway at 49th Street, which, along with the Chicago and Eastern Illinois Railroad connection at the south end at Dolton, were the three initial lessees of the line."}
+{"text":"The branches to Cragin and South Chicago (the latter east of Hammond Junction only) were leased in 1883 to the newly formed Belt Railway of Chicago, which was also given trackage rights over the C&WI's main line and branch to Hammond Junction. The C&WI continued to operate its main line from Dearborn Station south to 87th Street, where it split into two lines to Dolton and Hammond."}
+{"text":"The modest commuter service between Chicago and Dolton was discontinued on July 26, 1963. However, the railroad remained the terminal switcher for the remaining carriers using Dearborn Station."}
+{"text":"Dearborn Station closed in 1971 when Amtrak consolidated all long-distance passenger service to Chicago Union Station. All station tracks had been removed and only the headhouse remained by May 1976. The land was later redeveloped as an urban park, and the station was redeveloped as a commercial space. The old C&WI from Alton Junction as far south the junction with Norfolk Southern Railway at 74th Street is now owned by Metra and used by their SouthWest Service. This service is the successor to the single pair of suburban trains operated by the Wabash (and later Norfolk and Western Railroad) over the C&WI. The service moved from the Dearborn Station annex to Union Station in 1976 via a connection at Alton Junction (21st Street) interlocking."}
+{"text":"Centralized traffic control was introduced in 1973, combining 40th Street and 47th Street, later 59th Street and 74th Street, a four-tower combination was operated by the train dispatcher located at 47th Street tower after their relocation from Dearborn station. The C&WI also had their own police department, and their officers were designated special agents and police-certified through the Illinois Department of Law Enforcement. The C&WI was one of the first railroads in the late 1940s to completely switch over to diesel locomotives."}
+{"text":"From 80th Street to Dolton, the line is now owned by the Union Pacific Railroad, which also has the former Chicago and Eastern Illinois Railroad south from Dolton. The former Main Line segment from 81st Street to 110th Street is owned and operated by Norfolk Southern. NS also relocated the former NKP main tracks to the old C&WI right of way from 130th Street to Burnham when the Mixing Center for Ford Motor Company was built on the former NKP right of way. The rest has been abandoned, except for a short piece in South Deering now used by the Chicago Rail Link, and the part used by the Belt Railway of Chicago, now owned by the BRC."}
+{"text":"The Massena Terminal Railroad is a Class III terminal railroad operating in the U.S. state of New York. It operates over of track from the CSX Transportation yard in Massena north to the Alcoa plant, the railroad's only customer. It was built in the early 20th century, beginning operations in 1900."}
+{"text":"In 2005, the railroad was purchased by holding company RailAmerica."}
+{"text":"It was announced on 1 September 2019 Canadian National Railroad had entered into an Agreement to purchase the line from CSX Corporation."}
+{"text":"The railroad's traffic comes mainly from aluminum and petroleum products. The MSTR hauled around 4,300 carloads in 2008."}
+{"text":"Dutchtown Southern Railroad, L.L.C. is a standard gauge switching railroad in Geismar, Louisiana controlled by Watco Holdings, Inc. that operates a line leased from Illinois Central Railroad Company, part of Canadian National Railway (CN). It interchanges at Geismar with CN."}
+{"text":"The Fordyce and Princeton Railroad Company is a short-line railroad headquartered in Crossett, Arkansas."}
+{"text":"F&P operates of line from Fordyce, Arkansas (where it interchanges with Union Pacific), to an interchange with Arkansas, Louisiana and Mississippi Railroad at Crossett."}
+{"text":"F&P traffic generally consists of lumber and paper products."}
+{"text":"F&P incorporated on February 25, 1890 as a line between Fordyce and Toan, Arkansas. The railroad expanded, then downsized to a mere of switching track near Fordyce. After the liquidation of Chicago, Rock Island and Pacific Railroad, F&P acquired the line between Fordyce and Crossett, via Banks, Craney, Hermitage, Ingalls, Vick, Broad, Emery, and Whitlow."}
+{"text":"F&P was owned by Georgia Pacific from 1963 until March 2004, when it was sold to Genesee and Wyoming."}
+{"text":"The Chicago Rail Link is a shortline railroad in Illinois. It owns and operates more than 72 miles of track on the South Side of Chicago. It is owned by OmniTRAX."}
+{"text":"The Buffalo Southern Railroad is a class III railroad operating in western New York."}
+{"text":"The BSOR is locally owned and operates in the Buffalo area. It should not be confused with the South Buffalo Railway which is a separate railroad."}
+{"text":"The BSOR operates on 32 miles of track owned by Erie County, New York and leased from the Erie County Industrial Development Agency. The line runs south from Buffalo, New York to Gowanda, New York servicing the villages of Hamburg and North Collins along the way."}
+{"text":"It interchanges with Norfolk Southern Railway, CSX Transportation, Canadian Pacific Railway, Buffalo and Pittsburgh Railroad and the New York and Lake Erie Railroad. The rail line intersects Norfolk Southern at a diamond in the village of Blasdell near Lake Avenue."}
+{"text":"BSOR traffic includes animal feed, fertilizer, propane, lumber, scrap metal, cement, aggregates, brick, and paper. The annual tonnage hauled is 50,046 using 556 carloads per year. Trains operate on demand, typically several times per week."}
+{"text":"The company offers services such as car switching, car unloading, and locomotive leasing and servicing. It operates the Buffalo Creek yard in Eden, New York and has locomotive maintenance facilities in Hamburg, New York."}
+{"text":"BSOR locomotives are painted green with yellow trim."}
+{"text":"The Augusta and Summerville Railroad is a railroad in Georgia."}
+{"text":"It was chartered in 1866 and operated until 1888 using horses to pull rail cars over a 7-mile route. Eventually the horses were retired and the A&S ended up operating a 3-mile railroad to provide connections between other railroads."}
+{"text":"Between 1897 and 1900, the A&S was sold jointly to the Southern Railway, the Central of Georgia Railway, the Charleston and Western Carolina Railway and the Georgia Railroad."}
+{"text":"The A&S is currently operated as a switching line jointly owned by CSX Transportation and the Norfolk Southern Railway."}
+{"text":"Founding and acquisition by Pennsylvania RR: 1886-1982."}
+{"text":"At its peak the Turtle Creek Branch extended from Westinghouse's facilities in Trafford all the way through Saltsburg, and its primary cargo was not gas but coal. Passenger service to and from Pittsburgh and points west was also popular, first served by steam engine trains and later by a single car diesel vehicle known as the Doodlebug. Vehicles made stops in North Trafford, Blackburn, Saunders, Murrysville, Newlonsburg and Export. At its peak, an average of 1000 passengers each weekend would ride this rail line down to Pittsburgh, but passenger service eventually declined, ultimately ending in 1936. Coal shipments declined as well as mines closed, and businesses located along Old and New William Penn Highway became the railroad's only customers."}
+{"text":"In 1968 the owner of the Turtle Creek Branch, the Pennsylvania Railroad Company, merged with New York Central Railroad and the New York, New Haven and Hartford Railroad to form Penn Central, which declared bankruptcy only two years later. A new company, Conrail, was formed to take over the freight lines of the short-lived Penn Central; it renamed its \"Branches\" as \"Industrial Tracks\", giving the Turtle Creek railroad its penultimate name: The Turtle Creek Industrial Track. In 1980, Congress passed the Staggers Rail Act which deregulated the rail industry, permitting carriers to sell-off unprofitable lines. Subsequently, Conrail announced that it was looking to was looking to abandon several lines, and its Turtle Creek Industrial Track was among them."}
+{"text":"To defray some of the start up costs, Dura-Bond received a $313,240 grant from the commonwealth of Pennsylvania. Governor Dick Thornburgh, who traveled to Export for the newly acquired railroad's opening ceremony, justified the grant, remarking that the rail service would preserve more than 700 industrial jobs in Westmoreland County. The Westmoreland County Industrial Development Authority also backed the project with low interest revenue bonds. The purchase price of the line would be $125,000, but this relatively low number reflected something all of the parties in the deal knew: the track was in very poor condition. Dura-Bond secured a bank loan to help pay the additional costs that it knew would soon come."}
+{"text":"A Norris family engineer summarized the company's key to its plan for turning the railroad to profitability, \"Conrail needed a seven man crew to run the line. We do it with two men and a dog.\" In addition to the engineer's pit-bull, the TCKR employed 4 people, nominally two engineers and two brakemen. These employees would do everything including driving the trains, keeping the railroad's 1940s era locomotives running and maintaining the track. They also had the skills and equipment to re-rail minor derailments, as well as replace damaged rail ties using only hand tools if need be."}
+{"text":"End of service and conversion to rail-trail: 2009-2019."}
+{"text":"A few sections of TCKR track remained in place after this rail trail section was completed. About of the railroad track was not part of the original sale to Westmoreland county. A portion of this lies at the end of the line in Export, where Dura-Bond maintains its facilities. The other major segment is of track at the beginning of the line in Trafford; this portion of track was not owned by Dura-Bond but was retained by Conrail, which handed it down to one of its successors, Norfolk Southern. Westmoreland County has expressed interest in acquiring a portion of this track to extend the rail-trail to the Trafford business district."}
+{"text":"Data logged with the Federal Railroad Administration showed that service on the Turtle Creek Industrial Railroad was steady from 1987 through 2008. (Data prior to 1987 are incomplete.) Given that the track distance between Trafford and Export is in each direction, the total train miles reported per year are consistent with the \"three to five trains per week\" cited in the 1991 documentary. The drop-off in miles logged as a result of the June 2009 flood is apparent. Regular train service halted in June 2009, and after a three-month pause, a final 64 train miles were recorded in October. Employee work hours continued to be logged each month through July 2010."}
+{"text":"The Flats Industrial Railroad is a Class III railroad that provides short-line commercial\/industrial switching service in Cleveland, Cuyahoga County, Ohio, primarily with CSX Transportation and the Norfolk Southern Railway."}
+{"text":"Trains have run in the Cuyahoga Valley since the 1880s. In 1880, the Valley Railway began operations, transporting coal to Cleveland, Akron, and Canton from the Tuscarawas River Valley and providing passenger service along the way. After a decade of operation, the Valley Railway became part of the Baltimore & Ohio Railroad. In the 20th century, competition from automobiles, trucks, and buses caused the decline of both freight and passenger service."}
+{"text":"Right-of-way ownership shifted over the years from Valley Railway to the Cleveland Terminal & Valley Railway (CT&V), to the Baltimore and Ohio Railroad, to the Chessie System."}
+{"text":"Flats Industrial Railroad acquired its rails and right-of-way within the Flats District (Cleveland) from former Conrail. As of 2009, the Class III Short Line railroad operates as the Flats Industrial Railroad Company (FIR\/FIRS). . The railroad operates on weekdays, reportedly around 7:00 to 10:00AM in the morning. At one time, they used to have a sand trans-loading business to keep themselves busy while not switching at Cleveland's Cereal Food Processors elevator. They also used to serve fatty oils and synthetic esters producer, \"Werner G. Smith.\" They interchange with the Norfolk Southern in a yard between Fulton Road and W.41 Street in Cleveland, Ohio. The Cloggsville Line, operated by Norfolk Southern, serves that yard. Company (FIR\/FIRS)."}
+{"text":"As recently as 2014, FIR had only two employees."}
+{"text":"Flats Industrial Railroad initially operated one switching locomotive, later adding a second locomotive."}
+{"text":"All locations are in Cleveland, Cuyahoga County, Ohio:"}
+{"text":"In 2005, FIR reported a single Highway-Rail Crossing incident, no other accidents, and no one killed or injured. In 2004, FIR did not report any accidents (train, highway-rail crossing, other incidents)."}
+{"text":"Conrail Shared Assets Operations or CSAO is the commonly used name for modern-day Conrail (reporting mark CRCX). Conrail is an American railroad company. It operates three networks\u2014the North Jersey, South Jersey\/Philadelphia, and Detroit Shared Assets Areas, where it serves as a contract local carrier and switching company for its owners, CSX Transportation and the Norfolk Southern Railway. When most of the former Conrail's track was split between these two railroads, the three shared assets areas (a total of about 1,200 miles of track) were kept separate to avoid giving one railroad an advantage in those areas. The company operates using its own employees and infrastructure, but owns no equipment outside MOW equipment."}
+{"text":"Passaic and Harsimus Line \"P&HL\" - formerly Northeast Corridor at Waverly, New Jersey, now Oak Island Yard to Jersey City"}
+{"text":"The New Jersey Department of Transportation anticipated in 2010 increased freight activity in South Jersey that has led to capital improvement and expansion projects for this designated area."}
+{"text":"The South Jersey\/Philadelphia Shared Assets Area is operated out of Pavonia Yard in Camden, New Jersey, with smaller yards in Marcus Hook, Paulsboro, Millville, Morrisville, Frankford Junction, Burlington, Port Richmond and South Philadelphia."}
+{"text":"The south track at the Delair Lift Bridge (part of the Delair Branch) is used by Conrail; the north track is used by New Jersey Transit's Atlantic City Line."}
+{"text":"The Detroit Shared Assets Area consists of:"}
+{"text":"CP-West Detroit, Delray, CP-YD, and River Rouge Yard lie close to each other on the Utica\/MP 20 line, giving the whole a rough K-shape. Various spurs and industrial tracks branch off from this trackage. Mileage in both directions is measured from the Michigan Central Railway Tunnel."}
+{"text":"Conrail Shared Assets utilizes the following types of locomotives, all supplied by CSX and Norfolk Southern."}
+{"text":"The Manufacturers Railway Company is a defunct railway company in St. Louis, Missouri. It was owned by Anheuser-Busch."}
+{"text":"The railway company was founded in 1887 by Adolphus Busch, the President of Anheuser-Busch. By 1906, Busch was still President while William D. Orthwein was Vice President."}
+{"text":"The company's line connected with the Terminal Railroad Association of St. Louis and the Alton and Southern Railroad in East St. Louis, Illinois. The MRS accessed the Alton and Southern Railroad using trackage rights over the Terminal Railroad Association of St. Louis via the MacArthur Bridge. MRS owned railroad cars used to transport Anheuser-Busch's products. It also provided locomotive maintenance and painting services to other companies."}
+{"text":"On March 25, 2011, it was announced that Anheuser-Busch had applied to shut down the MRS, after the brewery began shipping outbound products via truck instead of rail. However, on April 8, Foster Townsend Rail Logistics (reporting marks: FTRL) announced that it planned to take over operations of the line once Manufacturers Railway ceased operations. On October 2, 2011, FTRL Railway began providing rail switching services at Anheuser Busch's St. Louis brewery."}
+{"text":"The Little Rock Port Authority Railroad is a Class III short-line railroad headquartered in Little Rock, Arkansas."}
+{"text":"LRPA operates of switching line at the Port of Little Rock Industrial Park, and interchanges with Union Pacific Railroad and BNSF Railway near the Little Rock National Airport."}
+{"text":"The line is owned by the Port of Little Rock."}
+{"text":"The NASA Railroad is a Class III industrial short-line railroad at the Kennedy Space Center in Cape Canaveral, Florida. The railroad consists of of track connecting the mainline of the Florida East Coast Railway and trackage at the Cape Canaveral Air Force Station."}
+{"text":"NASA uses the railroad to transport equipment which could not be transported over the road to and from other NASA locations. Rail transportation also offers cost savings over transporting bulky and heavy cargo via barge or aircraft. Prior to its shutdown, much of the rail traffic was devoted to sending segments of the reusable solid rocket boosters (SRB) from the Thiokol plant in Utah back again for refurbishment after Space Shuttle launches and recovery. A total of 24 cars were devoted to transporting the SRBs."}
+{"text":"In 2020, NASA reopened the railroad to support the new Space Launch System (SLS) vehicle."}
+{"text":"The railroad took delivery of a train loaded segments of the two shuttle-derived solid fuel rocket boosters that will be used on the initial flights of the SLS. Each booster will provide 3.6 million pounds of thrust by adding one additional solid fuel propellant segment to the modified shuttle boosters (5 sections for the SLS vs. 4 for the STS). This SLS booster will be the largest, most powerful solid propellant boosters ever built. The boosters will once again be manufactured by Orbital ATK in Utah and shipped cross country by rail."}
+{"text":"The NASA Railroad operates three SW1500 switcher locomotives, each former Toledo, Peoria and Western Railway units and 75 rolling stock cars. The fleet is maintained by the NASA Railroad shop, which also maintains locomotives and cars for the Cape Canaveral Air Force Station."}
+{"text":"The New York and Brighton Beach Railway or short N.Y.&B.B. Railway (NY&BB) was a 3-mile-long (4.8\u00a0km) standard gauge railway line in Brooklyn on Long Island, New York. It started at Locust Grove in New Utrecht and terminated at Brighton Beach on Coney Island."}
+{"text":"The NY&BB was opened for passenger services on August 5, 1880 and operated until September 19, 1880, when the season closed. According to the 1881 report to the NY State Railroad Commission it resumed service in 1881 but carried only 4,867 passengers, earning only $2,726 against $17,602 of expenses."}
+{"text":"In the early morning of July 27, 1881 the Brighton Beach terminal was completely destroyed by a fire of incendiary origin with a loss of $35,000 which were only partially covered by insurance. Half of the rolling stock, seven cars at an estimated value of $16,000, were also destroyed. The track was sold in 1884 and renamed in 1886 to Sea Beach & Brighton Railway. It was subsequently used by the Boynton Bicycle Railroad for two years starting in the summer of 1890."}
+{"text":"The MET handles 24,000 cars per year (1996 estimate)."}
+{"text":"The MET was incorporated on October 7, 1911 by Mr. T. K. Beard. On November 1, 1911 it leased the electrified Modesto Interurban Railway (MIR). Passenger service was the primary service for the railroad when it started in November 1911, but only lasted until 1917. The MET went to diesel-only operation in March 1952."}
+{"text":"The Modesto Interurban Railway was incorporated on March 23, 1909 with plans to build of track from Modesto along McHenry Avenue and then directly to Riverbank. The railway was envisioned because only the Southern Pacific served Modesto; the Santa Fe bypassed Modesto by to the east at Empire. The Modesto Interurban Railway linked the Santa Fe with Modesto. On April 12, 1909 the grading commenced. Just days before the Modesto & Empire Traction began taking over the railroad, the Modesto Interurban Railway completed construction and operated its first train. By November 1, 1911 the Modesto & Empire Traction was leasing the railway."}
+{"text":"The Central Indiana and Western Railroad is a short-line switching and terminal railroad in southwestern Madison County in Indiana. It branches off a CSX line near the city of Anderson and runs approximately seven miles west-southwest, terminating at Lapel near the western border of the county. About three miles of operation are on CSX. The primary traffic is glass-making materials and cullet shipped from South Anderson Yard to Lapel and some grain traffic generated in Lapel is shipped to the South Anderson Yard along the CI&W. The line was formerly part of the Central Indiana Railway, jointly owned by the New York Central Railroad and Pennsylvania Railroad."}
+{"text":"The Decatur Central Railroad (reporting mark DCC) is an American railroad that operates in central Illinois. It was founded in August 2016 as a joint venture between short-line railroad operator OmniTrax, which operates the railroad, and grain cooperative Topflight Grain, which owns the right-of-way and trackage. The route, which runs between Cisco and Decatur, was previously operated by the Decatur Junction Railway. The railroad began operation in January 2017."}
+{"text":"The railroad's primary market is local grain transportation, though it also serves an intermodal facility and can interchange traffic with the Canadian National Railway in Decatur."}
+{"text":"The Ozark Valley Railroad is a 27-mile shortline railroad connecting Mexico, Missouri, and Fulton, Missouri."}
+{"text":"The Kansas City Southern Railway links to the Ozark Valley Railroad at Mexico, Missouri."}
+{"text":"The Adrian and Blissfield Rail Road Company is a Class III short line railroad which operates of railroad track between Adrian and Riga, in Lenawee County, Michigan. It was incorporated February 6, 1991, with company headquarters in Westland, Michigan. It also operates Lapeer Industrial Railroad, Charlotte Southern Railroad, Detroit Connecting Railroad, and Jackson and Lansing Railroad."}
+{"text":"ADBF's railroad line is one of the oldest operating in the United States, having been originally built in 1834 by the Erie and Kalamazoo Railroad."}
+{"text":"ADBF also operates a dinner train known as \"The Old Road Dinner Train\" in Blissfield, and a sister company operates in Charlotte."}
+{"text":"The ADBF fleet, as of January 2021, consists of the following 7 locomotives:"}
+{"text":"The Oakland Terminal Railway was a terminal railroad in West Oakland, California. The OTR was jointly acquired in 1943 by the Western Pacific Railroad and Atchison, Topeka and Santa Fe Railway to take over the Key System's freight railroad known as the Oakland Terminal \"Railroad\". Today, the OTR is now the West Oakland Pacific Railroad that operates on 10 miles of track. OTR was jointly owned by the Union Pacific Railroad and BNSF Railway. The railroad operated in the industrial area around the Oakland Army Base."}
+{"text":"The OTR interchanged with the ATSF near the Southern Pacific 16th Street Station in Oakland. The OTR also interchanged with the Western Pacific via trackage rights over the Key System from Emeryville to the Sacramento Northern (a WP subsidiary) terminal at 40th and Shafter Streets in Oakland. It is no longer in service."}
+{"text":"The Oakland Terminal \"Railroad\" was the predecessor of the Oakland Terminal Railway. The Railroad was formed in 1935 by the Railway Realty & Equipment Company, Ltd. to handle the Key System's freight customers. The Railroad operated over Key System's A, B and C lines and the Key Systems freight-only tracks on 26th Street and along the waterfront. In 1943 the Key System sold the Oakland Terminal Railroad to the Western Pacific and the Santa Fe Railway. The Oakland Terminal Railroad was renamed the Oakland Terminal Railway. Because it operated over some of the Key System, some of the switching was performed by electric locomotives."}
+{"text":"The Garden City Western Railway is a railroad operating in the U.S. state of Kansas. GCW was organized in 1916, first owned by The Garden City Sugar and Land Company and then owned by the Garden City Coop, Inc. The GCW is located in southwest Kansas and totals of operating railroad and interchanges with BNSF Railway. GCW was purchased by Pioneer Railcorp on April 29, 1999. The primary commodities include grain, frozen beef, fertilizer, farm implements, feed products and utility poles."}
+{"text":"The Garden City Sugar and Land Company, at Garden City, Kansas, built a railroad known as the Garden City Western Railway, constructed in 1915. This railroad extends from the Sugar Factory at Garden City in a northwesterly direction about through farm lands, held by the Garden City Sugar and Land Company. Road built to take care of products of Garden City Sugar and Land Company's holdings in land."}
+{"text":"The Nebraska, Kansas and Southern Railway track was laid out from Garden City and was never operational. The rail, fastenings and ties from this railroad were sold in 1915 at a Sheriff's auction to the Garden City Western Railway Company, a subsidiary of the Garden City Sugar and Land Company."}
+{"text":"On 1 September 1991 the Garden City Northern Railway (GCNR) merged with the Garden City Western Railway."}
+{"text":"A GCW steam locomotive is currently on static display at the Lee Richardson Zoo in Garden City, located behind the Snack\/Gift Shop and across the Drive-In Entrance\/Kiosk."}
+{"text":"The Golden Isles Terminal Railroad is a terminal railroad that began operations in 1998, taking over from the Colonel's Island Railroad. It operates 33 miles of track in and around the port at Brunswick, GA. Starting in 1998, it is owned by Genesee & Wyoming Inc."}
+{"text":"The Iowa River Railroad (IARR) operates freight service from Ackley, Iowa to end of track 1.4 miles south of U.S. Highway 20, north of Steamboat Rock, Iowa, for a distance of about 9 miles. With its office located in Steamboat Rock, Iowa, IARR carries corn byproducts and ethanol from Pine Lake Corn Processors to the interchange with the Canadian National Railroad in Ackley, Iowa."}
+{"text":"In June 2006, the IARR purchased from the UP and started operations of the Marshalltown Industrial Lead from Marshalltown, Iowa to Steamboat Rock, Iowa. In June 2006, the IARR also purchased from North Central Railway Association a rail line running between Steamboat Rock and Ackley, Iowa, which needed rehabilitation prior to operating over. Rehabilitation has been completed and that portion of the line is currently in use."}
+{"text":"In 2012, the Iowa River Railroad filed to abandonment of line running from Steamboat Rock to Marshalltown with the Surface Transportation Board."}
+{"text":"The same year, a request for imposition of a public use condition and issuance of an interim trail use for the line was filed on behalf of the conservation boards of both Marshall and Hardin Counties, as well as the cities of Marshalltown, Union, Steamboat Rock, Liscomb, Eldora and Albion and the Iowa Natural Heritage Foundation. The action was approved by the Surface Transportation Board."}
+{"text":"The abandoned line will be turned into the Iowa River Rail Trail."}
+{"text":"The IARR connects with the Canadian National (formerly Illinois Central) at Ackley. Before abandonment the line also connected with the Union Pacific Railroad at Marshalltown."}
+{"text":"Current motive power had consisted of a single GP30, #3004, but has gained a recent addition GP38M, #3802."}
+{"text":"The American Railroad Company (ARR) owned and operated a railroad in Puerto Rico."}
+{"text":"The ARR was set up in 1902 to take-over of railroad tracks that existed, when the United States invaded Puerto Rico in 1898. It was reorganized in 1947 as Puerto Rico Railroad & Transport Co. It discontinued passenger service in 1953 and ended all rail operations in 1957."}
+{"text":"Hacienda Mercedita was a sugarcane plantation in Ponce, Puerto Rico, founded in 1861, by Juan Serrall\u00e9s Col\u00f3n. Today Hacienda Mercedita no longer grows sugarcane and its lands are instead used for growing mangoes, grasses, landscape plants and palms, coconut palms, bananas, and seeds."}
+{"text":"In 1865, Juan Serrall\u00e9s Colon experimented with rum production at the Hacienda, producing his first casks of rum. He perfected his rum formula and the rum business grew rapidly. By 1890, Hacienda Mercedita produced over of rum-making sugarcane."}
+{"text":"For some time the Serrall\u00e9s operation produced various local rum brands, most of which were short-lived. Inspired by the success of other rum producers in the island, the family decided to launch a refined brand with the intention of exporting it elsewhere. In 1932, the Ron Don Q brand was born and became popular with locals who considered rival Bacardi either harsher in taste or a foreign brand, as it was made in Cuba. In the 1930s, with money pouring in, Juan Serralles built a spacious new home for his family in his estate in Ponce, today called the Serralles Castle."}
+{"text":"By 1953, the rum business had become highly successful and the Serrall\u00e9s family built a new refinery incorporating modern equipment. By February 21, 1953, as the Hacienda was no longer a mostly residential facility, but had taken on more of an administrative role, its sugar cane corporation, Central Mercedita, Inc., was the center of most activity, purchasing sugarcane from local farmers and milling and processing it into cane sugar. Central Mercedita Inc. and its sister company, Puerto Rican Sugar Refinery, Inc., together engaged in Puerto Rico cane sugar production during this period. In the fall of 1971, these enterprises were doing business as Central Mercedita Co. and as Puerto Rico American Refinery, Inc."}
+{"text":"In the 1950s, both the sugar cane and rum business stabilized and the Hacienda ran two parallel operations, one producing, packaging, selling, and distributing cane sugar under the \"Snow White\" brand and the other producing, packaging, selling, and distributing rum under the \"Don Q\" label. For the rum side of the house, Serralles incorporated a new company, Destiler\u00eda Serrall\u00e9s Inc."}
+{"text":"In 1973, the government of Puerto Rico created the Corporacion Azucarera de Puerto Rico (Puerto Rico Sugar Corporation, also known as Sugar Corporation of Puerto Rico) in an attempt to save the sugar industry, which for the previous two decades had been decaying. The new Corporation oversaw the operations of the remaining 13 sugarcane mills, including Central Mercedita, and those of the Snow White Sugar Refinery, the only sugar refinery left in the Island. The Puerto Rico Land Authority had ownership of the \"Snow White\" sugar refinery itself."}
+{"text":"However, for a number of reasons, the new government corporation \"immediately bled money.\" Ten years later, in 1983, the price of Mercedita's \"Snow White\" brand sugar was frozen by law in an attempt \"to keep the voters happy.\" On 31 December 1994, Central Mercedita stopped the milling of sugarcane, but continued its sugar refining operations to accommodate other sugar cane mills in Puerto Rico that depended on it for their milling operations. However, 1994 is generally considered the closing date for the sugar mill. Shortly afterwards, sugar refining at Mercedita stopped altogether with the closing of the remaining sugarcane farms in the island. In 1998, the Government of Puerto Rico gave title to the homes and associated land to the remaining residents of the old Mercedita plantation."}
+{"text":"In the fall of 2001, Sugar Corporation of Puerto Rico which owned the Mercedita sugar refinery and the \"Snow White\" sugar brand was contemplating the building of a sugar plant large enough to supply all 50,000 tons of sugar consumed each year in Puerto Rico."}
+{"text":"The municipality of Ponce is attempting to acquire the grounds of the old Central Mercedita to convert it into a city park."}
+{"text":"The community where the old Central Mercedita operated continues still stands. It too goes by the name \"Central Mercedita\". The main access road is PR-5506."}
+{"text":"In June 2020, the hacienda served as a backdrop for an educational photoshoot of the traditional Puerto Rican Bomba dance."}
+{"text":"Following is a timeline listing the principal events, and their dates, in the life of Hacienda Mercedita."}
+{"text":"The following is a list of railroads operating in the U.S. Commonwealth of Puerto Rico."}
+{"text":"The event of World War II, the creation of the San Juan-Santurce Omnibus Line, the White Star Bus Line and the San Felipe (1928) and San Cipri\u00e1n cyclones in 1932 caused serious damages to this transit system."}
+{"text":"Passenger travel began to flourish in 1902 when the American Railroad Company from New York acquired the system. In 1904, a southern line was constructed between Hormigueros and Yauco. The northern line was expanded towards the west of San Juan to include the towns of Arecibo and Aguadilla. One of the most significant projects of this line was linking the main rail line through Quebradillas and Isabela, requiring the construction of tunnels and tall bridges, including the Guajataca Tunnel completed in 1904. In 1907, the northern line of San Juan was connected to the southern line of Ponce, finally connecting the northern and southern portions of the island."}
+{"text":"On the early morning hours of November 7, 1944, the American Railroad Company of Puerto Rico suffered the most violent accident in its history. Train No. 3 was traveling from San Juan to Ponce carrying passengers to their different hometowns for the island general elections to be held that same day. It stopped at the Jimenez Station in Aguadilla for a routine engineer and fireman exchange with Train No. 4 which was heading towards San Juan. The engineer assigned to Train No. 3's ride from Jimenez Station to Ponce was Jose Antonio Roman, an experienced freight train engineer, but who had never worked in passenger travel. When the train left the station at 2:00am, it was hauling 6 passenger cars with hundreds of commuters and two freight cars."}
+{"text":"The last remaining part of the system used in operations was a small rail line located in the town of Arroyo, which was used exclusively for tourism purposes until 2005. The rest of the system was either torn down to make room for new development, recycled (rails were melted and recycled and certain rail bridges were converted into road bridges), or simply abandoned. Remnants of the main system and lines can still be seen in some parts of Puerto Rico, such as:"}
+{"text":"The Tren Urbano is a heavy-rail commuter metro system serving the cities of Bayam\u00f3n, Guaynabo and San Juan. It is the only active rail system serving the general public in Puerto Rico, with 16 stations along a route. It is electrified by third rail at 750 V, d.c.. The line's construction started in July 1996 with the purpose of relieving traffic congestion in the San Juan metropolitan area, and was inaugurated January 2005 to mixed reactions. With a final estimated cost of $2.25 billion, nearly $1 billion more than original estimates, the project has been criticized by government watchdogs, especially for its low passenger use of approximately 24,000 daily passengers (2005 est.), compared with original projections of 80,000."}
+{"text":"Upon its inaugural opening, there were initial plans to extend the Tren Urbano rail system to outlying suburbs of the San Juan metro area, including a light interurban rail system from San Juan to Caguas originally scheduled to be completed in 2010. However, these designs have not been finalized and no construction work has commenced yet. The proposed Caguas rail project remains postponed as of September 2019."}
+{"text":"The Chemex Railroad (a.k.a. Port of Ponce Railroad) was a short, industrial railroad located in the southern city of Ponce and was the last remaining operational freight railroad on the entire island until it ceased operations sometime in 2010. It first began operations in 1988 under the control of CHEMEX Corporation's predecessor PharmaChem, a supplier of chemicals to Puerto Rico\u2019s pharmaceutical industry, which primarily used the railroad to ship inbound chemical products via a railroad ferry connection from Mobile, Alabama in the U.S. mainland to the marine terminal within the Puerto de Las Am\u00e9ricas."}
+{"text":"The entire rail system consisted of an eight-track railroad yard, a railroad ferry terminal, and two diesel switcher locomotives. The two engines, an EMD SW1 and EMD SW9, made up the primary locomotive roster to assist in most of its switching activities and the loading of rail cars onto barges. About twice each month from the Port of Mobile, the railroad ferry service transported an average of 24 tank cars throughout each voyage, delivering and receiving both loaded and unloaded cars from the terminal to the rest of the national U.S. rail network."}
+{"text":"The Train of the South was an historic, narrow gauge plantation line dedicated exclusively for tourism in Arroyo. Several passenger wagons pulled by a Plymouth WDT 40-ton diesel locomotive transported visitors on an hour-long guided tour along old sugar cane fields. This line has been temporarily closed in 2005, but there are petitions to revive and extend the system."}
+{"text":"El Parque del Tren was a little train within a park dedicated exclusively for park attendees. It was also the last remaining rail line open to the general public until the inauguration of the \"Tren Urbano\". It consisted of a locomotive with various passenger cars which would carry visitors around a large recreational park in Bayam\u00f3n. As part of early 2000s reconstruction efforts, the park was demolished to make way for the \"Tren Urbano\"."}
+{"text":"The Train of the South \u2014 or Tren del Sur in Spanish \u2014 is a historic narrow gauge heritage railroad operating within the U.S. commonwealth of Puerto Rico in Arroyo. It was formed in 1984 to preserve the last surviving sugar cane plantation line still in existence on the entire island, which was part of a large railroad system that operated around Puerto Rico prior to the 1950s.<ref name=\"Railroads of Puerto Rico \/ Ferrocarriles de Puerto Rico by Roger Aponte\">Railroads of Puerto Rico (a list)<\/ref>"}
+{"text":"The railroad took passengers and sightseers across Arroyo's old sugar cane fields on a fifty-minute long guided tour that explained the industry and other historic aspects of it. Most of the original railroad right-of-way is former Ponce & Guayama trackage, which was in regular use up until 1990; a short segment was later revived as the Tren del Sur in 1984. Much of the original equipment abandoned on site also served as historic props along the route."}
+{"text":"After a temporary shutdown in 1988, former Arroyo's mayor Reinaldo Pirela obtained funds from Puerto Rico's government to refit tracks and the transfer of eight Plymouth locomotives from Central Aguirre's stock to restart successful operations in 1996. In 2005, the railroad was temporarily shutdown pending a major restoration project; although all work has been halted in recent years afterwards for unknown reasons. However, the Department of the Interior has plans to re-commission the railroad and extend the system further sometime in the near future. For enforce legal protection of the Tren del Sur, the Puerto Rico Legislative Branch approved first the Law 118-1995 and later the Law 212-2014 that superseded the 1995 law but both laws failed to keep the train running."}
+{"text":"The Mount Adams Incline was a funicular, or inclined railway, located in the Cincinnati neighborhood of Mount Adams. Completed in 1872, it was the longest-running of the city's five inclines, closing in 1948. It has since been demolished."}
+{"text":"The incline was long and carried streetcars and automobiles."}
+{"text":"The Castle Shannon Incline was a funicular railroad in Pittsburgh, Pennsylvania. It was originally part of the Pittsburgh and Castle Shannon Railroad route to the suburb of Castle Shannon. It replaced an earlier incline dating to 1825 that brought coal down from a mine in Mount Washington."}
+{"text":"Initially opened on August 26, 1890, the incline operated for only a few days before breaking down, the original machinery being unable to bear the strain of the large freight and passenger cars. After a second abortive run in October, it was decided that the machinery had to be replaced. The refitted incline opened on March 7, 1891. It ran from Bailey Avenue west of Haberman Avenue down to Carson Street just west of Arlington Avenue."}
+{"text":"The incline's large cars were able to carry both passengers and wagons, and later automobiles. In 1909, steam railroad passenger service on the Pittsburgh and Castle Shannon Railroad was replaced by electric cars of the Pittsburgh Railways that ran through the Mount Washington tunnel (still in use today). No longer part of a through route, Incline No. 2 soon became superfluous, but development of a residential area on top of Mount Washington kept Incline No. 1 in business. Originally steam powered, it was converted to electrical operation in 1918 by the Otis Elevator Company. Following much deliberation in the 1950s, the incline was closed June 21, 1964."}
+{"text":"The site of the bottom of the incline is still visible as a gravel slope next to Carson Street where the bus lane joins. Up from there, it passes under existing bridges carrying a railroad, East Sycamore Street, and the P. J. McArdle Roadway. Farther up, Cola Street ends at the incline site. The bottom is near the now-popular Station Square."}
+{"text":"The Fort Pitt Incline was a gauge funicular railroad in the Bluff neighborhood of Pittsburgh. Opened in 1882, the incline ran from 2nd Avenue to Bluff Street, a distance of , and a vertical distance of . The designer was Samuel Diescher."}
+{"text":"The incline was abandoned on 7 November 1900, and afterward sat idle for about three years before fire destroyed it."}
+{"text":"Marking the former path of the incline are public steps which ascend from the south portal of the Armstrong Tunnel (at the South Tenth Street Bridge) to the Boulevard of the Allies next to the Duquesne University campus."}
+{"text":"The Prospect Park Incline Railway was a funicular railway in the city of Niagara Falls, New York, United States. It was built in 1845 on the United States side of the Niagara Falls at Prospect Point Park. An accident in 1907 claimed a single life and lead to the closure of this line."}
+{"text":"The incline railway was covered and consisted of two parallel rail tracks leading from the top of the gorge to the bottom, with each track carrying an open railcar with a capacity of 15-20 passengers. The line was originally on water counterbalance principals, but was later converted to electrical operation."}
+{"text":"Following the 1907 accident, the funicular railway was removed in 1908. In 1910, it was replaced with elevators, which operated in separate shafts drilled through the rock and opened out to a building at the base of the gorge. In 1960 the elevators were closed due to a rock fall. The elevators were replaced with the current Prospect Point Observation Tower in 1961."}
+{"text":"The Mill Mountain Incline was a 0.37 mi (0.60\u00a0km) funicular, or inclined plane, located on Mill Mountain in Roanoke, Virginia that operated between 1910\u20131929. Costing $40,000 to complete, the incline took visitors from the base of the mountain where the present-day Carilion Roanoke Memorial Hospital is located to the summit in the area where the Mill Mountain Star is now located."}
+{"text":"Today, the former location of the incline is visible in the form of a cleft in the trees on Mill Mountain, immediately behind the Carilion Roanoke Memorial Hospital."}
+{"text":"The idea of an incline being developed for Mill Mountain was initially proposed in 1892, but was formally organized in November 1909 by a group of twenty-five local investors calling themselves the Mill Mountain Incline, Inc. For the investors, the incline was viewed as a major attraction for the burgeoning city."}
+{"text":"In late 1909, a pair of counterbalanced incline cars were ordered from the John Stephenson Company, and were delivered in summer 1910. The incline celebrated its inaugural voyage on August 10, 1910, and saw 1,500 passengers on opening day. The roundtrip ride cost $.25 and took four minutes to complete each way."}
+{"text":"A July 2007 proposal was introduced by Roanoke City Councilmen to revive the Incline as an economic redevelopment tool. The new incline would be in the form of an automated people mover."}
+{"text":"The Nunnery Hill Incline was a funicular in Allegheny City, Pennsylvania, in what is now the Fineview neighborhood of Pittsburgh. Designed by Samuel Diescher, it operated from 1888 until 1895 between its base station on Federal Street to its upper station on the currently named Meadville Street. It was one of a few inclines with a curve in the track. The name of the hill derived from a short-lived settlement of Poor Clares earlier in the century."}
+{"text":"The incline suspended operations without warning on 13 September 1895, to the consternation of many of the hill's residents. It did not resume business. By 1901, it was being dismantled."}
+{"text":"Remnants of the incline, namely the red brick lower station and a stone retaining wall along Henderson Street, have been subject to preservation efforts. Both structures received City of Pittsburgh historic designations in 2011."}
+{"text":"The Island Mountain Railway (Santa Catalina Island Incline Railway, or Angel's Flight) was a funicular railway at the resort town of Avalon on Santa Catalina Island, off the coast of California. The railway was unique because it not only ran from Avalon's amphitheater to the top of a nearby mountain but it also ran down the mountain's other side to Lovers' Cove. At the time of the railroad's operation Santa Catalina Island was a popular seaside destination. The railway opened in 1904 and closed in 1918, reopening in 1921 and closing again in 1923."}
+{"text":"A single car carried passengers up from the amphitheater in Avalon to the top of the hill overlooking Avalon. A second car ran down the other side of the hill to Pebble Beach, in Lover's Cove."}
+{"text":"Castle Shannon Incline Number 2 was an inclined cable railway in Pittsburgh, Pennsylvania. It was originally designed by Samuel Diescher, and opened in 1892 as part of the Pittsburgh and Castle Shannon Railroad as a means of transporting passenger traffic over Mt. Washington in concert with the Castle Shannon Incline (called Incline No. 1 while this one was still in service). From the top station at Bailey Street, adjacent to the Castle Shannon Incline top station, No. 2 ran down hill west of Haberman Avenue, ending at Warrington Avenue."}
+{"text":"Pittsburgh Railways, a trolley system, took over the Castle Shannon passenger service in 1909 and routed their cars through the Mount Washington tunnel that is still in use today. The inclines were no longer part of a through route. Cars continued to run on No. 2 incline for a few years, but it was closed in 1914, with one daily trip being made for franchise purposes until 1919. An undated photograph shows a car with a body like a streetcar on the incline."}
+{"text":"The Norwood Incline was a funicular railway located just outside Pittsburgh, Pennsylvania, United States. It operated from 1901 to 1923 between its lower station on Island Avenue, McKees Rocks, and its upper station in Norwood Place, Stowe Township. Originally free to ride, it got the nickname \"Penny Incline\" after it started charging a one-cent fare. Its two narrow-gauge tracks were formed by only three rails, the middle rail being shared by both tracks, except at mid-slope where the tracks separated to allow the upbound and downbound cars to pass each other."}
+{"text":"Monongahela River Consolidated Coal and Coke Company"}
+{"text":"The Monongahela River Consolidated Coal and Coke Company was a railroad and coal transportation company, founded in 1899 in Pittsburgh, Pennsylvania. It was formed by merging more than 80 independent coal mines and river transportation businesses, both in Pennsylvania and Kentucky. Initially, it had an agreement with the Pittsburgh Coal Company to ship its coal only by water, and not to compete with it by using rail transport, but the agreement was ended in 1902. It merged with the Pittsburgh Coal Company on 24 December 1915."}
+{"text":"The company had a railroad and mine along Becks Run. The railroad was originally opened in 1878 (the same year that the mine opened) as a narrow gauge line by the H.B. Hays and Brothers Coal Railroad."}
+{"text":"One important part of the business was the riverboat \"Sprague\", nicknamed \"Big Mama\", a steam powered sternwheeler towboat capable of pushing 56 coal barges at once. A model of the \"Sprague\" is in the National Mississippi River Museum & Aquarium in Dubuque, Iowa."}
+{"text":"The Seventh Avenue West Incline ran in Duluth, Minnesota, from 1891 until 1939, when the tracks were sold for scrap for the war effort."}
+{"text":"There have been several different incline railways built at the Niagara Falls, on the border between Canada and the United States."}
+{"text":"The Mount Beacon Incline Railway was a narrow gauge incline railway up Beacon Mountain near Beacon, New York. A popular local tourist attraction, it operated for much of the 20th century, providing sweeping views of the Hudson River Valley. Efforts to restore it continue today."}
+{"text":"The Otis Elevator Company and Mohawk Construction opened the 2,200' gauge railway on Memorial Day, 1902. Sixty thousand fares were sold in its first year; two decades later that had almost doubled. Riders were often day visitors from New York City who came up the Hudson River by steamboat to Newburgh and then took the Newburgh-Beacon Ferry across the river. After a trolley trip to the base station on Wolcott Avenue (today NY 9D), the railway would take them up to the northern summit via an average gradient of 65% (33\u00b0) and a maximum gradient of 74% (36.5\u00b0), the steepest in existence while the railroad operated."}
+{"text":"Thanks to the automobile replacing historic mass transit to the area - which had brought passengers en masse up the river in excursion boats, via the railroad, and thence trolley right to the base of the lift - recreational patterns changed and the Beacon attraction never regained its popularity. Financial problems and more fires plagued the concern, which was unable to maintain necessary maintenance on either the railway or the summit attractions."}
+{"text":"In 1978 the railway ceased operations. In 1982 it was added to the National Register of Historic Places. A fire attributed to vandalism the next year completely destroyed the trackway and consumed the lower station, following which the only remaining structure at the top, the powerhouse, was raised. The route still remains and is visible from much of the city. The Mount Beacon Incline Railway Restoration Society is working to rebuild the railroad and restore service."}
+{"text":"The Clifton Incline was a funicular that operated from 1889 to 1905 in what is now the Perry Hilltop neighborhood of Pittsburgh, Pennsylvania. It extended from its base at Sarah Street (now Strauss Street) at the intersection with Myrtle Street (now the closed Metcalf Street) to its top landing at Clifton Park near the end of Clifton Street (now Chautauqua Street)."}
+{"text":"Businessman William McCreery co-founded the incline to facilitate access to a residential neighborhood developed from his former estate. The Clifton Avenue Incline Plane Company, formed for the purpose of erecting and operating the incline, was chartered on June 25, 1888. Within a year of that date, McCreery offered free incline rides to property auctions on the hill."}
+{"text":"There were two cars, only one of which carried passengers, the other one being a dummy car serving as a counterweight. A single operator performed the duties of engineer, conductor, and fireman."}
+{"text":"The incline closed after an accident on November 10, 1905, in which the passenger car\u2014empty at the time\u2014broke loose, hurtled down the track, plowed through the waiting room on Sarah Street and smashed into the front steps of a house."}
+{"text":"On October 7, 1953 a boy, Alan Schiller, hanging from a car was killed. While it is commonly reported that Pittsburgh inclines recorded no fatalities, this, along with an incident on the St. Clair Incline, provide the only blemishes on the safety record of inclines in Pittsburgh. None of the fatalities occurred with paying passengers who had not jumped from cars."}
+{"text":"The Mount Lowe Railway was the third in a series of scenic mountain railroads in America created as a tourist attraction on Echo Mountain and Mount Lowe, north of Los Angeles, California. The railway, originally incorporated by Professor Thaddeus S. C. Lowe as the Pasadena & Mt. Wilson Railroad Co., existed from 1893 until its official abandonment in 1938, and had the distinction of being the only scenic mountain, electric traction (overhead electric trolley) railroad ever built in the United States. Lowe's partner and engineer was David J. Macpherson, a civil engineer graduate of Cornell University. The Mount Lowe Railway was a fulfillment of 19th century Pasadenans' desire to have a scenic mountain railroad to the crest of the San Gabriel Mountains."}
+{"text":"The Railway opened on July 4, 1893, and consisted of nearly seven miles (11.2\u00a0km) of track starting in Altadena, California, at a station called Mountain Junction. Atop Echo stood the magnificent 70-room Victorian hotel, the Echo Mountain House. Only a few hundred feet away stood the 40-room Echo Chalet which was ready for opening day. The complement of buildings on Echo included an astronomical observatory, car barns, dormitories and repair facilities, a casino and dance hall, and a menagerie of local fauna."}
+{"text":"For the seven years during which Lowe owned and operated the railway, it constantly ran into hard times, eventually being sold off. A series of natural disasters ate away at the facilities, the first of which was a kitchen fire that destroyed the Echo Mountain House in 1900. Further fires and floods eventually destroyed any remaining facilities, and the railway was officially abandoned in 1938 after a flood washed most everything off the mountain sides. Today, the ruins of Mount Lowe Railway remain as a monument to a once-ever experienced enterprise. It was placed on the National Register of Historical Places on January 6, 1993, a listing that was enlarged in January 2015."}
+{"text":"The railway terminal, called Mountain Junction, was located at the corner of Lake Avenue and Calaveras Street in the unincorporated community of Altadena. The line was divided into 3 divisions: the Mountain Division, the Great Incline, and the Alpine Division. The mode of locomotion was electric traction railway, and a cable driven incline funicular. Electrical power for the railway consisted of several power generating stations equipped with either gas engines or Pelton wheels, depending on the availability of mountain water."}
+{"text":"From this platform passengers could transfer to a narrow gauge, three-railed inclined plane railway, the \"Great Incline,\" and ascend Echo Mountain (elev. ). The Incline powering mechanism was designed by San Francisco cable car inventor Andrew Smith Hallidie. It boasted grades as steep as 62% and as slight as 48%, and gained in elevation. The Great Incline was the first of its kind built with three rails and featuring a four-railed passing track at the halfway point. A particular feature on the Incline was the Macpherson Trestle named by Lowe for his engineer, David J. Macpherson, as was custom, and noted for its exceptional design in crossing a granite chasm over deep."}
+{"text":"The Mount Lowe Railway was born from a desire of the Pasadena Pioneers to have a scenic mountain railroad to the crest of the San Gabriel Mountains. There was already established a trail to the peak of Mount Wilson, but that trip was arduous and ofttimes required more than a day to travel up and down. Several proposals were floated to establish some sort of mechanical transportation to the summits, but they all lacked funding."}
+{"text":"David J. Macpherson (b. 1854, Ontario, Canada), a civil engineer from Cornell University and a newcomer to Pasadena (1885), proposed a steam driven cog wheel train to reach the crest via Mount Wilson. It wasn't until he was introduced to the millionaire Thaddeus S. C. Lowe (arrived in Pasadena 1890) that a fully funded plan could be put into action. The two men visited Colorado to view the mountain railway to Pike's Peak. Lowe was impressed with the trolley car systems in the city and thought that should be the way to go. This would make the Mount Lowe Railway the only electric traction rail line ever to be put into scenic mountain railway service."}
+{"text":"The two men incorporated the Pasadena & Mount Wilson Railroad Co. in 1891 with intentions to build the railroad to Mount Wilson. Unable to obtain rights of way to Mt. Wilson, Macpherson suggested an alternate route, toward Oak Mountain, a high peak to the west of Mount Wilson. They hired electrical engineer, Almarian W. Decker, who had contrived all the mathematical possibilities of an electric line and the funicular which would be required to ascend the Echo Mountain Promontory."}
+{"text":"Blasting into the Rubio Canyon began in September 1892, three months before the establishment of the San Gabriel Timberland Reserve (now Angeles National Forest). A terminal was built at the corner of Calaveras Street and Lake Avenue in Altadena adjacent to the L. A. Terminal Railway station, and a narrow gauge line was laid up the 8% grade to a point near Las Flores Street where it turned eastward traversing the Poppyfields district and headed into Rubio Canyon."}
+{"text":"At the Rubio division terminus was built a broad platform to span the Canyon which included the Rubio Pavilion, a 12-room hotel, with dining facilities and other amenities. The pavilion also consisted of power generating facilities with the use of gas engines and Pelton waterwheels. Water was made available from reservoirs built in the canyon's streams, though water was not always plentiful year round. As part of the entertainment experience, Lowe had a series of stairways and bridges built over the streams and waterfalls that emanated from the canyon. The eleven waterfalls were individually named and today exist as local historical landmarks."}
+{"text":"A great feat of engineering was realized with a trestle that was built to negotiate a granite chasm across of track on a 62% grade. The trestle was named, as was customary in railroad constructions, for the chief engineer, David Macpherson, thus, the Macpherson Trestle."}
+{"text":"The Great Incline cable mechanism was engineered by Andrew Smith Hallidie of San Francisco cable car fame. It climbed with approximately of cable spliced into a complete loop which raised and lowered the cars of the Incline. At the Echo summit an incline powerhouse was erected to house the winding motor and gear works which powered the grip wheel. The wheel consisted of 72 clamping \"finger\" mechanisms which bit down on the cable creating a smooth, non-slip actuation of the winding cable."}
+{"text":"The cable was a -inch (41.275\u00a0mm) steel cable spliced in two spots, one below each of the incline passenger cars and looped in a continuous strand around the grip wheel at the top of the incline and a tension wheel at the bottom."}
+{"text":"The incline grade changed three times from a steep 62% grade at the base to a gentler 48% grade at the top, but the cars were designed to comfortably adjust to the differences in grade. The incline was also equipped with a safety cable which ran through an emergency braking mechanism under each car and provided an emergency stopping of the cars within should a failure of the main cable occur."}
+{"text":"The Echo Mountain site was ready for opening day, July 4, 1893, with the 40-room \"Echo Chalet.\" By November 1894 the 80-room Victorian \"Echo Mountain House\" was completed as a luxury facility to rival the Hotel Del Coronado in San Diego."}
+{"text":"Prof. Lowe's success was greatly drawn from his nationally renowned process of generating large amounts of hydrogen gas (see water gas). He had built a gas plant in Pasadena and had piped the gas some eight miles (13\u00a0km) to the top of Echo where there was a storage container seen in several earlier photographs. The technology, mainly used for heating and lighting, was soon replaced by electricity."}
+{"text":"Echo Mountain also sported a menagerie (zoo) which housed several species of local fauna: lynxes, raccoons, snakes, squirrels, and even a black bear. Alongside the zoo was a dormitory and shop facility for maintenance of the trains."}
+{"text":"Lowe purchased a three million candlepower searchlight from the Columbian Exposition held in Chicago in 1893. The light was installed on Echo in 1894. So powerful was the light, that a claim by Lowe's publicist, George Wharton James, stated that he could read a newspaper by the beam of the light coming through his hotel window on Catalina Island. Exaggeration or not, the beam from the light did have a projection. Residents announcing their birthdays could have the light shone on their homes in the evening. It was also known to stir up a corral of horses, invade lovers\u2019 privacy, and interrupt an evening's revival meeting. By the 1930s the light was considered a public nuisance and was shut off permanently."}
+{"text":"A third division, the Alpine Division, was begun in 1894 and took a lengthy stretch of narrow gauge track across three canyons to the foot of Mount Lowe (formerly Oak Mountain). The line ran from alongside the incline landing where passengers could transfer directly to the next trolley. There were three trains available on this line, but the limited electrical power only allowed one at a time to travel. The line set out across the broad Las Flores Canyon which gave a tremendous panorama of the Los Angeles area below. At one point a tall trestle was required to bridge a broad and deep chasm with a bridge so named High Bridge."}
+{"text":"This spot marked the end of the line, nearly 7 miles (11.2\u00a0km) from its starting point at Mountain Junction."}
+{"text":"The Mount Lowe Railway opened officially on July 4, 1893. Folks amassed themselves at the remote Mountain Junction. Up to this point there was only one means of public transportation from the valleys below to the hillside community of Altadena. It was the Los Angeles Terminal Railway which by this time was running from Terminal Island in San Pedro to Mountain Junction. The trains ran twice a day, and very irregularly at that, so the only sure means of getting to Altadena on time was by your own horse and buggy. This lack of transportation, coupled with Lowe's inability to establish any at all, would be in part the downfall of the railway."}
+{"text":"Nevertheless, over its 45 years of existence, it is estimated that some 3 million people had ridden the railway, many coming from all parts of the country and the world. In its own inimitable way, it was a Disneyland of the day. Lowe had two favorite days of the year, Independence Day and Christmas, during which he would mark special events of his lifetime. A publication which emanated from the Tavern daily was the \"Echo\", a preprinted newspaper with a blank page that had the names and home states of the daily arrivals surprinted. The four-page tabloid had three pages of biographical information on the railroad and other announcements of daily events."}
+{"text":"At the top of the incline was perched Charles Lawrence, the official photographer, on a special scaffold from which he would take pictures of the arriving visitors. For 25 cents, visitors could purchase a souvenir photo of their arrival on the incline car, with everyone else aboard, of course. George Wharton James, Lowe's publicist, had his own publication which touted the railway in its conception, construction, and operation."}
+{"text":"Megaphones, called \"echophones\", were installed on Mount Echo through which visitors could bellow into the back canyons and receive a number of echoes. The \"sweet spot\" where the most repeaters could be heard had at least nine reverberations of anything that was shouted loud enough. The study of the sweet spot has even been used as boy scout projects."}
+{"text":"Along the way in Millard Canyon, a special station stop was made at Dawn Station above the Dawn Mines, an old gold mining operation. The mines were deep in the canyon and visitors stopping off to see the digs spent an exorbitant amount of time getting back to the train. A false adit was dug just a hundred feet below the track to trick people into thinking they had visited the mine and were shortly ready to return to the train."}
+{"text":"The mountain itself offered a grand display of nature and hiking trails, plus a mule ride, the \"Mount Lowe Eight,\" that transported guests around a trail. This trail made a large figure eight traverse of Mt. Lowe and Mount Echo, starting and ending at the Alpine Tavert without ever traversing the same terrain twice."}
+{"text":"In 1922 Henry Ford visited the Mount Lowe Railway and returned with a Hollywood filming crew who made a silent film documentary of the trip with the camera mounted on the various cars, including the Great Incline. of this historic film is available at the Library of Congress."}
+{"text":"In 1900, the Echo Mountain House burned down. It was grossly underinsured and was never rebuilt. Later, the astronomer Dr. Swift went blind and was forced to leave his post at the observatory. A second astronomer, Prof. Edgar Lucien Larkin (1847\u20131925), was hired to oversee the observatory. Though he was not as prominent as Prof. Swift, he did stay with the Mount Lowe Observatory until his sudden death in 1925. Disenchanted, Peyton sold the railway to Henry E. Huntington, after which it became part of the Pacific Electric Railway (PE), of the famed Los Angeles Red Car system."}
+{"text":"Part of the P&E improvements included a \"casino\" on Echo Mountain. The building appears in a few rare photos and was described as a dance hall, not a gambling facility. Most historians believe that the casino was built only a few months before the fire of 1905. The blaze began when a forceful wind blew the roof from the casino onto the power generating station across the track, setting a fire that razed everything on Echo except the observatory and the astronomer's cabin. The only part of the Echo operation that was restored was the Incline Powerhouse in 1906. Other improvements were made to the railway, such as the replacement of rock pile footings under each trestle with reinforced concrete pilings."}
+{"text":"In 1909, an unseasonable electrical storm and flash flood destroyed the Rubio Pavilion and buried one of the caretakers\u2019 children in the mud. The injured parents spent years in the hospital recuperating from the devastation that left them trapped in the rubble of the Pavilion. Three of the children, who knew how to move the incline cars, escaped to the top of the incline."}
+{"text":"In 1928 a strong Santa Ana Wind blew down the observatory. Its curator at the time, Mt. Lowe photographer Charles Lawrence, escaped the collapse within an inch of his life. Fortunately, he had the foresight to pack up the expensive lens pieces ahead of time. The instrument has since been reinstalled at Santa Clara University."}
+{"text":"In 1925 a large block brick annex was added to \"Ye Alpine Tavern\" and the facility was renamed \"Mount Lowe Tavern.\" In September 1936 the tavern burned to the ground from an electrical fire. The P&E was officially out of business, but left train operators on the line, so as not to abandon the railway. Though there was a slight consideration to rebuild, lack of water, poor area for relocation, and the financial burden of construction and insurance left the P&E all but giving up on the Mount Lowe Railway."}
+{"text":"In December, 1937, the Railroad Booster's Club, enthusiasts of the P&E Railroad, requested a final paid excursion on the line for photos and memorabilia. A few months later, in March, 1938 a three-day deluge of rain destroyed what was left of the railway and stranded the caretakers on Echo for 17 days. Following this disaster, the railway was officially abandoned."}
+{"text":"The Red Car line ran into Altadena until 1941. At the onset of World War II, the dismantling of the Mount Lowe Railway was contracted to a scrapper who stripped the railway of all salvageable materials. In 1959 the Forestry service began dynamiting the remains of buildings as \"hazardous nuisances.\" In 1962 the Incline Powerhouse was dynamited, but the gear mechanism was placed as a monument to the enterprise."}
+{"text":"In 2005 Stacey Camp began an archaeological dig on a section of Mount Echo where there once stood a barrack for workers. The dig is part of Camp's Doctoral thesis and has come about by a grant from Stanford University and is also being coordinated with the Forestry Service."}
+{"text":"The Duluth Beltline Railway, also known as the \"West Duluth Incline\" or the \"Bay View Incline\", was first operated in 1889 and operated as a one-car operation until 1892. The Duluth News Tribune wrote an article on May 8, 1890 and called the railway \"the longest of its kind in the world.\" The line had several stations along the route including between Bayview Heights and the Marinette\/Iron Bay Works, and on Central Avenue where it met the streetcar tracks."}
+{"text":"The Western State Normal Railroad, also known as the Normal Railroad or Western Trolley, was a funicular which operated on the campus of Western Michigan University in Kalamazoo, Michigan, in the United States from 1908\u20131949. It is the only known example of a private railroad operated by a university."}
+{"text":"In the early 1900s the primary campus of Western Michigan University, then known as Western State Normal School, was located on Prospect Hill (this area is now known as East Campus). To reach the buildings students and faculty faced a forbidding 150 step-climb, often in inclement weather. In an effort to address this problem, the school constructed a funicular along the northeast corner of the hill. The base of the line was at Davis Street, while the summit lay between East Hall and North Hall. There were two tracks, each with a cable-hauled car."}
+{"text":"At its peak the railroad carried 2,280 passengers daily, but rising maintenance costs combined with the growing popularity of the automobile hastened its demise, and it carried its last passenger in 1949."}
+{"text":"In 2002 four senior engineering majors at WMU embarked on a project to build a replica of one of the trolleys. This proved no easy task: following the closure of the railroad in 1949, no effort was made to preserve the cars. The only physical remnant was a bench saved by a faculty member; while there were sketches and photographs for reference, no actual blueprints had survived. Commenting on the situation a WMU official remarked that \"back then was a period in history so intent on the future, that everyone started forgetting about the past.\""}
+{"text":"Despite these challenges, the students successfully completed their project, which was unveiled April 8, 2003, and currently occupies a prominent place in front of the Bernhard Center on Western's primary campus. Local residents and Western alumni who had ridden the trolley testified to the authenticity of the restoration."}
+{"text":"The Otis Elevating Railway was a narrow gauge cable funicular railroad leading to the Catskill Mountain House in Palenville, New York. For the first 64 years of its existence, the Catskill Mountain House was accessible only by a long stagecoach from Catskill Landing on the Hudson. Faced with increased competition from the Hotel Kaaterskill (served by the Kaaterskill Railroad), Charles Beach hired the Otis Elevator Company to build a cable funicular railroad straight up the Great Wall of Manitou. Opening on August 7, 1892, the line measured long with a rise of , a maximum grade of 34%, and an average grade of 12%. In 1904, the line was shortened and the lower trestle eliminated."}
+{"text":"A cable pulled the specially-designed passenger cars up the mountain, hooking a mechanism from the car onto the cable. To balance the system there were two cars which could each seat 75 passengers. The cars were built by Jackson & Sharp Co. in 1892. The cars were named \"Rickerson\" and \"Van Santvoord\". A small open-air baggage car was coupled to the downhill end of each passenger car."}
+{"text":"The cable was pulled by two Hamilton Corliss steam engines that spun a set of cogwheels that drove the cable. Each engine had a diameter bore and a stroke. Steam was supplied by two Manning Patent vertical tubular boilers. As one car went up from the bottom of the incline, the other car went down from the top of the incline. There was a passing track in the middle of the run where the track split in two and then rejoined. This was so the cars could pass each other without colliding, as they shared the center rail above and below the passing track."}
+{"text":"The Otis Railway and the Catskill Mountain Railway had several freight cars interchangeable with both the Catskill and Tannersville Railway at Summit Station and the Catskill Mountain Railway at Junction Station. The freight cars were long and had a capacity of . One car could be carried at a time coupled below the coach. Boxcars were Otis Ry. 1, Otis Ry. 2, C.M. Ry. 17 & C.M. Ry. 18. Gondolas were Otis Ry. 3, Otis Ry. 4, C.M. Ry. 15 & C.M. Ry. 16. In operation, a single freight car could be coupled to the downhill end of the open-air baggage car."}
+{"text":"The Otis Junction station (pictured right after the 1904 reconstruction) connected the Otis to the Catskill Mountain Railway, a railroad between Catskill Landing and Palenville, New York. At the Otis Summit station at the top, it connected to the Catskill and Tannersville Railway, that ran the to Tannersville. In 1918, all three railroads were closed and sold for scrap. The two cars survive to this day. Soon after the railroad was scrapped, the coaches were shipped to Chattanooga, Tennessee, where they served the Lookout Mountain Incline Railway."}
+{"text":"Abraham Kirkpatrick Lewis was a pioneer coal miner in Pittsburgh, Pennsylvania."}
+{"text":"His namesake was his grandfather, Abraham Kirkpatrick, a colleague of General John Neville. He graduated from Kenyon College, Ohio, in 1835. Although he"}
+{"text":"studied medicine and law, he made his living in the coal industry. With William Philpot and John M.Snowden Jr., he was the first to establish a market and furnish a regular supply of Pittsburgh coal to New Orleans, transporting the coal on flatboats."}
+{"text":"His Coal Ridge Mine on Sawmill Run, opened in 1857, was originally served by a horse-drawn tramway, later converted to steam power as the Little Saw Mill Run Railroad."}
+{"text":"The Kirk Lewis incline was used to transport coal from \"Coal Hill\", now known as Mt. Washington, to the Monongahela River. It has been described as the first incline in Pittsburgh. It was probably built by George W. Roberts Sr., the superintendent of his mines, who was known to have built many coal inclines in the area, including those at Elizabeth, Pennsylvania."}
+{"text":"The St. Clair Incline, also known as the \"South Twenty-second Street Incline\", was built in 1886\u20131888 and operated by St. Clair Incline Plane Company. It was a double track"}
+{"text":"incline on the South Side Slopes of Pittsburgh from Josephine St. to Salisbury St. The lower station was near the intersection of S. 22nd Street and Josephine. The upper station was on Salisbury Street across from the former Fort Laughlin site eventually occupied by Arlington Playground."}
+{"text":"The incline was long, with a vertical rise of . It was designed by engineer J. H. McRoberts. As it carried both freight and passengers over steep tracks laid on the ground, it could be considered to be a cable railway. Its path was not of constant slope but became progressively steeper toward the top, tracing a parabolic arc. It is uncertain exactly when the incline closed permanently, but it was reported as shut down in a 1932 Associated Press article about the \"passing\" of Pittsburgh's inclines. The structure was dismantled in 1934."}
+{"text":"On July 22, 1915, a car ran over a 19-month-old baby who attempted to follow his two older sisters across the tracks."}
+{"text":"Another fatality occurred on March 10, 1919, when a gate on one of the moving cars swung open. A 17-year-old girl who had been leaning on the gate fell to the tracks and was run over by the car wheels."}
+{"text":"It was operated as a gravity plane, with returning empty cars being pulled to the mine mouth by the weight of the descending full coal cars."}
+{"text":"The Keeling Coal Company (1861-1878) was a 19th-century coal mining company in Allegheny County, Pennsylvania. Its mines were located in the Pittsburgh Coalfield of western Pennsylvania."}
+{"text":"The Ormsby mine was an underground coal mine, originally opened in 1838 by the son-in law of Oliver Ormsby, John Harding Page and Captain Phillips. The mine was served by a gravity plane, or incline, built between 1838 and 1844. It was operated by Doctor Oliver Harrison Ormsby, the son of the above named Oliver Ormsby, from 1851 to 1861."}
+{"text":"The Keeling Coal Company operated it from 1861 to May 1878. It was then taken over by the Birmingham Coal Company, which had Joseph Keeling as one of its partners. The mine was extensive, eventually connecting to the nearby Bausman Mine, which Keeling also operated."}
+{"text":"Coal from this mine was used in early steam engine experiments by the U.S. Navy on the \"Michigan\"."}
+{"text":"An underground transportation system connecting the Ormsby mine with other local coal mines was begun in 1867. Like many mine railroads in the Pittsburgh area, this was a narrow gauge line."}
+{"text":"In addition to the incline from the Ormsby mine, the Keeling company ran a separate incline for coal, this one with a curve, that in part ran parallel to the lower end of the Mt. Oliver Incline."}
+{"text":"Later the Knoxville Incline was built parallel to it."}
+{"text":"The Monongahela Freight Incline was a funicular railway that scaled Mount Washington in Pittsburgh, Pennsylvania, United States."}
+{"text":"Designed by Samuel Diescher and John Endres, the incline was built beside the smaller, original Monongahela Incline. It opened in 1884. The incline cost $125,000 to build. It had a unique broad gauge that would allow vehicles, as well as passengers to ascend and descend the hill. The cars were hoisted by a pair of Robinson & Rea engines. The incline ran until 1935. The older passenger incline still runs today, and concrete pylons from the freight incline can be seen during the descent."}
+{"text":"The Mount Oliver Incline was a funicular on the South Side of Pittsburgh, Pennsylvania. It was designed in 1871 by the Prussian engineer John Endres and his daughter Caroline Endres. Its track was 1600 feet long and gained 377 feet of elevation. It ran from the corner of Freyburg and South Twelfth Streets at its lower end to Warrington Avenue at its upper end. It was closed on 6 July 1951."}
+{"text":"The Penn Incline, also known as the 17th Street Incline, was a funicular railroad that ran between the Strip and Hill districts in Pittsburgh, Pennsylvania. It operated from 1884 to 1953."}
+{"text":"The incline ascended from 17th Street between Liberty and Penn avenues in the Strip District to Arcena (Ridgeway) Street near Ledlie Street in the Hill District. It measured 840 feet in length with a vertical rise of 330 feet. It was structurally massive, with over 750 tons of bridge work carrying the two 10-foot-gauge tracks over the Pennsylvania Railroad yards, Bigelow Boulevard, and Liberty Avenue. A writer in the \"Street Railway Journal\" in 1891 believed that it was \"probably the most heavily built plane in existence\"."}
+{"text":"The incline was built to the design of Samuel Diescher with the aim of hoisting 20-ton coal loads to the top of the hill. It entered service on 1 March 1884. While the coal traffic never materialized to expectations, railroad and business activity in the Strip District generated enough passengers and freight to keep the incline operating. Customers included produce merchants transporting their goods from wholesale markets in the Strip."}
+{"text":"A saloon and entertainment hall called the Penn Incline Resort existed for several years next to the upper landing. This resort, patterned after similar hilltop attractions in Cincinnati, was built together with the incline to boost business. It enjoyed early popularity and according to \"The Pittsburg Dispatch\" was \"a favorite resort for the better class of Germans\". With the implementation in 1888 of Pennsylvania's Brooks High License Law, the resort stopped selling liquor and went into decline. The building was destroyed in 1892 by a fire that spread from the incline's boiler house."}
+{"text":"In 1927, a stunt driver guided a Willys\u2013Overland Whippet automobile up and down the incline in a promotional spectacle to demonstrate the car's climbing and braking prowess. A plankway specially built for the occasion prevented the car's wheels from lodging between the rail ties."}
+{"text":"By the end of World War II, business was struggling. The incline was open only three hours in the morning and four hours in the afternoon when its last owner, Pittsburgh Railways, asked the state Public Utilities Commission permission to abandon it. Nobody opposed the request. The incline shut down on 30 November 1953 and within the next three years was dismantled."}
+{"text":"There has been talk among city planners of reviving the incline, but no such idea has come to fruition. In 2020, mayor Bill Peduto suggested relinking the Strip and Hill districts with a gondola lift that could also extend to the Oakland neighborhood."}
+{"text":"The H.B. Hays and Brothers Coal Railroad was a narrow gauge railroad opened in 1878 to carry coal from the Hays family mines along Becks Run and Streets Run in Allegheny County, Pennsylvania. Both branches included an incline, and both are visible in the engravings below, one just south of Six Mile Ferry, the other in the hills south of the mouth of Becks Run. The mines, railroads, and inclines were designed by Pittsburgh engineer John H. McRoberts."}
+{"text":"Angels Flight is a landmark narrow gauge funicular railway in the Bunker Hill district of Downtown Los Angeles, California. It has two funicular cars, \"Olivet\" and \"Sinai\", running in opposite directions on a shared cable, on the long inclined railway."}
+{"text":"The funicular has operated on two different sites, using the same cars and station elements. The original Angels Flight location, with tracks connecting Hill Street and Olive Street, operated from 1901 until it was closed in 1969, when its site was cleared for redevelopment."}
+{"text":"The second Angels Flight location opened one half block south of the original location in 1996, with tracks connecting Hill Street and California Plaza. It was shut down in 2001, following a fatal accident, and took nine years to commence operations again. The railroad restarted operations on March 15, 2010. It was closed again from June 10, 2011 to July 5, 2011, and then again after a minor derailment incident on September 5, 2013. The investigation of this 2013 incident led to the discovery of potentially serious safety problems in both the design and the operation of the funicular."}
+{"text":"Before the 2013 service suspension, the cost of a one-way ride was 50 cents (25 cents for Metro pass holders). Although it was marketed primarily as a tourist novelty, it was frequently used by local workers to travel between the Downtown Historic Core and Bunker Hill. In 2015, the executive director of the nearby REDCAT arts center described the railroad as an important \"economic link\", and there was pressure for the city to fund and re-open the railroad. After safety enhancements were completed, Angels Flight reopened for public service on August 31, 2017, now charging $1 for a one-way ride (50 cents for Metro pass holders)."}
+{"text":"Built in 1901 with financing from Colonel J.W. Eddy, as the \"Los Angeles Incline Railway\", Angels Flight began at the west corner of Hill Street at Third and ran for two blocks uphill (northwestward) to its Olive Street terminus. Angels Flight consisted of two vermillion \"boarding stations\" and two cars, named \"Sinai\" and \"Olivet\", pulled up the steep incline by metal cables powered by engines at the upper Olive Street station. As one car ascended, the other descended, carried down by gravity. An archway labeled \"Angels Flight\" greeted passengers on the Hill Street entrance, and this name became the official name of the railway in 1912 when the Funding Company of California purchased the railway from its founders."}
+{"text":"The original Angels Flight was a conventional funicular, with both cars connected to the same haulage cable. Unlike more modern funiculars it did not have track brakes for use in the event of cable breakage, but it did have a separate safety cable which would come into play in case of breakage of the main cable. It operated for 68 years with a good safety record."}
+{"text":"The only fatality that involved the original Angels Flight occurred in the autumn of 1943, when a sailor attempting to walk up the track itself was crushed beneath one of the cars."}
+{"text":"In November 1952, the Beverly Hills Parlor of the Native Daughters of the Golden West erected a plaque to commemorate fifty years of service by the railway. The plaque reads:"}
+{"text":"In 1962, at its first meeting, the city's new Cultural Heritage Board designated Angels Flight a Los Angeles Historic-Cultural Monument (No. 4), along with four other locations. Los Angeles was early in enacting preservation laws, and the first sites chosen each were \"considered threatened to some extent,\" according to the history of the board, now the Cultural Heritage Commission."}
+{"text":"After being stored for 27 years, the funicular was rebuilt and reopened by the newly formed Angels Flight Railway Foundation on February 24, 1996, half a block south of the original site. Although the original cars, \"Sinai\" and \"Olivet\", were used, a new track and haulage system was designed and built, a redesign which had unfortunate consequences five years later. As rebuilt, the funicular was long on an approximately 33-percent grade."}
+{"text":"Car movement was controlled by an operator inside the upper station house, who was responsible for visually determining that the track and vehicles were clear for movement, closing the platform gates, starting the cars moving, monitoring the operation of the funicular cars, observing car stops at both stations, and collecting fares from passengers. The cars themselves did not carry any staff members. Angels Flight was added to the National Register of Historic Places on October 13, 2000."}
+{"text":"On February 1, 2001, Angels Flight had a serious accident when car \"Sinai\", approaching the upper station, instead rolled downhill uncontrollably and collided into \"Olivet\" near the lower station. The accident killed a tourist, 83-year-old Leon Praport, and injured seven others, including Praport's wife, Lola."}
+{"text":"The National Transportation Safety Board (NTSB) conducted an investigation into the accident and determined that the probable cause was the improper design and construction of the Angels Flight funicular drive and the failure of the various regulatory bodies to ensure that the railway system conformed to initial safety design specifications and known funicular safety standards. The NTSB further remarked that the company that designed and built the drive, control, braking and haul systems, Lift Engineering\/Yantrak, was no longer in business and that the whereabouts of the company's principal was unknown."}
+{"text":"Records indicate that the emergency brake had been inoperative for 17 to 26 months due to the fact that a normally closed hydraulic solenoid valve had been placed in a location where the design called for a normally open valve and that its ill fitted solenoid was burned out."}
+{"text":"During the 17 to 26 months that the emergency braking system was not operating, the braking system was tested daily, but since the service brake and emergency brake were tested simultaneously, there was no way to tell if the emergency brake was functioning without looking at the brake pads or hydraulic pressure gauges during the test. The test was always performed with the \"Sinai\" car traveling uphill, which meant that when the power was cut and the brakes applied (as part of the test), \"Sinai\"s momentum caused the car to continue moving uphill a short distance (slackening the cable) and then to roll back from gravity, jerking the cable tight."}
+{"text":"Besides the design failures in the haulage system, the system was also criticised by the NTSB for the lack of gates on the cars and the absence of a parallel walkway for emergency evacuation. The funicular suffered serious damage in the accident."}
+{"text":"The death and injuries could have been avoided if any one of the following had taken place:"}
+{"text":"On November 1, 2008, both of the repaired and restored Angels Flight cars, \"Sinai\" and \"Olivet\", were put back on their tracks and, on January 16, 2009, testing began on the railway. On November 20, 2009, another step in the approval process was achieved. On March 10, 2010, the California Public Utilities Commission approved the safety certificate for the railroad to begin operating again."}
+{"text":"The new drive and safety system completely replaced the system which was the cause of the fatal 2001 accident. Like the original Angels Flight design and most traditional funicular systems, the new drive system incorporates a single main haulage cable, with one car attached to each end. Also like the original design, a second safety cable is utilized. To further enhance safety, unlike the original design, each car now has a rail brake system, as a backup to the main backup emergency brakes on each bull-wheel. Another added safety feature is an independent evacuation motor to move the cars should the main motor fail for any reason."}
+{"text":"Angels Flight reopened to the public for riding on March 15, 2010. The local media covered the event with interest. Only a month after re-opening, Angels Flight had had over 59,000 riders. It connected the Historic Core and Broadway commercial district with the hilltop Bunker Hill California Plaza urban park and the Museum of Contemporary Art \u2013 MOCA. The cost of a one-way ride at that time was 50 cents, 25 cents with TAP card."}
+{"text":"On June 10, 2011, the California Public Utilities Commission ordered Angels Flight to immediately cease operations due to wear on the steel wheels on the two cars. Inspectors determined that their fifteen-year-old wheels needed replacing. The railway reopened on July 5, 2011, after eight new custom-made steel wheels were installed on the two cars."}
+{"text":"On September 5, 2013, one car derailed near the middle of the guideway. One passenger was on board the derailed car, and five passengers were on board the other car. There were no injuries. Passengers had to be rescued from the cars by firefighters. The brake safety system had been \"intentionally\" bypassed using a small tree branch."}
+{"text":"The NTSB also noted a problem with the basic design: \"The car body and the wheel-axle assembly are not articulated.\" The passing section of the track involves a short turning section which allows the cars to pass each other. The axles do not turn to follow the track, resulting in the wheel flanges grinding against the rail, causing excessive wheel wear. This problem, combined with safety system problems which caused unwanted track brake deployment, resulted in a derailment."}
+{"text":"Plans to bring the railway back into service began in January 2017. Safety upgrades were made to the doors of the cars, and an evacuation walkway was added adjacent to the track. These enhancements were made by ACS Infrastructure Development through an agreement with Angels Flight Railway Foundation in exchange for a share of the funicular's revenue over the next three decades. Angels Flight reopened for public service on August 31, 2017."}
+{"text":"The Incline Railway is a well-known and beloved Chattanooga landmark; the railway has been depicted in numerous regional and national publications, including being on TV, most prominently on Larry the Cable Guy's \"Only in America with Larry the Cable Guy\" in February 2011. The railway is one of the main tourist attractions in the Chattanooga area, totaling over 100,000 visits annually. The top station features an observation deck and a gift shop."}
+{"text":"The Jake Award is an annual award presented to North American short line (Class III) railroads by rail transport industry group \"American Short Line and Regional Railroad Association\". The award recognizes railroads with a frequency-severity index (FSI) rating of 0.00, thus having no FRA reportable injuries."}
+{"text":"The M&B Railroad , formerly the Meridian and Bigbee Railroad, is a Class III railroad that operates 189 miles of railroad from Meridian, Mississippi eastward to Burkville, Alabama. Additionally, the M&B has trackage rights over CSX from Burkeville to Montgomery, Alabama."}
+{"text":"The M&B was chartered on December 24, 1926. Construction advanced eastward to Cromwell, Alabama in April 1928, and finally to Myrtlewood, Alabama where it connected with the L&N in 1935. The railroad operated with steam locomotives until 1953. Today, engine #116, a 2-8-0 Consolidation built by the Baldwin Locomotive Works in 1917 originally for the Susquehanna and New York Railroad is the only surviving M&B steam locomotive left. It is currently on display at Highland Park in Meridian."}
+{"text":"In 2003 the M&B took over the ex-L&N line from Myrtlewood to Selma, Alabama and the ex-Western Railway of Alabama line from Selma to Burkville. CSX retained ownership between Montgomery and Burkville, where there is a large industrial customer."}
+{"text":"In 2007, the line gained publicity when a train hauling parts of the Space Shuttle solid rocket booster derailed on an overloaded bridge weakened by heavy rains."}
+{"text":"Great Lakes Transportation LLC is a group of transportation related companies primarily consisting of rail and water carriers catering to the needs of the steel making industry centered on the Great Lakes of North America. GLT companies include:"}
+{"text":"Formerly owned by the privately owned Transtar, Inc., GLT's rail and marine holdings were purchased in 2004 by the Canadian National Railway for $380 million USD."}
+{"text":"Great Lakes Fleet operates eight Great Lakes bulk carriers ranging from 1,004 feet long to 767 feet long. Among its carriers is the \"SS Arthur M. Anderson\", notable for being the last ship to have radio contact with her sister ship the \"SS Edmund Fitzgerald\" and would be the lead ship to attempt to rescue her crew."}
+{"text":"The Bennettsville and Osborn Railroad was a railroad company that was incorporated to serve eastern South Carolina. The line was incorporated in February 1899 under a special act of the State of South Carolina as the Bennettsville and Osborne Railroad Company. Its name was changed in June 1902 to the Bennettsville and Cheraw Railroad Company."}
+{"text":"The Alabama legislature chartered the Alabama and Florida Rail Road Company in February 1850. The Congress of the United States in legislative session authorized the grant of public lands to the company in May 1856. The Alabama legislature consolidated the Mobile and Great Northern Railroad Company and the Alabama and Florida Railroad Company into the Mobile and Montgomery Railroad Company in 1868."}
+{"text":"Operation of some of the company's rail track line succeeded to The Louisville and Nashville Railroad Company."}
+{"text":"The company also operated at least some of the Pensacola Railroad."}
+{"text":"The East Saginaw and St. Clair Railroad was a wholly owned subsidiary of the Flint and Pere Marquette Railroad (F&PM). It was established in 1872 to construct a branch from the company's main line in East Saginaw, Michigan through The Thumb to Port Huron. In 1889 it was consolidated with the F&PM and ceased to exist as an independent entity."}
+{"text":"The Albany and Eastern Railroad is a short line railroad in the Willamette Valley of Oregon that was created when the BNSF Railway spun off its Sweet Home Branch Line in May 1998. It operates about of track and is based in Lebanon, Oregon. The main line runs from Albany to Lebanon, with two branch lines at Lebanon going to Sweet Home and Mill City. At the Albany end of the main line it connects to Union Pacific and BNSF lines."}
+{"text":"The of the Albany-Lebanon mainline were built by the newly founded Albany and Lebanon Railroad in 1880. The A&L was shortly thereafter bought by the Oregon and California Railroad, which ran from Portland to the Oregon-California border. In turn, the O&C was bought by Southern Pacific in 1887. The Albany-Lebanon line became one of several branches off the main route from San Francisco to Portland, which went through Albany. New branches were also constructed as the Willamette Valley industrialized, including a route northeast from Lebanon to the booming lumber town of Mill City built in 1910. SP leased both branch lines to the Willamette Valley Railway in 1993, and sold them outright to WVR in 1996 shortly before its acquisition by Union Pacific."}
+{"text":"The Lebanon-Sweet Home branch was built by the Spokane, Portland, and Seattle Railway in 1930 as a spur of their passenger Oregon Electric Railway, and eventually acquired by BNSF. The railroad spun it off into the Albany and Eastern in May 1998."}
+{"text":"Five years later, in 2003, AERC bought the Albany-Lebanon and Lebanon-Mill City lines from WVR, completing the current network. In 2007 a revamping of its aging infrastructure began, with new rails, ties, and rebuilt crossings. By 2011 all three lines had been refurbished."}
+{"text":"As of November 2019, the AERC roster consisted of the following:"}
+{"text":"The Carolina Northern Railroad was a shortline railroad that served eastern South Carolina and eastern North Carolina in the early 20th century."}
+{"text":"The Carolina Northern was chartered to extend from Lumberton, North Carolina, to South Marion, South Carolina, a distance of about 40 miles. Construction began in 1899 and the line first opened on January 1, 1900, with completion coming on December 1, 1901."}
+{"text":"The carrier entered receivership a year later, on December 2, 1902, after which it was acquired by the Raleigh and Charleston Railroad."}
+{"text":"The Raleigh and Charleston Railroad Company was incorporated in 1905. In December 1911, the Seaboard Air Line Railroad acquired the company. The stretch between Lumberton and Lake View, South Carolina, was abandoned in 1933, while the remaining section from Lake View to Marion was abandoned in 1941."}
+{"text":"The Bee Line Railroad is a short-line railroad operated by the Kankakee, Beaverville and Southern Railroad, serving agricultural communities in northwestern Warren County and southwestern Benton County in Indiana, USA. It joins the Kankakee, Beaverville and Southern Railroad about two miles east of Ambia in Benton County, from which point it heads south into Warren, passes through the town of Tab, and terminates just south of Stewart."}
+{"text":"The MidSouth Rail Corporation is a railroad line operated by Kansas City Southern Railway (KCS) as a result of the January 1, 1994, acquisition; KCS began operating over MidSouth's line on January 11, 1994. The line ran from Shreveport, Louisiana, going east across Louisiana, and across the state of Mississippi, running through the cities of Vicksburg, Jackson, Meridian, and Artesia, Mississippi, then across the Alabama state line to Tuscaloosa, and finally (via Norfolk Southern Railway trackage rights) into Birmingham. Midsouth had two other branches, with one to Counce, Tennessee, and a disconnected line from Gulfport to Hattiesburg, Mississippi. Total mileage was worth of mostly former Illinois Central Gulf's east-west Shreveport - Meridian main line."}
+{"text":"On March 31, 1986, MidSouth Rail Corp. was created to purchase of Illinois Central Gulf Railroad (ICG), with start up operations on April 1, 1986. Edward L. Moyers served as the railroad's first president. MSRC was mostly the ex-ICG route between Meridian, Mississippi, and Shreveport, Louisiana, with the earliest segment of this line being built in 1833 by the Clinton and Vicksburg Railroad. On September 8, 1987, MSRC acquired the North Louisiana and Gulf Railroad and its subsidiary, Central Louisiana and Gulf Railroad, These properties were combined as subsidiary MidLouisiana Rail Corporation."}
+{"text":"On April 14, 1988, MidSouth merged with the Gulf and Mississippi Railroad, itself an ICG spinoff. MSRC operated this property under the name of SouthRail."}
+{"text":"On January 11, 1994, Kansas City Southern Railway took over operations of all of Midsouth Rail Corp.'s lines, creating its Meridian Corridor to connect with the Norfolk Southern Railway."}
+{"text":"The Albany & Hudson Electric Railway was a long electric railway in New York State. It operated from 1899 to 1929, between Hudson and Albany; it had stops in 14 villages and at an amusement park on the shore of Kinderhook Lake."}
+{"text":"The company was set-up in 1899 by merging the following three railways:"}
+{"text":"The line was completed and inaugurated in November 1900 as the first third rail interurban line in the United States. Due to financial difficulties it was reorganized in 1909 as Albany Southern. In 1924, the line was taken over by Eastern New York Utilities Corp until being decommissioned in 1929."}
+{"text":"Much of the route of the railway became the Albany-Hudson Electric Trail, a section of the Empire State Trail, at the end of 2020."}
+{"text":"The Kansas Southern Railway operated from December 11, 2000 until 2002 as a subcontractor of the V&S Railway. It operated on about 43 miles (69\u00a0km) of track between Attica, Kansas, and Sun City, Kansas. It interchanged with the BNSF Railway and operated three weekly freight trains over the entire line."}
+{"text":"The Augusta, Knoxville and Greenwood Railroad (AK&G) was a South Carolina railroad company chartered shortly after the end of the Reconstruction period."}
+{"text":"In 1880 the AK&G was consolidated with the Augusta and Knoxville Railroad. By the time of the acquisition, the AK&G had graded of right-of-way. Following the merger, the new company was called the Augusta and Knoxville Railroad."}
+{"text":"The Akron & Chicago Junction Railroad is a former railroad in Ohio in the United States. It was founded in 1825 by General Simon Perkins and Paul Williams. The word \"Akron\" was derived from a Greek word meaning high."}
+{"text":"Canals were instrumental in the founding of Akron, Ohio. Before the canals were completed, some people argued that the town needed a railroad. The railroad opened on August 1, 1891."}
+{"text":"The Chesapeake and Albemarle Railroad is a short-line railroad that operates of track from Chesapeake, Virginia to Edenton, North Carolina."}
+{"text":"The railroad was originally part of the Norfolk Southern Railroad, which continued south, crossing the Albemarle Sound and on to Mackeys Ferry and Plymouth. The current railroad began operations in 1990, was acquired by RailAmerica in 2000, and subsequently acquired by the Genesee & Wyoming."}
+{"text":"C&A interchanges with both Norfolk Southern Railway, CSX Transportation, and the Norfolk and Portsmouth Belt Line Railroad."}
+{"text":"The railroad's traffic comes mainly from stone and chemical products along with smaller amounts of potash lumber and cement. The CA hauled around 3,300 carloads in 2008."}
+{"text":"The railroad was fined around $15,100 for a spill of diesel fuel in August 2010 after a derailment on 26 March 2010 spilled around of fuel into the Intracoastal Waterway."}
+{"text":"Maine Eastern Railroad was a railroad that operated in coastal Maine, between Brunswick and Rockland, on the former Maine Central Rockland Branch rail line. Maine Eastern passenger trains connected with the Amtrak \"Downeaster\" passenger train and Pan Am Railways at Brunswick Maine Street Station. The state of Maine did not renew the operating contract with MERR, which effectively ended operations at the end of 2015."}
+{"text":"Maine Eastern was a subsidiary of the Morristown & Erie Railway of New Jersey, who won the bid to operate the line in 2003. MERR provided freight service year-round, and passenger service seasonally between Brunswick and Rockland with former New Haven\/Amtrak EMD FL-9 locomotives and stainless steel streamlined passenger cars. Maine Eastern was the successor to Safe Handling Rail, which took over operation of the MaineDOT-owned line when the Maine Coast Railroad chose not to bid on a new contract. In September 2015, the Maine Department of Transportation selected the Central Maine and Quebec Railway (CMQ) to operate the line beginning on January 1, 2016. In 2020, CMQ would be acquired by Canadian Pacific Railway, which then was absorbed into their rail system."}
+{"text":"Commodities moved in freight service include cement, plate steel, and perlite."}
+{"text":"In February 2018, the Northern New England Passenger Rail Authority voted to conduct a three-weekend pilot passenger service along the line during the summer. However, Amtrak later announced that this plan would be cancelled due to time constraints in the execution of their risk-assessment plan for the rail line. Despite the cancellation, Amtrak, along with the Northern New England Passenger Rail Authority, Maine Department of Transportation and the Central Maine and & Quebec Railroad, made a test run to Rockland on August 14, 2019."}
+{"text":"The MERR roster consisted of a former Canadian National MLW M-420s numbered 3573, and a RRPX Railroad Power Leasing Electro Motive Division GP9, numbered 764. These two locomotives were used entirely for freight service. For passenger operations, the MERR operated a pair of ex-Amtrak EMD F40PH-2s that still carried their original Amtrak numbers 265 and 291. These were later replaced with a pair of ex-Amtrak EMD FL-9 locomotives, 488 and 489."}
+{"text":"The Chesterfield and Kershaw Railroad was a railroad that operated in South Carolina in the late 19th and early 20th century."}
+{"text":"The company was chartered by South Carolina General Assembly in 1889."}
+{"text":"The Chesterfield and Kershaw ran from Cheraw, South Carolina, to Camden, South Carolina."}
+{"text":"The line merged with the Seaboard Air Line Railroad in 1901 and became part of their main line. In 1967, the Seaboard Air Line merged with its rival, the Atlantic Coast Line Railroad. The merged company was named the Seaboard Coast Line Railroad."}
+{"text":"In 1980, the Seaboard Coast Line's parent company merged with the Chessie System, creating the CSX Corporation. The CSX Corporation initially operated the Chessie and Seaboard Systems separately until 1986, when they were merged into CSX Transportation. The line is still in service and it is part of CSX's S Line (Hamlet Subdivision)."}
+{"text":"The Elizabethtown and Paducah Railroad was a 19th-century railway company in western Kentucky in the United States. It operated from 1867 to 1874, when it was purchased by the Louisville, Paducah and Southwestern Railroad. It later made up part of the Illinois Central network and its former rights-of-way currently form parts of the class-II Paducah and Louisville Railway."}
+{"text":"It connected with the Owensboro and Russellville (and subsequently with the L&N network) at Central City in Muhlenberg County."}
+{"text":"The Ithaca Central Railroad is a shortline railroad operating in New York and Pennsylvania, owned by Watco Transportation Services. The ITHR leases and operates the Norfolk Southern Railway Ithaca Secondary from Sayre, Pennsylvania (Norfolk Southern interchange), to Ludlowville, New York. The railroad began operations on December 8, 2018, serving its primary customer, the Cargill Cayuga Rock Salt Mine, in Lansing, New York. The railroad has the capability to haul various commodities such as salt, coal, plastics, and magnesium chloride."}
+{"text":"The railroad uses two ex-UP EMD SD40-2 (SD45 carbody) locomotives, WAMX 4247 and WAMX 4248."}
+{"text":"On January 30th, 2019, the ITHR received a third EMD SD40-2, WAMX 4241."}
+{"text":"The Kings Lake Shore Railroad was a common carrier railroad that operated in Kings County, California from 1910 to 1934. The line primarily hauled agricultural products that grew in this region of the San Joaquin Valley. The line originated with a connection with the Atchison, Topeka and Santa Fe Railway at Corcoran and then ran south-southwest to its terminus at Liberty Farms."}
+{"text":"Grading for the railroad commenced in 1910 as the Kings River Railroad. The Kings River Railroad was organized to build from the Santa Fe at Corcoran to Tulare Lake. The Kings River constructed of track."}
+{"text":"In May 1917, the Kings Lake Shore Railroad was incorporated and took over the Kings River Railroad. The railroad extended the line another . In 1923, the railroad acquired Santa Fe Railway's #27, a 4-4-0 American-type Schenectady Locomotive Works (Builder No. 2373) steam locomotive. Abandonment of the line was authorized during the Great Depression on January 22, 1934, and the tracks were removed the same year."}
+{"text":"The Atlantic and Western Railway is a Class III short-line railroad operating about of track in Lee County, North Carolina. Atlantic and Western is part of Genesee & Wyoming Inc. and formerly part of Rail Management and Consulting. It was reorganized in 1927 from the Atlantic and Western Railroad."}
+{"text":"Originally the A&W ran between Sanford and Lillington, 25 miles. In 1961, the line was abandoned except for 3 miles from Sanford eastward. In the 1970s, the ATW's fleet of modernized 40-foot boxcars in food lading service were some of the last 40' boxcars in revenue service in the United States. In 2001 the A&W began operating between Sanford and Cumnock over a line that was originally a segment of the Cape Fear and Yadkin Valley Railway and subsequently Southern Railway and Norfolk Southern. In 2011, Norfolk Southern granted the A&W additional rights to serve customers between Cumnock and Brickhaven over the original Norfolk Southern Railway."}
+{"text":"The Aberdeen, Carolina and Western Railway is a short-line railroad running from Aberdeen to Star, North Carolina. It was incorporated in 1987 and operates on a former Norfolk Southern Railway branch line. It also leases track from Norfolk Southern between Charlotte and Gulf, North Carolina. It serves approximately 18 industries, mainly dealing in forest and agricultural products."}
+{"text":"The ACWR fleet, as of May 2018, consists of the following locomotives:"}
+{"text":"The Chattooga and Chickamauga Railway is a short-line railroad which is headquartered in LaFayette, Georgia, USA. The railroad operated of the Tennessee, Alabama and Georgia Railway (a.k.a. the TAG route) from Chattanooga, Tennessee to Kensington, Georgia, which reverted to the Norfolk Southern System and was partially removed after the Dow Reichhold Specialty Latex LLC plant in Kensington closed in August 2008. The \"C&C\" also operates of the former Central of Georgia Railroad from Chattanooga to Lyerly, Georgia. That line is leased from the state of Georgia."}
+{"text":"The CCKY is owned by the Georgia Department of Transportation, and operated by CAGY Industries. The operating lease was acquired in 2008 by Genesee & Wyoming Inc. The line does see regular operations of passenger trains between Chattanooga, Tennessee and Chickamauga, Georgia during weekends in the summer months and on other published dates during the year. The passenger trains are owned and operated by the nearby Tennessee Valley Railroad Museum and may be powered by steam locomotives or early vintage diesel electric locomotives."}
+{"text":"The locomotives the C&C operates are 102 (former Chicago and North Western Transportation Company EMD GP7, now retired), 103 (former Santa Fe CF7, now retired and scrapped), 2050 (EMD GP38) and Columbus & Greenville 1804 (former Illinois Central GP11). Also, they use a Tennessee Valley Railroad Museum locomotive if one of their locomotives needs repair or is out of service."}
+{"text":"Both the 102 and 103 were painted in the older blue and gray scheme and were retired by their parent company and replaced with newer locomotives."}
+{"text":"The Airlake Terminal Railway , affiliated with Progressive Rail, is a short line railroad operating approximately of track in a large industrial park in Lakeville, Minnesota. Typical traffic include various bulk commodities and cargo for trans-shipment to trucks at warehouses operated in conjunction with its parent company, Progressive Rail."}
+{"text":"The Angelina and Neches River Railroad is a short-line railroad headquartered in Lufkin, Texas."}
+{"text":"ANR operates an line from Dunagan, Texas, to an interchange with Union Pacific Railroad at Lufkin. ANR traffic includes lumber, foundry products, paper, plywood, chemicals, limestone, scrap iron, steel, and clay."}
+{"text":"ANR was founded in the 1880s as a logging route, and at its peak operated over of railroad."}
+{"text":"It also operates a short portion of line formerly belonging to the East Texas Railroad and the Texas Southeastern Railroad."}
+{"text":"The Holly, Wayne and Monroe Railway (HW&M) is a defunct railroad which operated in southeast Michigan during the early 1870s. Although the company was chartered in 1865, construction from Holly toward Monroe did not begin until 1870. The company had experienced financial difficulties, and apparently received help from the Flint and Pere Marquette Railroad (F&PM) before the latter bought it out in 1872. The line reached Milford, Novi, Northville and Plymouth (where it crossed the Detroit, Lansing and Lake Michigan Rail Road) in 1871, and Monroe in 1872. That same year the F&PM bought the HW&M, and it ceased to exist as an independent company."}
+{"text":"The Kansas City, Pittsburg and Gulf Railroad was a predecessor to the Kansas City Southern Railway that was started by Arthur Stilwell in 1897."}
+{"text":"Trackage on the KCP&G was complete from Kansas City to Shreveport as of March 2, 1897; and, by September 11, the line ran all the way to Port Arthur, Texas-- a town Stilwell essentially created and named after himself. However, the railroad was in financial trouble by 1899. On April 1st, 1900, the Kansas City Southern Railway took control of the KCP&G properties after purchasing them at a foreclosure sale in Joplin, Missouri."}
+{"text":"Owned by Eastman Kodak Company, the Kodak Park Railroad is a private railroad that services Kodak Park in Rochester, New York. It is now called Rochester Switching Services, Inc."}
+{"text":"The Buffalo, Bradford and Pittsburgh Railroad was formed on February 26, 1859, by the merger of the Buffalo and Pittsburgh Railroad and the Buffalo and Bradford Railroad. The Buffalo, Bradford and Pittsburgh Railroad was leased to the Erie Railroad on January 6, 1866, for period of 499 years. It was most commonly known as the Bradford Branch of the Erie."}
+{"text":"The railroad operated about of track in New York and Pennsylvania. The main line ran from Carrollton, NY to Gilesville, PA. The Bradford Branch ran from Bradford to Nusbaum, PA, a distance of about ."}
+{"text":"The Lynn and Boston Railroad was a streetcar railway chartered for operations between Boston and Lynn, Massachusetts in 1859. Following a number of acquisitions, the railway was a part of a 1901 street railway merger that formed the Boston and Northern Street Railway."}
+{"text":"The Thomson-Houston Electric Company developed and implemented electrification in Lynn on the Highland Circuit route of the Lynn & Boston, the first electrified streetcar in Massachusetts with regular electric service begun November 19, 1888. The electrified cars were able to ascend the steep 8% grade into the Lynn Highlands far easier than even a team of four horses."}
+{"text":"In 1901, the Lynn and Boston Railroad merged with the Lowell, Lawrence and Haverhill Street Railway and the North Woburn Street Railway. The result was the formation of the Boston and Northern Street Railway."}
+{"text":"The Chippewa Falls and Western Railway was incorporated in 1873 and was sold in 1884 to the Minnesota, Saint Croix and Wisconsin Railroad, which merged into the Wisconsin Central Company later that year."}
+{"text":"Today, there is certainly still potential for shipment of coal from Clay County, but there has been no talk of this since the shutdown in Avoca. If another source of traffic is found, trains would most likely run again, as the entire line is still under the ownership of ELKR and Bill Bright. Today, the only source of traffic for the ELKR is car repair and storage, in the small yard in Gassaway."}
+{"text":"Currently, the railroad rosters secondhand \"Geep\" locomotives; GP10s, #1-2, GP8 #3, and GP9s #4-5, although, according to employees of the railroad, not every locomotive is operational. As of about 2020 Jim Smith is in charge of the Car Repair Crew in the Gassaway Rail Yard."}
+{"text":"On November 14, 2020, the West Virginia Rail Authority filed with the Surface Transportation Board to acquire and operate 18 miles of former Buffalo Creek & Gauley trackage between Wilden and Dundon, West Virginia. The WVRA plans to operate the line as a Class III common carrier after December 14, 2020. The line suffered a significant washout in 2016, and has not seen a train since 1999. In December of 2020, the ELKR began the process of ripping up the line south of Gassaway."}
+{"text":"The Louisville, Harrods Creek and Westport Railroad was a 19th-century railway company in the U.S. state of Kentucky. It was formed from the failed Louisville, Harrods Creek and Westport Rail\"way\" in 1879, gave up its predecessor's hope of reaching Westport or beyond, and simply continued service along the existing narrow gauge railway line between Fulton Street and Harrods Creek until the company's 1881 purchase by the Louisville and Nashville Railroad."}
+{"text":"The L&N continued the LHC&W's separate existence, but converted it to . Under the L&N, it offered passenger service on four daily round trips and principally serviced commuters living along River Road (the old Louisville\u2013Westport Turnpike). At night, the line was employed for freight service by a lime kiln, bourbon distillery, two quarries, and nearby farms."}
+{"text":"In 1904, the L&N sold the between Zorn Avenue and Prospect to the Louisville Railway Company, which electrified the rail and ran hourly commuter shuttles."}
+{"text":"All service on both stretches were abandoned during the Great Depression in 1935. The LHC&W's rights-of-way continued to be employed by the L&N for freight service, however, and presently make up part of the class-I CSX Transportation system."}
+{"text":"In 1891, the Macon and Northern Railroad was established and took over the failed Covington and Macon Railroad. It operated of track between Macon and Athens, Georgia, USA. The M&N Railroad went bankrupt in 1894 and was then reorganized as the Macon and Northern Railway, which was then purchased by the Central of Georgia Railroad in 1895."}
+{"text":"August 13: The contract to build a street railway is granted for the Eastshore and Suburban Railway by the Contra Costa County supervisors way. However, the planned route requires crossing Santa Fe Railroad track so legal complications arise."}
+{"text":"January 10: William S. Rheem, the President of the Standard Oil refinery (commonly known today as Chevron), organizes the Richmond Belt Line Railroad to provide service to the refinery."}
+{"text":"May 2: Rheem purchases the street railway franchise; he organizes it into the East Shore & Suburban Railway."}
+{"text":"July 7: The East Shore & Suburban Railway commences operations, running from the Standard Oil refinery in Point Richmond to the Southern Pacific depot at 18th & Macdonald. Just about the entire town turns out for the opening ceremonies. The fare is five cents."}
+{"text":"January: Two new lines are placed in service. The first, runs north from 6th & Macdonald to near the Santa Fe tracks in North Richmond (this line ran north on 6th Street to Barrett, east on Barrett for two blocks, and then north on 8th Street to about Lincoln Avenue). On Ohio Street, the second runs west from 3rd & Ohio (Maple Hall) to where the new line joined the main line on Ashland Avenue (now Garrard Blvd). People came from miles around on Saturday nights to Maple Hall, where all enjoyed dining, dancing, and drinking. Extra cars had to be borrowed from other lines to get the crowds home at closing time."}
+{"text":"October: A major new extension opens. It runs east on Macdonald Avenue from the SP Depot at 18th Street to San Pablo Avenue, then south on San Pablo Avenue to the Contra Costa\/Alameda County Line. At the county line, passengers can transfer to a car for Oakland. The streetcar tracks cross the SP at 18th Street in Richmond, but since there is a city ordinance that forbids loaded streetcars from crossing the SP tracks, passengers must walk across the SP tracks from one streetcar to another."}
+{"text":"November: The land for the car barn at 19th & Macdonald is purchased."}
+{"text":"December: Two new extensions are placed into service: i) The Ohio Street line is extended east to 14th Street and then south on 14th Street to Potrero Avenue; and ii) the 6th Street line is extended south of Macdonald to join the Ohio Street line."}
+{"text":"January: Planning starts for a subway on Macdonald Avenue under the SP so that the East Shore & Suburban can avoid crossing the SP tracks."}
+{"text":"February: A new line to San Pablo is placed into service. It runs north from Macdonald on 23rd Street and then turns east on Market Avenue, running five blocks to Church Lane."}
+{"text":"Ingersoll-County Line station is built on San Pablo Avenue at the Contra Costa\/Alameda county line. It bridges Cerrito Creek and is covered so that passengers can easily transfer between the Oakland cars and the Richmond cars in any weather. The station is named in honor of Mr. Ingersoll, a very popular conductor on the line."}
+{"text":"February 17: The East Shore & Suburban purchases a site in Stege where the line intends to build \u201cEastshore Park\u201d. Construction of the park, a dance pavilion, and a roller skating rink commences in March, as does construction of a new line to get passengers there. The line splits off the San Pablo Avenue main line at Potrero Avenue (this point will later be named \u201cStege Junction\u201d) and continues west on Potrero Avenue to about 49th Street."}
+{"text":"April 1: Service to the Eastshore Park station begins."}
+{"text":"April 6: The famous 1906 San Francisco earthquake hits. The East Shore & Suburban is soon carrying hundreds to a 15-acre refugee camp that had been quickly put together in San Pablo by Standard Oil. \u201cCamp Rockefeller\u201d was near the end of the San Pablo line, on Market Street between Church Lane and 23rd Street."}
+{"text":"September 1: The contract is signed to build the subway on Macdonald Avenue under the SP."}
+{"text":"October: The west end of the line is extended another half-mile into the Standard Oil refinery as far as the asphalt plant."}
+{"text":"Late 1907: John Nicholl announces the formation of the \u201cRichmond Railway and Navigation Company\u201d. He intends to run a competing street railway and also provide ferry service to San Francisco. Col. Rheem promptly takes care of this problem by buying the new company."}
+{"text":"The Columbus and Rome Railway is a historic, narrow gauge railroad that operated in the U.S. state of Georgia."}
+{"text":"Chartered in 1871 as the North and South Railroad of Georgia, the Columbus and Rome Railway opened in 1873 with a line going north out of Columbus, Georgia. The railroad was eventually extended to Hamilton, Georgia, and by 1888 was operating as far as Greenville. At some time during the final construction to Greenville, the railroad was acquired by and consolidated into the Savannah and Western Railroad, a subsidiary of the Central of Georgia Railway."}
+{"text":"The Luxapalila Valley Railroad is a 38-mile short line freight railroad that operates between Columbus, Mississippi, and Belk, Alabama. The LXVR interchanges with the Columbus & Greenville, Kansas City Southern and Norfolk Southern. Commodities transported include forest products and waste products."}
+{"text":"The LXVR was acquired by Genesee & Wyoming in 2008."}
+{"text":"The Hartford and Springfield Railroad is the continuation of the Hartford and New Haven Railroad from the Connecticut state line to Springfield, Massachusetts. It was in length and was owned and run by the Connecticut company under the usual arrangements in such cases. It was opened to traffic and travel on 9 December 1844, and is now laid with a double track. There is a station on the road in Longmeadow."}
+{"text":"The Hartford and Springfield railroad corporation was established by an act of the Massachusetts legislature, April 5, 1839. March 13, 1841, the time limit for its organization was extended two years from the fifth of April following, and for its completion a further extension of three years from that date was granted. And, by an act passed February 23, 1844, the time was further extended to April 5, 1846. The road was completed in the year 1844."}
+{"text":"The Fillmore Western Railway was a small railroad that operated in central Nebraska. According to a map created by the Nebraska Department of Roads in 1999, the railroad operated mainly in Fillmore County, Nebraska, but the railroad's mailing address was 2202 E. 7th St., Fremont, Nebraska. Operations ended in 1999."}
+{"text":"The Fulton Chain Railway was incorporated as the Fulton Chain \"Railroad\" in 1896, and opened that year. After reorganization in 1902, the company, then operated by the New York Central Railroad, was renamed the Fulton Chain \"Railway\". The line, also known as the Old Forge Branch, was long, and connected Fulton Chain to Old Forge, where Fulton Navigation Company ships made connections. The New York Central gained control of the company in 1917, and operated its line until July 11, 1932. A short stub at the Fulton Chain end remained the property of the company until January 1, 1937, when the Fulton Chain Railway was merged into the New York Central."}
+{"text":"The Garden City Northern Railway line ran from Garden City to Shallow Water, Kansas about . This trackage was originally built by the Garden City, Gulf and Northern Railway (GCG&N) on January 4, 1907. In July 1911, the GCG&N and its entire line came under Atchison, Topeka and Santa Fe Railway (ATSF) control. The ATSF operated the line until September 7, 1989, when GCN took over the line. The GCN was combined with parent Garden City Western Railway in September 1991."}
+{"text":"The Maysville and Lexington Railroad, Northern Division, was a 19th-century railway company in north-central Kentucky in the United States. In 1868, along with the Southern Division, it restored the service of the earlier Maysville & Lexington line, which had failed in 1856. The Northern Division was not as successful as the Southern and failed in 1875, after which it was re\u00f6rganized as the \"North Division\"."}
+{"text":"The Macon and Birmingham Railway (M&B) was a railroad in the southeastern United States that operated from 1891 through 1922."}
+{"text":"Coffeen and Western Railroad is a subsidiary of Ameren for receiving coal at its power plant south of Coffeen, Illinois. It also owns hopper cars often hauled by Union Pacific."}
+{"text":"Kansas City, Kaw Valley and Western Railway"}
+{"text":"The Kansas City, Kaw Valley and Western Railway was an interurban electric railway that ran between the American cities of Lawrence, Kansas, and Kansas City, Missouri, between 1914 and 1963. Passenger service was eliminated on the Lawrence segment prior to its demise in 1949. The line between Kansas City, Kansas and Bonner Springs, Kansas remained an electric freight operation until 1963. Major portions of Kansas Highway 32 are built on the original roadbed."}
+{"text":"The line was opened in 1914 between Kansas City and Bonner Springs, Kansas. In 1916 the line extended to Lawrence. The line had 75 passenger station stops, and trains left Kansas City hourly between 5:30 a.m. and 12:30 p.m."}
+{"text":"The Georgetown Rail Equipment Company (GREX) is a provider of railway maintenance equipment and related services based in Georgetown, Texas. The company was founded in 1993 and is often referred to using the abbreviation GREX, also used for its logotype."}
+{"text":"The Snead family founded several businesses in Georgetown, Texas, including the limestone quarry Texas Crushed Stone and a railroad. Edwin Brazelton Snead founded the quarry in the 1940s, and then the railroad with his sons Ned and Bill to haul the limestone from Georgetown to Austin. Ned Snead founded the Georgetown Rail Equipment Company in 1993."}
+{"text":"In February 2018, Loram Maintenance of Way acquired and merged with GREX. In December 2020, GREX was rebranded and started to operate under the brand name Loram Technologies Inc.."}
+{"text":"GREX is not related to the neighboring Georgetown Railroad nor the Georgetown line in Ontario, Canada."}
+{"text":"Caddo Valley Railroad is a short-line railroad headquartered in Glenwood, Arkansas."}
+{"text":"CVYR operates a 52-mile line in Arkansas from Gurdon, Arkansas (where it interchanges with Union Pacific) to Bird Mill, Arkansas."}
+{"text":"The line was first owned by Missouri Pacific, a predecessor of Union Pacific, and was sold to Arkansas Midland Railroad (AKMD) in 1992, then in 2000 sold by AKMD to its present owners under a sale ordered by the Surface Transportation Board."}
+{"text":"CVYR and AKMD are involved in a controversy regarding a planned sale of CVYR to Pioneer, a shortline operator. AKMD claims that, under the provisions of the sale, before the line can be sold to another party, AKMD must be given the first opportunity to repurchase it. A hearing was pending in May 2006."}
+{"text":"In September 2010, Bean Lumber of Glenwood, AR (the main customer & owner of the line) closed its doors. The CVYR has not provided service since that time. A rail has been rolled near the Highway\u00a053 crossing, and a red flag rendering the line out of service beyond that point."}
+{"text":"Arkansas Midland has been providing service between the UP interchange and Highway\u00a053 (northwest of town) to service the Georgia-Pacific saw mill on US\u00a0Highway\u00a067 (US\u00a067). MM GP10 #7530, presumably owned by the Caddo Valley, remains in unserviceable condition at the old open air shop in Antoine, Arkansas. Supposedly everything has been sold to a scrapper."}
+{"text":"The Border Pacific Railroad is a short-line railroad headquartered in Rio Grande City, Texas, United States."}
+{"text":"BOP operates a line from Rio Grande City to an interchange with Union Pacific (via Rio Valley Switching Company) at Mission, Texas."}
+{"text":"BOP traffic includes silica sand, ballast, crushed stone, asphalt, scrap paper, and feed grains."}
+{"text":"The line was opened in 1925 and became part of Missouri Pacific in 1956. Short line service started in 1984. The BOP went idle for a while in 2013 due to a bridge fire but once the bridge was repaired it has been running ever since."}
+{"text":"The Louisville, Harrods Creek and Westport Railway was a 19th-century railway company in the U.S. state of Kentucky. Its first president was James Callahan. It was organized by Louisvillian businessmen in 1870, began construction and operation of the narrow gauge railway in 1872, and failed in 1879 owing to the era's Long Depression. The line then gave up hope of connecting to Westport or beyond and reincorporated as the more modest Louisville, Harrods Creek and Westport Rail\"road\", which simply continued service along the existing track."}
+{"text":"The railroad began at First and River roads in Louisville and ran along Fulton Street. It reached the to Goose Creek by 1874 and finished construction about above Harrods Creek in 1877. The company charter was amended to permit consolidation with other lines (including a proposed \"Westport, Carrollton and Covington Railroad\" expansion) but the line's failure ended those plans."}
+{"text":"The line was responsible for the settlement and name of the Louisville suburb of Prospect. It later made up part of the Louisville and Nashville network and its former rights-of-way currently form parts of the class-I CSX Transportation system."}
+{"text":"The Flint River Railroad is a defunct railroad. It was established on December 6, 1871 to construct a branch from Horton to Otter Lake to support the logging industry in the Flint River area. This line was opened on October 8, 1872, and the company was consolidated with the Flint and Pere Marquette Railroad (F&PM). In 1881 the F&PM extended this line to Fostoria."}
+{"text":"The successor to the F&PM, the Pere Marquette Railway, abandoned the segment between Fostoria and Otisville, a distance of , in 1933. The C&O abandoned the remainder in 1972. A section of the line is now operated by the heritage Huckleberry Railroad."}
+{"text":"In 1906 the Collins and Reidsville Railroad, the Reidsville and Southeastern Railroad and the Darien and Western Railroad merged to form the Georgia Coast and Piedmont Railroad. The railroad operated mainly on a line between Collins and Darien, Georgia, USA, extending to Brunswick in 1914. In 1915, the railroad went bankrupt with bondholders filing a request for receivership in 1916. In 1919, after a bid by New York-based salvage firm of Gordon & Freedman, a portion of the railroad was sold to become the Collins and Glennville Railroad."}
+{"text":"The railroad's traffic comes mainly from grain, lumber products, metals, and chemical products. The IORY hauled around 62,000 carloads in 2008."}
+{"text":"Alternate Concepts, Inc. (ACI) is a transit management company within the United States. It is currently headquartered in Boston, Massachusetts and provides services to four rail authorities. Between 2003 and 2014, ACI also operated the Massachusetts Bay Transportation Authority's commuter rail system. Additionally, Alternate Concepts is planned to operate MTA Maryland's Purple Line."}
+{"text":"Alternate Concepts was founded in 1989 by three former employees of the Massachusetts Bay Transportation Authority, James F. O\u2019Leary, Richard Brown and Jane Daly."}
+{"text":"Alternate Concepts currently manages and operates the following rail services:"}
+{"text":"The Los Angeles Junction Railway is a wholly owned subsidiary of the BNSF Railway and provides rail switching service on 64 miles of track in Los Angeles County, California."}
+{"text":"Its tracks are in the small industrial city of Vernon and adjacent industrial areas, southeast of Downtown Los Angeles."}
+{"text":"The LAJ was planned in the early 1920s as the switching railroad for the Central Manufacturing District in the cities of Vernon, Maywood, Bell and Commerce"}
+{"text":"Today, the LAJ Railway is a neutral switching railroad and receives interchange from two Class I Railroads, the BNSF Railway and the Union Pacific Railroad."}
+{"text":"The Loganville and Lawrenceville Railroad (L&L) was founded in 1898 and operated a line between Loganville and Lawrenceville, Georgia, USA. It was owned by the Georgia, Carolina and Northern Railway which was incorporated into the Seaboard Air Line Railway in 1901. The L&L was completely abandoned in 1932."}
+{"text":"The Georgia Central Railway operates about of former Seaboard Coast Line track from Macon, Georgia through Dublin, Georgia and Vidalia, Georgia to Savannah, Georgia. It also operates about of trackage between Savannah and Riceboro, Georgia, switching Interstate Paper LLC. It connects with CSX Transportation and the Norfolk Southern Railway. The Georgia Central Railway is owned by Rail Link, a subsidiary of Genesee & Wyoming Inc."}
+{"text":"Despite the name, the Georgia Central is in no way related to the Central of Georgia Railway."}
+{"text":"The Georgia Central operates a roster of GE U23B, GE U30B, EMD GP9, EMD GP18, EMD GP38, and EMD SW9 locomotives."}
+{"text":"In the early 2010's, the Georgia Central became rather famous, being one of the last railroads in North America to have a complete roster of U23Bs, known as U-Boats. Since then, however, all but one of these units have been scrapped, with the last one residing in Oak Ridge, Tn, on the roster of the Southern Appalachia Railway Museum."}
+{"text":"Recently, The Georgia Central began working on improving track conditions and size, so that it can handle 286,000 lb. railcars, the same as class 1 railroads."}
+{"text":"The Maysville and Lexington Railroad was a 19th-century railway company in north-central Kentucky in the United States, connecting Maysville on the Ohio River with Lexington at the center of the state. It operated from 1850 to 1856, when it failed. It was subsequently re\u00ebstablished as two separate companies a Northern and a Southern division. Both were eventually incorporated into the L&N and today make up part of the CSX Transportation system."}
+{"text":"Enterprise Railroad was a horse drawn rail business for moving freight and passengers in Charleston, South Carolina. It was established with an African American board of directors. Draymen protested that it would compete with their business. Control of the business was eventually taken over by whites."}
+{"text":"The business was chartered in 1870 and its rail lines built in 1874. Directors of the business included Reconstruction era legislators."}
+{"text":"The Coal and Coke Railway was a railway operated by the Coal and Coke Railway Company in central West Virginia between 1905 and 1916. The line was made up of branches acquired from other companies and new construction. It ran from Elkins, West Virginia at its northeastern terminus, to Charleston, West Virginia at its southwestern terminus. Gassaway, West Virginia was roughly the halfway point in the railway's approximate length of 196 miles."}
+{"text":"A portion of the line is currently owned by the Elk River Railroad and is in a state of disrepair."}
+{"text":"Chattahoochee Industrial Railroad is a class III railroad located in southern Georgia."}
+{"text":"It connects Cedar Springs, Hilton and Saffold over a 15-mile route, interconnecting with CSX Corporation and Norfolk Southern."}
+{"text":"CIRR primarily serves Georgia-Pacific's Cedar Springs mill, a large containerboard facility. In 2002, CIRR hauled 19,561 carloads; most of them were paper pulp, and coal. It was previously a Georgia Pacific subsidiary until 2004, when Georgia Pacific sold it and other railroad properties to Genesee & Wyoming Inc."}
+{"text":"The Bainbridge Northeastern Railway was a railway company in southern Georgia that ran between Swindell Landing and Mount Royal, USA, starting in 1908. It lasted only two years before it was abandoned."}
+{"text":"The railroad company was chartered on September 7, 1907, and incorporated on September 14, 1907, in Atlanta with a capital stock of $200,000 to build a line from Bainbridge, Georgia, across the Florida panhandle to the Gulf of Mexico. One of the main incorporators, E. Swindell, also owned a logging railroad called the Georgia Eastern Railway, that was intended to be purchased by Bainbridge Northeastern."}
+{"text":"The Bainbridge Northeastern entered receivership in May 1908 because the company was, as its receiver put it, \"... so intimately connected with the affairs of E. Swindell & Co.\" although the ownership of the railroad's infrastructure was still unclear. The appointed receiver was J.M. Wilkinson, who was third vice president of the Georgia and Florida Railway."}
+{"text":"The line was built out to about by 1910."}
+{"text":"The Louisville, Paducah and Southwestern Railroad was a 19th-century railway company in western Kentucky in the United States. It operated from 1874, when it purchased the Elizabethtown and Paducah, until 1876, when it was purchased by the Paducah and Elizabethtown. It later made up part of the Illinois Central network and its former rights-of-way currently form parts of the class-II Paducah and Louisville Railway."}
+{"text":"It connected with the Owensboro and Russellville Railroad and the later Evansville, Owensboro and Nashville Railroad (both subsequently part of the L&N network) at Central City in Muhlenberg County."}
+{"text":"The Denison, Bonham and New Orleans Railroad was a railroad company based in Denison, Texas, U.S.A. which was chartered in 1887. It was nicknamed \"Nellie\". The DB&NO operated on track between Bonham Junction on the Missouri-Kansas-Texas Railroad east of Denison and its southeastern terminus with the Texas and Pacific Railway in Bonham, Texas. in 1901 it was building between Bonham and Wolfe City, but work on this was abandoned."}
+{"text":"It made stops in the communities of Ambrose and Ravenna. The railroad ceased operations in 1928."}
+{"text":"The track through Bonham was completed in 1891. The railroad ended up totaling of track. The Missouri-Kansas-Texas Railroad operated the railroad and later leased it. In 1923 the M-K-T gave up its interest in the line and for two years was operated under receivership. In 1925, several Bonham citizens purchased the line but in 1928 the line was shut down and abandoned."}
+{"text":"The LaFayette, Muncie and Bloomington Railroad (LM&B) was a railroad company incorporated in Indiana on July 13, 1869. It operated in Indiana and eastern Illinois until its sale on April 28, 1879, to the Lake Erie and Western Railroad. The LM&B line was so named because it ran from the city of Muncie west through Lafayette toward Bloomington. Four of the railroad's directors were from New York City, one was from Springfield, Illinois. Several others were from local towns along the route. The initial president was Ashal Gridley of Bloomington, Illinois. The road was to be financed almost entirely by bonds issued by the cities and townships along the route. Howard and Weston were chosen as contractors and Richard Price Morgan as chief engineer."}
+{"text":"With the coming of the railroad many new towns were established. Construction began in 1869. Workers lived in eight company supplied board shanties, with the cost of food and lodging deducted from their wages. The contractors soon found themselves in financial trouble and work was soon halted. Eventually new contractors were found and construction resumed. In November 1871 work was done as far as Saybrook in McLean County where a celebration was head as a locomotive named \"General Gridley\" pulled a train into the little town. By 1872 freight was being hauled."}
+{"text":"On 18 June 1872 a construction train on the new railroad ran off the rails east of Paxton, in Ford County, Illinois; seven workers were killed and twenty-five injured. Complaints about service soon mounted. These concerned \"unjust rates\", delays in shipping freight, and lack of cars during harvest season. Soon, taxpayers began to protest having to tax themselves to pay off bonds for service over which they had no control. Beginning in October 1876 the LM&B leased the Lafayette, Bloomington and Mississippi Railroad."}
+{"text":"The Kansas Southwestern Railway was a railroad in the U.S. state of Kansas. It was merged into a sister railroad company, the Central Kansas Railway, in 2000. The Central Kansas Railway was later sold to Watco Companies and became the Kansas and Oklahoma Railroad. KSW had a small roster of former Grand Trunk Western Railroad GM-Electromotive Division GP9s, 4544, 4557, 4912 and 4916. Most were painted in a red, white and blue paint scheme. Its headquarters were located in Wichita, Kansas. Much of the track was former Missouri Pacific spun off by the Union Pacific in 1991."}
+{"text":"Burlington and Mount Holly Railroad and Transportation Company"}
+{"text":"The Burlington & Mount Holly Railroad and Transportation Company, was incorporated in 1836. The railroad ran 7.2 track miles from Burlington, New Jersey to Mount Holly Township, New Jersey. July 4, 1863 Burlington & Mount Holly Railroad & Transportation Company renamed Burlington County Railroad Company."}
+{"text":"In 1895, the Pennsylvania Railroad used the Burlington & Mount Holly tracks to experiment with 500 volt DC trolley wire; trolley pole electric operation, with two motor passenger cars built by Jackson and Sharp Company at Wilmington, Del."}
+{"text":"This service was discontinued on October 29, 1901, after the electrical powerhouse in Mount Holly burned."}
+{"text":"In April 1902, PRR orders demolition of Mount Holly power house and ends experiment of electric trolley operation between Burlington and Mount Holly."}
+{"text":"This line was the first electrified PRR branch in New Jersey. The Burlington & Mount Holly line was abandoned by the PRR in 1927."}
+{"text":"County Route 541 in Burlington County is on and or follows the Burlington & Mount Holly Railroad and Transportation Company's right of way."}
+{"text":"The Midville, Swainsboro and Red Bluff Railroad was chartered in 1888. It began operations on a line between Midville and Swainsboro, Georgia, USA, sometime before 1890. It apparently never reached Red Bluff and was noted on some documents as the Midville and Swainsboro Railroad. The railroad became the Atlantic and Gulf Short Line Railroad in 1900, eventually being sold to the Georgia and Florida Railway in 1907."}
+{"text":"Detroit, Lansing and Lake Michigan Rail Road"}
+{"text":"The Detroit, Lansing and Lake Michigan Railroad (DL&LM) is a defunct railroad which built and operated the first rail line between Detroit and the state capital Lansing. Though the corporation was short-lived, much of the route it placed in service is still in use by CSX."}
+{"text":"The DL&LM was formed April 11, 1871 by a merger of the Detroit, Howell and Lansing Railroad, the Ionia and Lansing Railroad, and the Ionia, Stanton and Northern Railroad. The DL&LM was sold under foreclosure on December 14, 1876 and reorganized under the name of Detroit, Lansing and Northern Railroad."}
+{"text":"At the end of April, 1873, the railroad was mortgaged for over $6 million, though the DH&LM placed its own value at that time as just short of $4.2 million. But with a profit of more than $400,000 on revenues of $940,000, the firm's future must have seemed bright to president J. F. Joy, who had taken over from H.H. Smith at the end of 1872."}
+{"text":"Notwithstanding the 1876 reorganization, the corporation was not legally dissolved until July 15, 1998."}
+{"text":"At the time of the merger, all three railroads existed mostly on paper, but on June 30, 1871, DL&LM opened the segment between Detroit and Plymouth, with the segment from Plymouth to Brighton following on July 1. The Brighton-Williamston-Lansing segment became operational on August 31, 1871, completing the first rail link between Detroit and Lansing."}
+{"text":"By the end of 1872, the DL&LM reported 189 miles of track, including a 164-mile mainline, all built with iron rail. All 156 grade crossings were uncontrolled. The longest bridge was a 1650-ft wooden truss and trestle at Ionia. System-wide speed limits were 21\u00a0mph for passenger trains, and 10\u00a0mph for freights. Total annual traffic miles for 1872 were 674,505, with just 23% due to passenger traffic."}
+{"text":"After passing in short order through several other hands, the Detroit-Lansing route built by the DL&LM became part of the mainline of the Pere Marquette Railroad on January 1, 1900. Subsequent owners were the Chesapeake and Ohio Railroad and the Chessie System. It is currently owned by CSX and operated as the Plymouth Subdivision of the CSX Chicago Division."}
+{"text":"The Depew, Lancaster and Western Railroad is a class III railroad operating in New York. It is a subsidiary of Genesee Valley Transportation (GVT). The DLWR is composed of two operations, one located between Depew, New York and Lancaster, New York and the other in Batavia, New York. Like other GVT subsidiaries, the railroad exclusively uses Alcos."}
+{"text":"The Lancaster division runs from Depew to Lancaster and maintains trackage rights with the Norfolk Southern Railway to interchange at Bison Yard in Buffalo. The Batavia division runs in Batavia and interchanges with CSX Transportation."}
+{"text":"The DLWR was formed in 1989 to purchase and operate former Delaware, Lackawanna and Western Railroad and Lehigh Valley Railroad trackage from Conrail. The DLWR owns two RS-11 locomotives and an RS-18 locomotive. The railroad also uses a GVT ALCO S-6 pooled with other GVT railroads. The RS-11s are numbered #1800 and #1804 while the RS-18 is numbered #1801. S6 is numbered 1044. Current work assignments have #1800 placed on the Lancaster division and #1044 placed on the Batavia division as well as the RS18 used as a \"backup\" engine. #1804 is currently assigned to another GVT subsidiary, the Delaware-Lackawanna Railroad."}
+{"text":"Augusta and Savannah Railroad was incorporated in Georgia by special act of the General Assembly, approved December 31, 1838, as Augusta and Waynesboro Railroad Company. The name was changed to Augusta and Savannah Railroad on February 16, 1856."}
+{"text":"Augusta and Waynesboro Railroad Company built of railroad line between Millen, Georgia, and Augusta, Georgia, and of yard and side tracks prior to or during 1854."}
+{"text":"Augusta and Savannah Railroad's property, including equipment, was leased to the Central Railroad and Banking Company of Georgia, after October 31, 1895 Central of Georgia Railway Company, on May 1, 1862, and again on October 24, 1895. It was absorbed by the Central of Georgia Railway in 1948."}
+{"text":"Known as \"\"The Lumber Line\",\" the Bainbridge Northern Railway was operated by the Flint River Lumber Company and originally began operations from Bainbridge, Georgia, to Eldorendo between 1896 and 1899. It was then extended to Paulina. While principally a logging railroad, it also operated passenger service until 1908. The railroad quit operating about 1925."}
+{"text":"The Alabama, Tennessee and Northern Railroad was a short line railroad which operated in the state of Alabama. The company grew from an acquisition of an existing logging railroad in 1897, and merged with the St. Louis\u2013San Francisco Railway (the \"Frisco\") in 1971. The company was also known as the \"Port of Mobile Route.\""}
+{"text":"In 1925, ATN reported 15 million ton-miles of revenue freight on 187 miles of line; in 1967, 543 million ton-miles on 214 route-miles. In 1950, under the auspices of the ATN, the Frisco began freight service to and from, and on Blakeley and Pinto Islands by way of two car floats across the Mobile River. The service was continued after the SLSF was merged into the Burlington Northern Railroad, until about 1994."}
+{"text":"The Evansville and Crawfordsville Railroad Company was Evansville, Indiana's first railroad company. It was first chartered in 1853 by William D. Griswold, a lawyer in Terre Haute, Indiana. It was renamed Evansville and Terre Haute Railroad in 1877. It went on to be consolidated without railroads of the region into the Chicago & Eastern Illinois Railroad."}
+{"text":"The Lehigh Railway was a shortline railroad in Wyoming County and Bradford County, Pennsylvania. It connects to the Reading Blue Mountain and Northern Railroad in Mehoopany and to Norfolk Southern in Athens, just south of Sayre. It operates a total of 56 miles of track along the Susquehanna River."}
+{"text":"The railroad was formed in 2009 to lease and operate Norfolk Southern's Lehigh Secondary from Mehoopany to Athens, which is the northern branch of the LV Main Line from Wilkes-Barre to Sayre. This is not to be confused with NS's Lehigh Line, which runs from Manville, New Jersey, to M&H Junction, Pennsylvania, via Allentown, Pennsylvania. Major commodities hauled by the Lehigh Railway include drilling supplies, frack sand, chemicals, building products, and agricultural products. The total number of cars transported in 2013 numbered over 7700."}
+{"text":"The Lehigh Railway was headquartered at 25 Delphine Street in Owego, New York, as part of a holding company for three shortline railroads in the Twin Tiers along with a disjunct shortline railroad in Mississippi."}
+{"text":"The railroad was purchased along with its two sister companies on August 19, 2020, by RJ Corman Railroad Group."}
+{"text":"The Maysville and Lexington Railroad, North Division, was a 19th- and early 20th-century railway company in north-central Kentucky in the United States. It operated from 1876, when it re\u00ebstablished service on the routes of its failed predecessor, the North\"ern\" Division, until 1921, when it was purchased along with the Southern Division by the L&N."}
+{"text":"Its routes and rights-of-way are today owned by CSX Transportation."}
+{"text":"The Enid and Anadarko Railway Company' was incorporated on March 9, 1901 under the laws of the territory of Oklahoma by M.A. Low, J.C. Marshall, I.G. Conkling, H.D. Crossley and S.H. Thompson. The Chicago, Rock Island and Pacific Railway purchased the Enid and Anadarko Railway on October 21, 1903."}
+{"text":"In 1901, the company built 60 miles of railroad from Enid, Oklahoma to Watonga, Oklahoma. In 1902, this was extended to Anadarko, Oklahoma, an additional 45 miles. The company also built 41 miles of railroad for the Lawton, Oklahoma to Waurika, Oklahoma line."}
+{"text":"The Enid and Anadarko Act (32 Stat. 43) was approved by Congress on February 28, 1902. It granted the right of way through Oklahoma and Indian Territories for the Enid and Anadarko Railway Company."}
+{"text":"The Maysville and Lexington Railroad, Southern Division, was a 19th- and early 20th-century railway company in north-central Kentucky in the United States. In 1868, along with the Northern Division, it restored the service of the earlier Maysville & Lexington line, which had failed in 1856. The Southern Division was more successful than the Northern, which failed in 1875 and was re\u00f6rganized as the \"North Division\". The Southern line survived until 1921, when it and the North Division were purchased by the L&N."}
+{"text":"The Southern Division's routes and rights-of-way are today owned by CSX Transportation."}
+{"text":"The Catawba Valley Railway was a shortline railway that operated in northern South Carolina in the early part of the 20th century."}
+{"text":"The 22-mile route was begun by the Southern Power Company (later Duke Power), which built about 10 miles of track from Great Falls, South Carolina, to Fort Lawn, South Carolina, in 1906."}
+{"text":"The road was taken over by the Catawba Valley Railway Company in 1907 and extended another 12 miles northward to meet the Seaboard Air Line Railroad near Catawba, South Carolina."}
+{"text":"The Seaboard Air Line Railroad controlled the Catawba Valley Railway until it purchased the Catawaba Valley in 1909."}
+{"text":"The Kyle Railroad is a regional railroad line that runs from North Central Kansas into Eastern Colorado. It is based in Phillipsburg, Kansas and runs on track, mostly the former Rock Island Railroad Chicago to Denver main line. The Kyle was owned by RailAmerica from 2002 to 2012. Genesee & Wyoming Inc. bought RailAmerica in late 2012."}
+{"text":"The Kyle Railroad was formed for the 1982 Northern Kansas Harvest season by the Willis B. Kyle Organization, which consisted of several railroad properties, including the San Diego and Arizona Eastern Railway, the Oregon, Pacific and Eastern Railway, the Cumbres and Toltec Scenic Railroad and the Pend Oreille Valley Railroad."}
+{"text":"Included was about of trackage from Belleville, KS to Limon, CO, with trackage rights over the Cadillac and Lake City Railroad from Limon, CO to Colorado Springs, CO. Officially, on September 16, 1980, The Kyle Railroad signed with the MSPA (Mid-States Port Authority) a contract for the Hallam, NE to Limon, CO and Belleville, KS to Clay Center, KS line, as well as of trackage rights over the Union Pacific Railroad from Limon, CO to Denver, CO, totalling . The Kyle Railroad acted as the MSPA's operator of these lines."}
+{"text":"Recently the Kyle Railroad bought the tracks on which it operates from the MSPA."}
+{"text":"Power for the trains initially consisted of former Burlington Northern Railroad ALCO Century 425s, most tracing their heritage to the Spokane, Portland and Seattle Railway. Kyle Railroad migrated to General Electric U30C and U33C power by the mid 2000s. After RailAmerica purchased Kyle, the legacy GE power was dropped in favor of EMD power, including former Burlington Northern SD40-2s and Southern Pacific SD40T-2s. The railroad also used to have an ex-Southern Pacific EMD SD45T-2, # 9362. With the purchase by Genesee and Wyoming, a number of MK5000C's provided by the Utah Railway (a fellow subsidiary of Genessee & Wyoming)."}
+{"text":"The railroad handles mostly agricultural commodities, although limited amounts of construction materials are carried. KYLE transported around 20,000 carloads in 2000."}
+{"text":"The Brunswick and Pensacola Railroad was a logging line established in 1894. Owned by the Suwannee Canal Company, the railroad ran from Folkston, Georgia, to the Suwanee Canal on the East edge of the Okefenokee Swamp near Camp Cornelia, Georgia."}
+{"text":"Built in 1895\u201396, the Douglas and McDonald Railroad operated a line from Douglas to McDonald, Georgia, USA, where it connected with the Brunswick and Western Railroad. The line was abandoned in 1904."}
+{"text":"The Hardin Southern Railroad was a short line freight and tourist railroad located in Hardin, Kentucky. In 2005, the Murray-Calloway Economic Development Corporation bought the former line and leased it to the KWT Railway for the purpose of serving the Murray Industrial Park in Murray."}
+{"text":"A passenger train operated over this line until 2005. The equipment used included an EMD SW1 which was sent to Knoxville Locomotive Works in Knoxville, Tennessee. The passenger cars and a Chessie System C27A caboose went to the Tennessee Valley Railroad Museum in Chattanooga, Tennessee, and Norfolk Southern, with the caboose ending up on the Black River & Western Railroad in Ringoes, New Jersey."}
+{"text":"Most of the trackage of the former Hardin Southern Railroad was removed in August 2009."}
+{"text":"The Georgia Southwestern and Gulf Railroad was incorporated in 1906 and began operations in 1910 on about of track leased from the Albany and Northern Railway between Cordele and Albany, Georgia, USA. The GS&G was purchased by the Georgia Northern Railway in 1939, and in 1942 operations were returned to the Albany and Northern."}
+{"text":"The Chester, Greenwood and Abbeville Railroad was a South Carolina railroad company chartered in the late 19th century."}
+{"text":"The Chester, Greenwood and Abbeville Railroad was Chartered by the South Carolina General Assembly in 1885."}
+{"text":"A year later, the company's name was changed to the Georgia, Carolina and Northern Railway. The goal was to construct a line from Monroe, North Carolina, to Atlanta, Georgia. Construction on the line began in 1887 in North Carolina."}
+{"text":"In 1901 the line was formally merged into the Seaboard Air Line Railway."}
+{"text":"The Atlanta Consolidated Street Railway was an attempt by Joel Hurt to take over the various Atlanta streetcar systems."}
+{"text":"Incorporated in May 1891, Hurt began negotiations to consolidate widely overlapping competing companies. On September 21, 1891, the titles of the following were conveyed to the Consolidated:"}
+{"text":"The fully steam-powered Metropolitan Street Railroad was absorbed on November 22, 1892."}
+{"text":"Only the Atlanta & Edgewood was completely electrified and they began work to convert the others. There were three small companies left outside of the system at the time (two headed to the northwest and one down to the barracks at Fort McPherson) but by the mid-1890s many more competitors were built."}
+{"text":"Hurt continued with the electrification project having to contract for more and more power from Henry M. Atkinson while fighting a public relations battle over a perception of monopoly."}
+{"text":"By 1899 Hurt and Atkinson were feuding in what has come to be called the \"Second Battle of Atlanta\" which resulted in the formation of Georgia Railway and Electric Company (predecessor of Georgia Power) combining all existing companies in 1902."}
+{"text":"The Hot Springs Railroad ran from Hot Springs to the race track."}
+{"text":"The limited number of cars owned by the Hot Springs Street Railroad, together with the fact that all those people attending the races wanted to go to the grounds and return to the city at practically the same time, necessitated the adoption of some unusual methods in handling passengers."}
+{"text":"At the race track was a loading yard, which was long by about wide, enclosed in a picket fence high. At one end was a loading shed long and wide, and from which several gates gave"}
+{"text":"entrance to the grounds. The loading yards contained storage tracks for twenty-five cars. All the cars going to the races were put in special service and no fares are collected on them. Instead, the fares were collected as the passengers went through the gates leading into the grounds."}
+{"text":"At the end of the races about twenty-five cars are waiting in the loading yard and fares are collected as passengers passed through the"}
+{"text":"gates. Four cars were drawn up to the loading platform at a time and were started out at close intervals. The method had the great advantage of securing all fares without trouble."}
+{"text":"Little Schuylkill Navigation, Railroad and Coal Company"}
+{"text":"The Little Schuylkill Navigation, Railroad and Coal Company (LSRR) was a railway company in the U.S. state of Pennsylvania in the 19th century. The main line ran from Port Clinton to Tamaqua, for a total of ."}
+{"text":"The railroad received a charter from the Commonwealth of Pennsylvania on February 28, 1826. Construction began in 1830. The tracks were constructed with strap iron on wood rails. The LSRR operated between Tamaqua, located at the end of the coal rich Panther Creek Valley and the Port Clinton terminus of the Schuylkill Canal, beginning in 1831 with horse-drawn cars and later to a rail junction with the Philadelphia and Reading Railway Company."}
+{"text":"Two steam locomotives, built in Liverpool, were acquired by the railroad in 1833, but the wooden tracks did not support the engines, requiring a resumption of animal powered operations. This over-extended investment nearly bankrupted the young company. It was twelve years later before iron \"T\" rails belatedly replaced the wooden rails in 1845, and the costly English locomotives were then returned to regular service."}
+{"text":"The LSRR completed a junction with the Catawissa Railroad at Tamanend (also called Little Schuylkill Junction) in 1854. In 1857 it built a roundhouse in Tamaqua, housing 21 locomotives and a turntable. In 1863 the company was leased by the Reading Railroad for 93 years. It formally merged with the Reading in 1952."}
+{"text":"The Columbia, Newberry and Laurens Railroad was a railroad line between Columbia and Laurens."}
+{"text":"In 1885, the South Carolina General Assembly issued a charter for the Columbia, Newberry and Laurens Railroad, and the line was officially christened on Christmas Day 1885. In 1890, work began on the track and by July 1891, the line was complete from Columbia through Newberry to Dover Junction, nearly north of the state capital. In 1896, the Laurens Railroad was purchased from the Richmond & Danville Railroad to complete the line to Laurens."}
+{"text":"The first locomotive of the CN&L was built in 1887 and sold in 1922. The CN&L ran daily passenger trains from Union Station in Columbia to Laurens, always pulled by steam until the early 1930s, when it switched to its own station in Columbia at 630 Gervais Street. Passenger service was discontinued in 1952."}
+{"text":"The railroad saw to the creation of towns along its line. Towns such as Irmo, Chapin, Little Mountain, Prosperity and Joanna owe their existence in part to their locations along the CN&L."}
+{"text":"In 1924 the Atlantic Coast Line Railroad acquired control of the line. It became part of the CSX Transportation system in 1984."}
+{"text":"The Kiamichi Railroad Company is a Class III short-line railroad headquartered in Hugo, Oklahoma."}
+{"text":"KRR operates two lines totaling which intersect in Hugo, as well as maintaining trackage rights on an additional of track. The main line (186 miles) runs from Hope, Arkansas (where it interchanges with Union Pacific Railroad) to Lakeside, Oklahoma, then along 20\u00a0miles of BNSF Railway trackage rights to a BNSF interchange point at Madill, Oklahoma. Along this line, KRR interchanges with Union Pacific at Durant, Oklahoma, with Kansas City Southern Railway at Ashdown, Arkansas, and with De Queen and Eastern Railroad via Texas, Oklahoma and Eastern Railroad at Valliant, Oklahoma. A 40-mile branch line runs from Antlers, Oklahoma to Paris, Texas."}
+{"text":"KRR traffic generally consists of coal, lumber, paper, glass, cement, pulpwood, stone and food products. The KRR hauled around 53,000 carloads in 2008."}
+{"text":"The line was a former main line of the Frisco railway; KRR started operations in 1987."}
+{"text":"KRR was purchased by RailAmerica, a short-line railroad holding company, in 2002. Another holding company, Genesee & Wyoming Inc., purchased RailAmerica in late 2012."}
+{"text":"The Acadiana Railway Company is a short line railroad based in Opelousas, Louisiana. It operates on the following trackage:"}
+{"text":"The Crowley-Eunice line was built by the New Orleans, Texas and Mexico Railway before 1900. The Opelusas-Eunice and Opelusas-Bunkie lines are former Missouri Pacific lines and were sold to the newly established Acadiana Railway Company in October 1990. The company started business on October 15, 1990, with the acquired trackage from Missouri Pacific and from Union Pacific. The company is controlled by Trac-Work Inc."}
+{"text":"The AKDN fleet, as of October 2019, consists of the following 8 locomotives:"}
+{"text":"The Evansville, Owensboro and Nashville Railroad was a 19th-century railway company in western Kentucky in the United States. It operated from 1873, when it purchased the Owensboro & Russellville, until 1877, when it was purchased by the Owensboro & Nashville. Its former rights-of-way currently form parts of the class-I CSX Transportation railway."}
+{"text":"It connected with the Elizabethtown and Paducah Railroad and its successors the Louisville, Paducah and Southwestern Railroad and the Paducah and Elizabethtown Railroad at Central City in Muhlenberg County."}
+{"text":"Dr. William Seward Webb's Mohawk and Malone Railway crossed the northern Adirondacks at Tupper Lake Junction, just north of Tupper Lake. Webb was president of the Wagner Palace Car Company and a Vanderbilt in-law. He began by purchasing the narrow gauge Herkimer, Newport and Poland Railway, which ran from Herkimer to Poland, converting its trackage to , and straightening it to avoid multiple crossings of the West Canada Creek. He then had track built from Tupper Lake to Moira and thence to Montreal, Quebec. This was called variously the Adirondack and St. Lawrence Railroad and the Mohawk and Malone."}
+{"text":"It opened in 1892 from Malone Junction to Childwold Station with a branch from Lake Clear Junction to Saranac Lake. After 1893, it was controlled by the New York Central and Hudson River Railroad."}
+{"text":"In 1913, it merged with the New York Central and Hudson River Railroad as the \"Adirondack Division\" of the New York Central."}
+{"text":"Use for regional New York Central passenger train service in the 20th Century."}
+{"text":"Through the first half of the 20th Century, the New York Central ran day and night trains on the route for service from Utica to Montreal via Lake Clear Junction and Malone. In the post-World War II period, the NYC's \"North Star\" train, and later, the \"Iroquois,\" provided direct sleeping car service from New York City's Grand Central Terminal to Lake Placid. The NYC in early 1953 terminated service north of Malone toward Montreal. In mid-1957 the company cut mainline service back from Malone to Lake Clear Junction, with all service terminating on the Lake Placid branch that left the division's main route at Lake Clear Junction. On April 24, 1965 the NYC ran its final train on the route."}
+{"text":"In the 1990's, service on the southern segment of the route between Utica and Thendara would return with tourist excursions run by the Adirondack Scenic Railroad. In the mid-2010s, the State of New York attempted to convert most of the Utica-Lake Placid segment to a rail trail. However, the latter railroad successfully won an effort in court to resist rail removal. The New York State Supreme Court ultimately sided with the railroad on September 26, 2017, annulling the rail trail plan in its entirety."}
+{"text":"In 2020, pro-trail advocates persuaded the New York State Legislature to amend the Adirondack Park Act to allow removal of former NYC tracks from Tupper Lake to Lake Placid (34 miles) and to build a new rail-trail there instead. Track removal began in 2020. When the State renovates the long-decayed tracks from Big Moose to Tupper Lake, the Adirondack Railroad plans to expand passenger service from Utica to Tupper Lake (108 miles)."}
+{"text":"Stations served in final years of passenger service, 1957 to 1965"}
+{"text":"The Baton Rouge Southern Railroad, abbreviated BRS, was founded in November 2008. The main objective of the 1.5-mile railroad is to provide cars and transloading services to local businesses. It also serves as a switching and car storage facility for the Kansas City Southern. It holds an advantageous location close to the Port of Baton Rouge, Port Allen, Louisiana. It is owned by Watco Companies."}
+{"text":"The Contoocook River Railroad, or CRR, is a former railway company in New Hampshire. The CRR was first established on June 24, 1848, as \"Contoocook Valley Railroad\" founded and built on a standard gauge railway line from Contoocook to Hillsboro which was opened in December 1849. The 14.7 mile long route branched in Contoocook with the Concord and Claremont Railroad. The southern continuation of this path toward Massachusetts was subsequently amended to include the Peterborough and Hillsborough Railroad."}
+{"text":"On October 1, 1857, the reorganization was carried out and the line was renamed to Contoocook River Railroad. The railway company merged on October 31, 1873, with the Merrimac and Connecticut Rivers Railroad, the old Concord & Claremont had taken over, and the Sugar River Railroad was assumed by the Concord and Claremont Railroad. In 1884, the Boston and Lowell Railroad leased the rail line and eventually was purchased by the Boston and Maine Corporation in 1890. The track is no longer in operation today."}
+{"text":"The Detroit Connecting Railroad Company is a Class III shortline railroad owned by the Adrian and Blissfield Rail Road Company. Its freight operations began in December 1998 with of track."}
+{"text":"The Lewiston and Auburn Railroad Company is a railroad holding company located in Androscoggin County, Maine. It is jointly owned by the cities of Lewiston and Auburn. It was founded in 1872 to link these two cities with the nearby Grand Trunk Railroad main line running from Portland to Montreal (and on to Chicago) in order to provide a competing transportation service to the Maine Central Railroad which had previously held a monopoly in the area."}
+{"text":"During the late 20th century the rail line owned by the Lewiston & Auburn Railroad Co. was cut back from Lewiston and currently only runs from Lewiston Junction to an industrial park in Auburn. The L&A rail line has been operated under contract by the St. Lawrence and Atlantic Railroad since that company purchased the former Canadian National Railway (ex-Grand Trunk Railway) line from Portland to Montreal in 1989."}
+{"text":"The Enid and Tonkawa Railway Company' was incorporated on March 20, 1899, under the laws of the territory of Oklahoma. The company constructed a railroad line from North Enid, Oklahoma, to Billings, Oklahoma. The Chicago, Rock Island and Pacific Railroad purchased the company on December 22, 1899. Rock Island completed the line from North Enid to Tonkawa, Oklahoma."}
+{"text":"In 1894 the Cuyler and Woodburn Railroad built a line between Cuyler and Woodburn, Georgia, USA. The railroad had also planned to build an additional line to Statesboro, Georgia. The railroad was sold under foreclosure in 1897 and was reorganized as the Savannah and Statesboro Railway."}
+{"text":"The Charleston Southern Railway was a South Carolina railroad established in the early part of the 20th century."}
+{"text":"The Charleston Southern Railway, incorporated by the South Carolina General Assembly in 1915, was to be an extension of the Seaboard Air Line Railroad, with an 85-mile route from Charleston, South Carolina, to Savannah, Georgia, planned."}
+{"text":"The Charleston Southern merged with the Carolina, Atlantic and Western Railway in September 1915."}
+{"text":"Two months later, the Carolina, Atlantic and Western changed its name to the Seaboard Air Line Railroad."}
+{"text":"The Mississippian Railway is a short line railroad operating from Amory, Mississippi, to Fulton, Mississippi. It is operated by the Mississippian Railway Cooperative."}
+{"text":"The MSRW interchanges with the BNSF Railway at Amory, Mississippi. The MSRW's shops are also located in Amory."}
+{"text":"The Mississippian Railway was established in 1923 primarily to haul lumber products from Fulton south to the interchange with the Frisco Railway in Amory."}
+{"text":"In 1944 a bentonite plant was built in Smithville to take advantage of a large deposit discovered there which led to a surge in business for the line and its nickname \"The Bentonite Road\". By 1968 the bentonite deposits near Smithville had been depleted and the plant closed, however several industries had moved to Fulton and continued to provide traffic for the railroad."}
+{"text":"Today the Mississippian hauls between 100 and 120 cars a month operating three days a week."}
+{"text":"The railroad previously operated a pair of 1920 Baldwin 2-8-0s until 1967 when diesels replaced them. Currently the MSRW operates an EMD GP7 (no. 102)."}
+{"text":"The two famous Baldwin 2-8-0 Consolidation steam locomotives survive:"}
+{"text":"The Experimental Railroad was a horse-driven railroad in Raleigh, North Carolina built in 1833 to transport granite for the North Carolina State Capitol from a quarry one mile away in southeast Raleigh. It is considered North Carolina's first railroad."}
+{"text":"North Carolina's first self-powered railroad was the Wilmington and Weldon Railroad, built in 1840."}
+{"text":"The Kansas City Suburban Belt Railroad was a railway located throughout the suburban Kansas City area. The railway was incorporated by Arthur Stilwell and Edward L. Martin in 1887, and began operation in 1890. In September 1900, it was placed under the receivership control of Stuart R. Knott and Edward F. Swinney with the aim of merging the railroad into the Kansas City Southern Railway system."}
+{"text":"The Greigsville and Pearl Creek Railroad was a railroad in the U.S. state of New York. Despite its name, it only existed in the immediate vicinity of Greigsville, a small community in the town of York, and did not reach Pearl Creek, a hamlet in Covington."}
+{"text":"The company was organized October 1, 1897 and chartered January 26, 1898, to build from the Delaware, Lackawanna and Western Railroad's main line at North Greigsville (present-day Greigsville) west to the Buffalo, Rochester and Pittsburgh Railway at Pearl Creek. Three miles (5\u00a0km) were constructed from the DL&W to the Greigsville Salt Mine, but the mine closed in June 1899, and operations were suspended."}
+{"text":"The actual location of Greigsville Salt Mine is not clear. Mindat puts the mine on a residential street (Virginia Avenue), but the USGS Topographic map puts the mine at the end of an unnamed road to the northwest. The railroad would have extended past the mine by at least the length of one train, in order to be able to load the entire train from one point."}
+{"text":"The Lewiston & Youngstown Frontier Electric Railway connected the villages of Lewiston and Youngstown in Niagara County, New York."}
+{"text":"The company was set-up by a number of local capitalists in the summer of 1895. After a number of surveys the railroad was finally located through private property between these villages, about one-quarter of a mile easterly from the River Road, thus avoiding the destruction of property along the banks of the lower Niagara River, or occupying the highway."}
+{"text":"The contract for the construction of the roadbed, ballasting, overhead work and fencing was let April 12, 1896, to Craige & Tench, Buffalo, New York, for the sum of $63,500. The railroad started from the New York Central depot at Lewiston and ran up Center street to 5th street. Then it ran northerly through 5th street to the village limits, then through private lands to 3rd street, Youngstown, then through Church street to Main street and to the United States Military Reservation, at the mouth of the Niagara River. There was also a branch in Lewiston from 5th street through Onondaga street to the New York Central freight station and a branch in Youngstown to the docks. The road was long in all."}
+{"text":"The country through which this road ran is extremely level and is in the heart of the Niagara fruit district, being largely devoted to the culture of apples, peaches and grapes. The right of way is in width and fenced throughout its entire length between the villages. There were no structures whatever on the line, with the exception of a few wooden box culverts and one trestle long and about high."}
+{"text":"The road was single track of and had five turnouts in the course of the line with end switches at each end. In the two villages the track was laid with girder rails, of 67-lb\/yard (32.5 kg\/m) and of 87-lb\/yard (43.5 kg\/m) and in the country for with 56-lb\/yard (27.7kg\/m) T-rails. The Johnson Company furnished the rails and track fastenings and all the rails except the 87-lb\/yard (43.5 kg\/m) girders which were rolled by the Pennsylvania Steel Company. The ties were of cedar, x , spaced between centers. The line was ballasted with"}
+{"text":"broken stone which was deep under the ties."}
+{"text":"R. W. Oliver furnished the overhead work at a cost of $9,750. In the villages span work was used and in the country side pole bracket work. The trolley wire was No. 00 and there were nearly of No. 0000 stranded triple covered feed wire starting from Lewiston and reaching nearly to Youngstown. All poles and fence posts were painted olive green."}
+{"text":"No power plant was constructed by this company, because power could be obtained from the plant of the Niagara Falls & Power Company, which was situated away from Lewiston. It was generated by one of the 1.000-h.p. generators situated in the new power house at the foot of the cliff at a voltage of 550 Volts. This was raised to 750 volts by being passed through a booster and was conveyed to Lewiston over a 500,000 circular mil stranded copper wire triple covered. This wire was strung on the poles of the Niagara Gorge Railroad and thus brought to Lewiston, where it was connected with the trolley and feed wire."}
+{"text":"The equipment consisted of four, eight bench open motor cars and two closed combination baggage and passenger cars seating 16 people, made by the J. G. Brill Company, Philadelphia. The combination cars had a vestibule on the passenger end, and the baggage compartment, which was long, had sliding doors on each side and three drop sash in the front end allowing the motorman to occupy the baggage compartment when running that end forward, but there was no vestibule. All these cars are equipped with Brill eureka maximum traction trucks, with diameter wheels. Each truck was equipped with one G.E. 1,000 motor, thus giving each car horizontal tractive pull. The"}
+{"text":"total cost of roadway, equipment, transmission line, land"}
+{"text":"damages, etc., amounted to very nearly $100,000."}
+{"text":"After a number of delays, owing to the non-arrival of material, etc., the road was informally opened the latter part of August, 1896. The company contemplated a freight as well as a passenger service, and was handling about 10 cars of freight per day in 1897, beside package freight. A steady passenger traffic was maintained between the points mentioned, which increased during the summer."}
+{"text":"When the Niagara Gorge Railroad was taken out of use in 1935, the Lewiston & Youngstown Frontier Electric Railway remained in service as a diesel freight line."}
+{"text":"The engineering work was led by Paul Voorhes of Buffalo. He constructed other rails, among them Buffalo & Williamsville Electric Railway and the Buffalo, Gardenville & Ebenezer Railway."}
+{"text":"The Georgia Midland Railroad was a shortline railroad that operated several lines in Georgia that it acquired in 2004 from the initial operations of Ogeechee Railway. In 2009 the Georgia Midland was purchased by Pioneer RailCorp from Atlantic Western Transportation Company, the holding company for the Heart of Georgia Railroad. Pioneer renamed the railroad as the Georgia Southern Railway. Hauling an average of 5000 carloads per year of aggregate sand, stone, farm products and wood, the Georgia Midland Railroad connected with the Norfolk Southern Railway."}
+{"text":"Initially the Georgia Midland operated three branch lines, all within Georgia, connecting Roberta through Fort Valley to Perry, Dover through Statesboro to Metter, and Ardmore to Sylvania. Subsequently the Ardmore-Sylvania line was returned to Ogeechee Railroad, which now operates it."}
+{"text":"In 2006 the Georgia Midland was named Short Line Railroad of the Year by railroad industry trade journal Railway Age."}
+{"text":"The Crawford County Railroad ran from Girard to Walnut in Crawford County, Kansas, USA. It was established on February 6, 1884, from the failed Nebraska, Topeka, Iola and Memphis Railroad. The Crawford County Railroad lasted for nine days before being acquired by the Kansas Southern Railroad."}
+{"text":"Chicago, St. Louis and New Orleans Railroad"}
+{"text":"The Chicago, St. Louis and New Orleans Railroad was a 19th- and early-20th-century railway company in Kentucky in the United States. It operated from 1878, when it purchased the Central Mississippi, until 1951, when it was purchased by the Illinois Central."}
+{"text":"In 1896, it purchased the Chesapeake, Ohio and Southwestern Railroad and those former rights-of-way currently form parts of the class-II Paducah and Louisville. In 1897, it purchased the Short Route Railway Transfer Company; the Ohio Valley Railway; and the Owensboro, Falls of Rough and Green River Railroad. In 1902, it purchased the Kentucky Western and the Hodgenville and Elizabethtown Railways. In 1913, it purchased the Paducah Union Depot Company and the Kentucky Valley Railroad. In 1922, it purchased the Kentucky Midland."}
+{"text":"The Chicago, St. Louis & New Orleans connected with the Owensboro and Nashville Railway (and later the L&N) at Central City in Muhlenberg County."}
+{"text":"The Hartwell Railroad dates to 1878 when the company was chartered to build a narrow gauge rail line between Hartwell and Bowersville in Hart County, Georgia. The 10-mile railroad was completed the following year. In 1898, it was reorganized as the Hartwell Railway. Southern Railway gained control of the line in 1902, had it converted to , and sold the line in 1924."}
+{"text":"The Hartwell Railway's line today is operated by the Great Walton Railroad, based in Social Circle, Georgia, which also operates Athens Line, LLC. In the Jackson County, Georgia community of Center, the Hartwell Railway connects with Norfolk Southern Railway."}
+{"text":"Currently, the rail line along Highway 51, including the Depot and Platform are being rented to TORCH of Hartwell, Inc. TORCH of Hartwell, Inc. plans on revitalizing the rail line into a community park with the support of grants, The City of Hartwell and residents."}
+{"text":"The railroad's roster consists of older EMD 4-axle locomotives still in the paint schemes of the Denver & Rio Grande Western, Conrail, and Richmond, Fredericksburg and Potomac Railroad."}
+{"text":"The Detroit, Grand Haven and Milwaukee Railway is a defunct railroad which operated in the US state of Michigan during the late 19th and early 20th centuries. Itself the product of several consolidations in the 1870s, it became part of the Grand Trunk Western Railroad in 1928."}
+{"text":"The DGH&M was formed from the ruin of Detroit and Milwaukee Railroad, a successor road to the Detroit and Pontiac Railroad, one of the first roads organized in the state of Michigan. The Great Western Railway, a Canadian company, had taken financial control of the D&M in 1860 after it defaulted on debt payments. The D&M entered receivership in 1875; in 1878 Great Western purchased it outright and refinanced the debts. The reorganized company bore the name Detroit, Grand Haven & Milwaukee Railway. Its Grand Rapids, Michigan station was located at the corner of Plainfield and East Leonard."}
+{"text":"The new company possessed a line stretching from Detroit in the southeast to Grand Haven on the eastern shore of Lake Michigan. By 1882 the road came under the ownership of the Grand Trunk Railway of Canada when the Grand Trunk acquired the Great Western, but it was not formally consolidated until 1928."}
+{"text":"The Kearney and Black Hills Railway was a short line railroad built in the late 19th century between Kearney and Callaway, Nebraska. It was purchased by the Union Pacific Railroad in 1898."}
+{"text":"Anacostia Rail Holdings Company is a transportation development and consulting firm responsible for the operations of several railroads:"}
+{"text":"Founded in 1985, it is based at the Railway Exchange Building in Chicago, Illinois, and has an office in New York City."}
+{"text":"Anacostia Rail Holdings Company, formerly Anacostia & Pacific, has developed eight new U. S. railroads. In each case, the company negotiated the terms of acquisition, developed the business plan and recruited senior management. Anacostia & Pacific also provides management consulting services, analyses and expert testimony. Its clients have included governmental agencies, class I and short line railroads and financial institutions."}
+{"text":"The Kinston and Snow Hill Railroad is a short-line railroad in Kinston, North Carolina. The railroad operates a industrial spur from a junction with the Norfolk Southern Railway to the Global TransPark. The company is a wholly owned subsidiary of Gulf and Ohio Railways. It is named for a railroad of the same name which operated the same route from 1903 to 1913. The railroad owns a single EMD SW900 locomotive."}
+{"text":"The Flint River and Northeastern Railroad was incorporated on June 26, 1903, built in 1904 and operated between Pelham and Ticknor, Georgia, USA. Originally operated by the Higgston Lumber Company, the railroad was purchased by the Thomas N. Baker Lumber Company in 1905, and the headquarters was moved from Pelham to Ticknor."}
+{"text":"On May 11, 1906, the railroad company was sold by the Thomas N. Baker Lumber Company to G.E. Smith; but the sale was mired in controversy surrounding unsettled claims at the time of sale that were brought before the Supreme Court of Georgia in 1911. The case brought by Baker against Smith was the result of Smith deducting the railroad company's preexisting and as yet unsettled debt from his payment to Baker. The court ruled in favor of Smith."}
+{"text":"The railroad was purchased by the Georgia Northern Railway in about 1910 and was operated as a subsidiary until 1946, when it was abandoned. In 1929, the Interstate Commerce Commission's proposal of railroad consolidations would have placed the railroad in the Illinois Central system."}
+{"text":"Coe Rail was an excursion and freight rail line running between West Bloomfield, Michigan and Wixom, Michigan. It was best known for its Michigan Star Clipper Dinner Train."}
+{"text":"In 2007, it was renamed the Michigan Air-Line Railway."}
+{"text":"The Louisville, Cincinnati and Lexington Railway was a 19th-century railway company in the U.S. state of Kentucky. It operated from 1877, when it absorbed the failed Louisville, Cincinnati and Lexington Railroad, until 1881, when it was purchased by the Louisville and Nashville network. Its former rights-of-way currently form parts of the class-I CSX Transportation system."}
+{"text":"The line was responsible for the establishment of Wilder, Kentucky."}
+{"text":"The Kansas and Oklahoma Railroad is a shortline railroad operating in the midwest United States. Despite the name, it is primarily located in Kansas but extends into Colorado, not Oklahoma."}
+{"text":"The KO is a subsidiary of Watco Companies, which took over the operations of the Central Kansas Railway (CKRY) at midnight on June 29, 2001. The KO started operating at 12:01 A.M. on June 30, 2001. The CKRY property (which by this time included the merged Kansas Southwestern Railway) was purchased from OmniTrax and was named the Kansas & Oklahoma Railroad."}
+{"text":"The KO consists of trackage radiating north and west from their headquarters at Wichita, Kansas. Most of this trackage was originally operated by the Atchison, Topeka and Santa Fe, although a few segments were originally operated by the Missouri Pacific."}
+{"text":"The tracks Kansas & Oklahoma RR operate on also includes portions of the former Missouri Pacific Kansas City to Pueblo main line in Western Kansas and Eastern Colorado."}
+{"text":"820 miles of track are owned by KO, and another 84 miles is accounted for in trackage rights."}
+{"text":"As of March 2005, the K&O consisted of the following subdivisions:"}
+{"text":"The Cedar River Railroad is a shortline subsidiary of the Canadian National Railway that operates on former Illinois Central Gulf Railroad trackage. In 1991, the railroad was formed as a reorganization of the bankrupt Cedar Valley Railroad, which had begun operations in 1984. It was owned by the Chicago Central and Pacific Railroad, itself an ICG spin-off that was reacquired by the successor Illinois Central Railroad in 1996."}
+{"text":"The railroad has connections with the Union Pacific Railroad in Glenville, Minnesota, Iowa, Chicago and Eastern Railroad in Charles City, Iowa and Lyle, Minnesota, and Chicago Central and Pacific Railroad at Waterloo, Iowa."}
+{"text":"The Kent County and Delaware Bay Railroad was an American railroad company in Kent County, Maryland and Kent County, Delaware. The railroad spanned from Chestertown, Maryland to Woodland Beach, Delaware where it met daily with steamboats from the Delaware City, Salem, and Philadelphia Steamboat Company."}
+{"text":"The Monroe and Toledo Railway is a defunct railroad which operated in southeast Michigan during the mid-1890s. The company was chartered on March 29, 1893, with the proposed object of constructing a line from the Flint and Pere Marquette Railroad's Monroe terminal to the Ohio border, just north of Toledo. On November 15, 1896, the M&T completed a line from Monroe to Alexis, north of Toledo. In 1897 the F&PM purchased the M&T outright."}
+{"text":"The Louisiana and Northwest Railroad is a short-line railroad headquartered in Homer, Louisiana."}
+{"text":"LNW operates a line in Arkansas and Louisiana from McNeil, Arkansas (where it interchanges with Union Pacific Railroad), to Gibsland, Louisiana (where it interchanges with Kansas City Southern Railway). The section from McNeil to Magnolia, Arkansas, is leased from Union Pacific."}
+{"text":"LNW was incorporated in 1889. On June 10, 2008, Patriot Rail Corporation announced that it had purchased LNW for an undisclosed amount."}
+{"text":"The East Tennessee Railway, L.P. is a short line railroad connecting CSX Transportation and the Norfolk Southern Railway in Johnson City, Tennessee. Since 2005, the railroad has been owned by Genesee and Wyoming, an international operator of short line railroads, as part of its Rail Link group. The railroad uses a single diesel locomotive, SW1200 #214, to serve a small number of industries and a transloading facility, as well as to provide interchange services between NS and CSX."}
+{"text":"The current regular gauge railroad is a remnant of a larger, narrow gauge railroad, the East Tennessee and Western North Carolina Railroad, chartered in 1866 to haul iron ore from Cranberry, North Carolina to Johnson City across the Appalachian Mountains. Through an acquisition and track extensions, the railroad grew to serve Boone, North Carolina and Saginaw, North Carolina. ET&WNC used dual gauge tracks between Johnson City and Elizabethton; eventually the railroad ceased all narrow gauge operations and only operated standard gauge service on this one section. Later, with a change in ownership this limited line was reorganized as the East Tennessee Railway."}
+{"text":"In 2003, the last train left Elizabethton, TN and in 2009 the line was formally abandoned and railbanked. The rails and ties were removed in 2012 to make way for a rail-trail. The East Tennessee Railway still services customers around the yard in Johnson City and still makes deliveries to the CSXT and NS."}
+{"text":"ETRY started out with a two-man crew for many years, and have just now upped to a three-man crew. Operations are Monday through Friday."}
+{"text":"The Fulton County Railway began operations in 2004, operating on about 25 miles of track owned by CSX Transportation in Georgia. It is owned by OmniTRAX."}
+{"text":"The Butte, Anaconda and Pacific Railway is a short line railroad in the U.S. state of Montana which was founded in 1892. It was financed by the interests behind the Anaconda Copper Mining Company and operated primarily to carry copper ore from the mines at Butte, Montana to the smelters at Anaconda, Montana, although the company was chartered as a common carrier and also carried passengers and general freight."}
+{"text":"The BA&P was an electrification pioneer, converting in 1913 and being the first primarily freight railroad to electrify. Electrification was at 2,400 volts DC; the work was performed by General Electric and the railroad's own staff. As described in a period article:"}
+{"text":"The electrification was abandoned in 1967 as it had become cheaper to operate diesel-electric locomotives."}
+{"text":"Many resources of the railway were included in the Butte, Anaconda and Pacific Railway Historic District, which was listed on the National Register of Historic Places in 1988."}
+{"text":"The railroad as a whole lost much of its business following the closure of the Anaconda smelters, and in 1985 was sold to a consortium of local investors and reconstituted as the Rarus Railway ."}
+{"text":"In 1985, The B.A.&P. became the backdrop of a full-length feature film called Runaway Train. The film was directed by Andrei Konchalovsky, & stars Jon Voight, who was nominated for an Academy Award & won the Golden Globe Award for Best Actor, Eric Roberts, who was nominated for an Academy Award & Golden Globe Award for Best Supporting Actor, Rebecca DeMornay, John P. Ryan, Kyle T. Heffner, Kenneth McMillan & Edward Bunker who also co-wrote the script. It was filmed on the B.A.&P. Railway & at the Roundhouse at Anaconda in March 1985. The film was also nominated for the Golden Globe Award for Best Picture - Drama."}
+{"text":"On July 19, 2007, Patriot Rail Corporation, the parent company which acquired Rarus Railway in May 2007, announced that the railway's name was officially changed back to Butte, Anaconda and Pacific Railway."}
+{"text":"The Chesapeake, Ohio and Southwestern Railroad was a 19th-century railway company in Kentucky in the United States. It operated from 1882, when it purchased the Paducah and Elizabethtown Railroad and the Memphis, Paducah and Northern Railroad, until 1896, when it was purchased by the Chicago, St. Louis and New Orleans Railroad. It later made up part of the Illinois Central network and its former rights-of-way currently form parts of the class-II Paducah and Louisville Railway."}
+{"text":"It connected with the Owensboro and Nashville Railway (subsequently part of the L&N network) at Central City in Muhlenberg County."}
+{"text":"The Charleston Union Station Company was a railroad company based in Charleston, South Carolina, that operated throughout much of the 20th century."}
+{"text":"The Charleston Union Station Company was chartered by the South Carolina General Assembly in 1902 to acquire and operate terminal facilities in Charleston. Construction was begun in 1905 and the company was open for operation in November 1907."}
+{"text":"The Charleston Union Station Company owned and operated a passenger station in Charleston. It also owned and used nearly one-third of a mile of track and a little more than two miles of yard tracks and sidings."}
+{"text":"The Charleston Union Station Company was controlled by the Atlantic Coast Line Railroad and the Southern Railway."}
+{"text":"The station was on the corner of East Bay and Columbus Streets and burned in early 1947. Some time later the site area was sold to the South Carolina State Ports Authority, which continues to use it."}
+{"text":"The company continued for many years after the loss of the station."}
+{"text":"The Elmira, Corning and Waverly Railway was an electric interurban line connecting the cities of Elmira, Waverly, and Corning along the Southern Tier region of New York State. The railroad was briefly controlled by the Erie Railroad. Completed in 1911, traffic dwindled through the 1920s in the face of stiff competition from better roads and increased automobile ownership. The effects of the Great Depression hastened the abandonment of all service in 1930. Replacement bus service was provided by Carpenter's Rapid Transit of Corning."}
+{"text":"The Beaver Meadows Railroad & Coal Company was chartered April 7, 1830, to build a railroad from the mines near Beaver Meadows, Pennsylvania, beyond Broad Mountain along Beaver Creek to Penn Haven and along the Lehigh River through Mauch Chunk to the Lehigh Canal at Parryville, Pennsylvania. The settlement dated to a 1787 land sale to Patrick and Mary Keene, thence to Nathan Beach."}
+{"text":"The Golden Triangle Railroad is a railway in central Mississippi, totalling length. It is owned by the Patriot Rail Corporation. The GTRA interchanges with the Kansas City Southern Railway (KCS) at Columbus, Mississippi, and with Burlington Northern Santa Fe, Columbus & Greenville, Luxapalila Valley and Norfolk Southern via trackage rights over the KCS."}
+{"text":"The GTRA serves an International Paper fiber mill in Trinity. It primarily hauls woodpulp, corn starch and chemicals, and utilises three locomotives. , the GTRA employs nine workers."}
+{"text":"The Bridgeport Traction Company was a streetcar transit company in the area around Bridgeport, Connecticut. The company was incorporated in 1893 through the consolidation of the Bridgeport Horse Railroad Company, Bridgeport Railway Company, and the East End Railway Company. The East End Railway Company was established in 1895 as the Bridgeport and West Stratford Horse Railroad Company. The Bridgeport Horse Railroad Company was incorporated in 1864. The Bridgeport Railway Company was formed in 1893. At the time, streetcars were a more affordable form of transportation for those commuting between Bridgeport and Norwalk. Using streetcars to get to their destination was half the price of using the train. In 1899 president Andrew Radel formed a company that was intended to control the world's oyster trade."}
+{"text":"In 1901, Bridgeport Traction Company was sold to the Connecticut Railway and Lighting Company. From 1906 to 1936, its routes were controlled by the Connecticut Company, a subsidiary of the New York, New Haven and Hartford Railroad which controlled many of the streetcar operators across the state. The leases on the former Connecticut Railway and Lighting Co. routes were voided in 1936 for nonpayment while the New Haven was in receivership. CR&L resumed operation under its own name, and streetcar lines in Bridgeport, Derby, and Waterbury were replaced with buses in 1937. Bus transit operations continued until 1972. The transit franchises were succeeded by the Greater Bridgeport Transportation Authority soon after."}
+{"text":"Juniata Terminal Co. is a locomotive leasing and railcar storage company. The company takes its name from the facility in Philadelphia from which it operates."}
+{"text":"The company owns a number of restored diesel locomotives, including a pair of former Conrail EMD E8s which have been meticulously overhauled and painted in the Pennsylvania Railroad wide-stripe paint scheme. These two units often pull the company's private passenger cars, and can be seen on special excursions with Amtrak equipment. As of 2019, these units are not in operation due to a decision by the owner not to retrofit them with positive train control (PTC). Traffic on most Class I railroad main lines were required to be equipped with PTC by 2019 in accordance with the Rail Safety Improvement Act of 2008."}
+{"text":"The three-track Juniata Terminal facility was built in 1928 by the Pennsylvania Railroad as the Philadelphia L-C-L less-than-carload freight terminal."}
+{"text":"The Danbury and Harlem Traction Company was an unfinished electric rapid-transit interurban railroad connecting Danbury, Connecticut with the New York Central Railroad station at Goldens Bridge, New York on the Harlem Line."}
+{"text":"The company was stablished in 1901 as the consolidation of the \"Danbury and Goldens Bridge Street Railway of Connecticut\" and the \"Goldens Bridge Electric Railway of New York\", and set out to build from Danbury. The motivation was to provide a faster passenger route to New York than that offered by the Danbury Branch of the New Haven Railroad."}
+{"text":"Construction progressed slowly. Tracks were laid from a connection with the Danbury and Bethel Street Railway near the Danbury Fairgrounds, west through Ridgebury and eventually just across the state line to North Salem, New York by 1901. Aside from a few test runs with cars borrowed from the Danbury and Bethel line, there is no indication that regular service was ever offered on the partially completed line."}
+{"text":"In 1902, the project was acquired by the Westchester Traction Company, and immediately investors were sought to continue construction. This extended the roadbed grade to Goldens Bridge, but no further rails were ever laid. Permission was obtained to open between Danbury and Ridgebury in 1903 and a limited service was operated, possibly by the Danbury and Bethel Street Railway, but this was short-lived. Looking to recoup some of the shareholder's investment, the company directors ordered the rails to be lifted sometime between 1910 and 1915, and the project was abandoned."}
+{"text":"Much of the line is traceable around Ridgefield, including a section called Old Trolley Road, and earthworks survive here and there."}
+{"text":"The Marion and Rye Valley Railway was a standard gauge logging railroad that ran from an intersection with the Norfolk and Western Railway at Marion, Virginia, southward to Sugar Grove, Virginia."}
+{"text":"At Sugar Grove, it intersected with the Virginia Southern Railroad which ran from Sugar Grove, across Iron Mountain, through Troutdale and then westward to Fairwood. There was also a branch from the wye track at Sugar Grove that went eastward toward Camp, Virginia. The two railroads combined formed a line operating some 27 or so miles. Both were initially owned separately, but eventually fell under the same management and ownership."}
+{"text":"The main line followed future Highway 16 S from Marion, Va for several miles until turning right onto Currin Valley road. The railroad featured four switchbacks between Currin Valley, south of Marion, and Teas, just west of Sugar Grove, and another set of switchbacks between Sugar Grove and Troutdale at the top of Iron Mountain."}
+{"text":"Motive power for the railroad was provided by Shay-type locomotives, an Alco consolidation, a Heisler, and an Edwards Motorcar."}
+{"text":"The railroad was chartered by the State Corporation Commission of Virginia in 1891 as the Marion and Rye Valley \"Railroad\", reorganized in 1900 as the \"Marion and Rye Valley Railway Company\", and disbanded in 1931 and sold to the Marion Brick Company. The line was abandoned sometime afterward."}
+{"text":"There are virtually no remains of the railroads today other than abandoned railroad grades and a few spikes that are eroded out of the old grades from time to time."}
+{"text":"Jersey City, Hoboken and Rutherford Electric Railway"}
+{"text":"The Jersey City, Hoboken and Rutherford Electric Railway was incorporated in 1893, and leased from 1894-1899 to the New Jersey Electric Railway Company. The line was operated by Jersey City, Hoboken and Paterson Street Railway. The track length was 18.57 miles."}
+{"text":"The rail line in Hoboken, New Jersey, was controversial at the time. Officials were concerned that an electric railway would endanger the public and frighten horses."}
+{"text":"The Georgia, Carolina and Northern Railway was a Southeastern railroad that began after Reconstruction and operated up until the start of the 20th century."}
+{"text":"The Georgia, Carolina and Northern Railway was founded in 1886 with the goal of building a line from Monroe, North Carolina, to Atlanta, Georgia. Construction on the line began in 1887 in North Carolina."}
+{"text":"By 1892 the railroad had almost completed its original plan when a court injunction halted its progress into Atlanta. As a result, the GC&N developed the Seaboard Air Line Belt Railroad. The Seaboard Air Line Belt Railroad ran about from Belt Junction, Georgia, (near Emory University), west to the Nashville, Chattanooga and St. Louis Railway for which the Georgia, Carolina and Northern Railway had trackage rights into Atlanta. In 1898 the railroad acquired the Loganville and Lawrenceville Railroad."}
+{"text":"In 1901 the GC&N was formally merged into the Seaboard Air Line Railway."}
+{"text":"The Dansville and Mount Morris Railroad is a short line railroad located in Dansville, New York."}
+{"text":"The Dansville and Mount Morris Railroad first opened in the 1870s. It extended the entire length from Dansville to Mount Morris, New York."}
+{"text":"The line operated independently until the July 23, 1985 purchase by Genesee & Wyoming Inc. It is now operated as part of the Rochester and Southern Railroad, but still exists as a non-operating subsidiary of Genesee and Wyoming."}
+{"text":"The Diamond and Caldor Railway was a common carrier narrow gauge railroad operating in El Dorado County, California, in the United States. The 34-mile railroad was primarily a logging railroad but also did some passenger service."}
+{"text":"The railroad was constructed in 1904 and operations continued until abandonment commenced on April 10, 1953. The railroad primarily operated with Shay locomotives. The remaining Shays, with the exception of #4, were scrapped in 1953. Engine #4 was displayed at the El Dorado County Fairgrounds for several years and is now in the process of being restored by the El Dorado Western Railway Foundation."}
+{"text":"The railroad operated between Diamond Springs, California (located near Placerville) and went east along the North Fork of the Cosumnes River and then to Caldor."}
+{"text":"The railroad was a subsidiary of the California Door Company of Oakland. Before a 1923 fire destroyed the mill at Caldor, the line hauled rough-cut lumber from Caldor to the sash and door factory in Diamond Springs. After the company built a modern electric mill at Diamond Springs, the railroad hauled uncut logs from the woods to the new mill."}
+{"text":"Because the Diamond & Caldor was a common carrier, it had to comply with Interstate Commerce Commission regulations. The railroad failed to comply with the ICC requirement to have railroad cars equipped with air brakes and automatic couplers. The Diamond and Caldor, according to railroad historian Donald B. Robertson, may be the only western railroad to be put out of business due to those equipment requirements."}
+{"text":"The Millville Traction Company operated streetcars in Millville, New Jersey, and along an interurban streetcar line to Vineland, New Jersey, along Main Road (now CR 555) and Landis Avenue."}
+{"text":"The company was chartered in 1894 and opened its main line on August 1, 1901. Also in 1901, the Millville Rapid Transit Company, which had been leased, was merged into the Millville Traction Company."}
+{"text":"The Louisville, Cincinnati and Lexington Railroad was a 19th-century railway company in the U.S. state of Kentucky. It operated from 1869, when it was created from the merger of the Louisville and Frankfort and Lexington and Frankfort railroads, until 1877, when it failed and was reincorporated as the Louisville, Cincinnati and Lexington Rail\"way\". It later made up part of the Louisville and Nashville network and its former rights-of-way currently form parts of the class-I CSX Transportation system."}
+{"text":"The Hawkinsville and Florida Southern Railway (H&FS) was founded in 1896 and by 1901 was operating of track from Hawkinsville to Worth, Georgia, USA, where it connected with the Georgia Southern and Florida Railroad. It also operated a line between Davisville and Fitzgerald, Georgia. In 1907, a portion of the H&FS was leased to the Gulf Line Railway However, in 1913, the H&FS took over operations and fully absorbed the Gulf Line resulting in a line from Hawkinsville to Camilla, Georgia. In 1922, the H&FS went bankrupt. The section from Camilla to Ashburn, Georgia, was purchased by the Georgia, Ashburn, Sylvester and Camilla Railway but no buyers could be found for the remainder of the system and it was abandoned by 1923."}
+{"text":"The Dooly Southern Railway was chartered in 1897 and operated 9 miles of track between Richwood, Georgia and Pinia, Georgia starting in 1898. It was operated by the Parrott Lumber Company and was mainly a logging line, but it also served as a common carrier. It was abandoned in 1903."}
+{"text":"The Bridgeton and Millville Traction Company was a streetcar company in southern New Jersey."}
+{"text":"In addition to trackage in Bridgeton, the following interurban streetcar lines were operated:"}
+{"text":"In 1897, the South Jersey Traction Company was sold at foreclosure to the Bridgeton and Millville Traction Company, which was chartered May 3, 1897. The Bridgeton Rapid Transit Company (5 miles) was leased by the B&M."}
+{"text":"The line from Cedarville to Port Norris was built in 1902."}
+{"text":"The company ceased operations in 1922 due to being delinquent in paying taxes."}
+{"text":"Leadville, Colorado and Southern Railroad is a tourist railroad based in Leadville, Colorado, United States."}
+{"text":"On June 25 and 26, 2013, members of the North American Railcar Operators Association (NARCOA) operated their privately owned railroad motorcars over the Leadville, Colorado and Southern."}
+{"text":"The Hot Springs Railroad ran between Malvern, Arkansas and Hot Springs."}
+{"text":"It was sometimes called the \"Diamond Jo Line\" because of its developer and sole owner, Joseph \"Diamond Jo\" Reynolds."}
+{"text":"Construction of narrow-gauge tracks began in April 1875. Trains began operating on the 21-mile line a year later."}
+{"text":"On October 16, 1889, it was converted from a narrow-gauge railway to standard gauge in about three hours, after several months of preparation. The brick roundhouse and turntable in Malvern were modified for standard-gauge operation, and remained the principal locomotive shop for the railroad."}
+{"text":"Reynolds was a successful steamboat operator from Chicago, Illinois. He gained the name \"Diamond Jo\" by marking his steamboats with the name \"Jo\" surrounded by a diamond. Reynolds was also known as the \"Steamboat King.\""}
+{"text":"Today, Hot Springs Railroad's tracks are owned and operated by Arkansas Midland Railroad , a Class III short-line railroad headquartered in Malvern."}
+{"text":"AKMD operates of line in Arkansas consisting of seven disconnected branch lines. The AKMD branches were originally part of the Hot Springs Railroad, and later part of the Union Pacific Railroad. All branch lines connect (interchange traffic) with Union Pacific Railroad. AKMD also interchanges with BNSF in North Little Rock."}
+{"text":"AKMD operates on from Malvern, through Jones Mills, through Hot Springs and to Mountain Pine."}
+{"text":"The Indiana Southern Railroad is a short line or Class III railroad operating in the United States state of Indiana. It began operations in 1992 as a RailTex property, and was acquired by RailAmerica in 2000. RailAmerica was itself acquired by Genesee & Wyoming in December 2012."}
+{"text":"Indiana Southern Railroad operates 186 miles of track from Indianapolis to Evansville. From Mars Hill (a neighborhood on the southwest side of Indianapolis) southwest through Martinsville and Spencer to Bee Hunter in Greene County, the ISRR runs on tracks that once made up the majority of the former Indianapolis & Vincennes Branch of the Pennsylvania Railroad. State Route 67 parallels the ISRR along much of this section. From Bee Hunter to Elnora the ISRR has trackage rights over the Indiana Rail Road. ISRR tracks resume from Elnora through Washington in Daviess County, Petersburg in Pike County, Oakland City in Gibson County, Elberfeld in Warrick County and Daylight in Vanderburgh County before terminating in Evansville along the former New York Central's Evansville & Indianapolis Branch."}
+{"text":"The Indiana Southern began operations with a fleet of 10 ex-CSX EMD GP40 locomotives which were rebuilt without dynamic brakes and identified as GP40-1s."}
+{"text":"As of 2018, the ISRR currently operates 10 ex-BNSF EMD SD40-2 locomotives acquired from First Union Railway Equipment in 2013 after the railroad became Genesee & Wyoming property. Additionally, the railroad owns two G&W rebuilt GP40-3 locomotives, 3051 and 3052. ISRR 3051 was rebuilt from ISRR 4051, one of the original GP40-1s originally fleeted and is the only remaining original member of the fleet. Finally, ISRR operates an ex-Toledo, Peoria & Western GP40 painted in the Rail America paint scheme. It is the only remaining member of the fleet not in Genesee & Wyoming paint."}
+{"text":"The railroad's traffic comes mainly from coal and grain products, including corn and soybeans. The ISRR hauled around 70,000 carloads in 2008."}
+{"text":"The Indiana Southern interchanges in Indianapolis with CSX in CSX's Crawford Yard, the Indiana Rail Road in Switz City and Beehunter, Norfolk Southern in Oakland City in Evansville the railroad terminates with a connection at CSX\u2019s (ex-C&EI) Wansford yard, just west of US 41, near the Evansville Regional Airport."}
+{"text":"Just south of Indianapolis, the railroad serves transloading facility Kid Glove Services."}
+{"text":"The railroad serves industries in Mooresville and a salt unloading facility in Martinsville. A siding between Whitaker and Gosport is regularly used for car storage; as is a small yard in Worthington on the former New York Central trackage."}
+{"text":"The railroad supplies coal to power plants in Edwardsport and Petersburg. There are around 2 trains per week supplying the Edwardsport plant with coal and carrying byproducts from the plant."}
+{"text":"The railroad also serves a grain elevator in Plainville and the Grain Processing Corporation in Washington."}
+{"text":"The Idaho Northern and Pacific Railroad (reporting mark: INPR) is a small railroad in southwestern Idaho and eastern Oregon in the United States. It operates on 120 miles of former Union Pacific branch lines, and is a subsidiary of the Rio Grande Pacific Corp., based in Fort Worth, Texas. Idaho Northern and Pacific's offices are in Emmett, Idaho."}
+{"text":"As of 2019, the INPR operated two separate sections of track, one running from La Grande to Elgin, Oregon, connecting at Elgin with another former UP rail line now owned by Wallowa County \u2013 which continues to Joseph, Oregon \u2013 and the other running from Payette through Emmett and then into the canyon of the North Fork of the Payette River northward to Cascade. This section, considered the most scenic stretch of the INPR, previously continued to the former logging community of McCall, now a lakeside resort town, but that stretch has been abandoned."}
+{"text":"Both the Oregon portion and the Payette River line originally were built as logging lines serving lumber mills, but in the last two decades of the 20th century, many of the mills were shuttered due to a decline in logging and lumber processing in much of the Pacific Northwest. As of 2012, the Idaho Northern and Pacific still served Boise Cascade mills in Elgin, Island City, and La Grande, Oregon."}
+{"text":"INPR formerly operated an ex-UP spur connecting Boise with the Union Pacific main line at Nampa. However, the Boise Valley Railroad took over operation in 2009, possibly as a result of the post-housing boom recession."}
+{"text":"INPR also formerly operated the 85-mile Weiser, Idaho to Rubicon line from 1993 till its abandonment in 1995."}
+{"text":"From 1998 until 2015, the INPR operated the Thunder Mountain Line, a tourist railroad between Horseshoe Bend and Cascade. The Thunder Mountain Line offered scenic tours, dinner trains and \"river and rail\" trips along the Payette River that allowed people to ride a train north and return southward by river raft on the Payette. In 2014 the railroad started the brief Payette River flyer operation using 2 Budd RDC cars purchased from the Wallowa Union Railroad in Oregon; this operation ceased in 2016 as well."}
+{"text":"Located in Knoxville, Tennessee, Knoxville Locomotive Works is an affiliate of Gulf & Ohio Railways. Since its establishment in 1998, Knoxville Locomotive Works (KLW) has repowered, refurbished, remanufactured, and\/or upgraded over 400 locomotives. Today, KLW offers its own line of green, single-engine, repowered locomotives from 1,000 hp four axle switchers up to 3,200 hp six axle line haul locomotives."}
+{"text":"In addition to green locomotives, KLW also offers conventional services, such as locomotive rebuilding and refurbishment services for traditional locomotives. KLW has a field services branch with four service regions (Northeast, Southeast, Midwest, West Coast), and a locomotive leasing and sales division."}
+{"text":"The Fulton County Railroad is a privately held short-line railroad that runs from Rochester to Argos, Indiana, where it connects with the Norfolk Southern Railway. It is a switching railroad that originally provided service to only one customer, Wilson Fertilizer and Grain in Rochester, and operates approximately 13 miles of track."}
+{"text":"Since February 24, 2011, freight on FC infrastructure is handled by Elkhart and Western Railroad through Trackage rights. In addition to the original customer, it now also serves a scrap yard and occasional other customers."}
+{"text":"The Midland Railway was founded in 1915 by George M. Brinson. The railroad had planned to build a line from Savannah to Stevens Crossing, Georgia, USA to connect with the Georgia and Florida Railway. By the start of 1916, the railroad had built from Savannah to Statesboro and later purchased the Savannah, Augusta and Northern Railway to complete the line. In 1922 the railroad was facing bankruptcy and the line from Statesboro to Savannah was abandoned the next year. The remainder of the line was reorganized as the Statesboro Northern Railway in 1924."}
+{"text":"The Louisville and Southwestern Railway was a 19th-century railway company in the U.S. state of Kentucky. It operated from 1882 until 1889, when it was incorporated into the Louisville Southern Railroad. It later made up part of the Southern Railway and its former rights-of-way currently form parts of the class-I Norfolk Southern system."}
+{"text":"Indiana Hi-Rail Corporation was a railroad which operated lines in the U.S. states of Indiana, Illinois and Ohio. It ceased operations after it was declared bankrupt in 1997. The railroad was known for its extensive use of locomotives built by the American Locomotive Company (ALCO)."}
+{"text":"The Glendale and Montrose Railway Company (G&M) was an interurban electrified railway in Southern California, in the United States. It was unique among the Los Angeles area railways, as it was among the area's only interurban line never absorbed into the expansive Pacific Electric system."}
+{"text":"The railway was built from Glendale to Eagle Rock in 1909 and to Montrose and La Crescenta in April 1913. A joint service was briefly established with the Pacific Electric, allowing cars originating in La Crescenta to run to the Pacific Electric Building and interchange with that company's lines. The service lasted less than a year, from October 1916 to the following September. In February 1924 the Glendale and Montrose trolleys traversed newly electrified Union Pacific (UP) tracks to reach Los Angeles. The city of Glendale contributed funding for the electrification to reduce the impact of steam trains through the town."}
+{"text":"The population along the route in the early 1900s was too low to support frequent passenger service. The railway ceased operation at the end of 1930, and the Union Pacific took over the remaining tracks in 1931. A few years later, UP converted the ex-G&M trackage from electric to diesel. Tracks were connected to the Southern Pacific Coast Line in 1938 and freight trains continued to use the line, known as the Glendale branch, until November 1986. The Glendale Avenue segment was abandeoned in 1956. Union Pacific abandoned the last remaining section of the railroad after 1991, and the right-of-way was subdivided and sold off."}
+{"text":"One of the electric locomotives of the Glendale & Montrose has been preserved in the collection of the Southern California Railway Museum. G&M No. 22, a 1923 Baldwin-Westinghouse boxcab locomotive, became UP No. E100 after Union Pacific acquired the G&M. In 1942, after UP ceased electric operation on the former G&M tracks, No. E100 was sold to a Union Pacific subsidiary in Washington, the Yakima Valley Transportation Company (YVT). It became YVT No. 297 and continued in use in Yakima for many years. When retired, in 1985, the locomotive was donated to the Orange Empire Railway Museum."}
+{"text":"The Groton and Stonington Street Railway was an interurban trolley line that extended from Groton, Connecticut to Westerly, Rhode Island, with a later branch to Old Mystic, Connecticut and an extension to New London. The line operated from 1904 to 1919 and 1923 to 1928, after which it was replaced by buses."}
+{"text":"The Groton and Stonington Street Railway was chartered on August 17, 1903, with permission to build two lines. The loop line in Groton was never constructed, but work began on the line from Groton to Stonington in early 1904. The G&S opened from Groton to Mystic on December 19, 1904, to Stonington on April 8, 1905, and finally to the state line at Westerly on May 6, 1905."}
+{"text":"The trolley line started at Thames Street in Groton, passing through Poquonnock and Noank, and ending in Mystic. The company was headquartered in Mystic, and the powerhouse was located in between Water Street and the west bank of the Mystic River. The powerhouse is still standing, and has been converted into condominiums. The adjacent carhouse was retrofitted with two additional stories in the 1980s and converted into condominiums as well."}
+{"text":"A spur line was built in 1911 that extended to Old Mystic. In 1928, G&S ceased operating, and buses of the Groton-Stonington Traction Company began operating along the route."}
+{"text":"The Almanor Railroad was a Class III short-line railroad operating in Northern California, USA. It was owned by Collins Pine Company, a division of The Collins Companies and annually hauled approximately 300 carloads of timber and lumber products generated at the mill. The railroad was named after Lake Almanor, which the railroad ran over (by causeway) and adjacent to."}
+{"text":"The railroad ran west from a connection with the BNSF Railway (former Western Pacific) at Clear Creek Junction to Chester, California."}
+{"text":"The Almanor Railroad was incorporated on September 15, 1941, and purchased the line from the Grande Ronde Lumber Company; and was discontinued in late 2009."}
+{"text":"The railroad line was built before 1931 by the Red River Lumber Company which had a private electric logging railroad with a trestle over the Feather River and ran from Westwood (about east of Clear Creek Junction) to Chester. The portion of the Red River Lumber line between Westwood and Chester was the BNSF mainline from Keddie to Bieber. The BNSF also has trackage rights over the Almanor Railroad."}
+{"text":"The Almanor Railroad had one 70-ton GE locomotive built in 1955."}
+{"text":"The Fulton Chain Railroad, also known as the \"Peg Leg\", was a narrow gauge private railroad connecting Moose River to Minnehaha, New York, in the Fulton Chain of Lakes. The line was built in 1888, and ceased running in 1892. The line was eight miles (13\u00a0km) long, and had wooden rails, hence the nickname \"Peg Leg\". It ran only during the summer months to carry vacationers to the Fulton Chain of Lakes."}
+{"text":"The Kanawha and Pocahontas Railroad Company was incorporated in West Virginia in 1898 by either a son or the estate of Charles Pratt to reach new coal mining territory on land which was owned and\/or leased by Gallego Coal & Land Company, Charles Pratt and Company, and other investors based in New York City."}
+{"text":"The line was constructed in 1902 as a narrow gauge railroad and originated at the mainline of the Chesapeake and Ohio Railway (C&O) at what was called Paint Creek Junction along the Kanawha River. It ran along a tributary of the river called Paint Creek to Kingston, crossing the Kanawha-Fayette county line about one mile south of Burnwell."}
+{"text":"Represented by attorney (and former West Virginia governor) William A. MacCorkle, industrialist Henry Huttleston Rogers, acting on behalf of Charles Pratt and Company, negotiated its lease of the entire line to the C&O. It later came under ownership of the C&O, and was later known as the C&O's Paint Creek Branch."}
+{"text":"The Concord and Montreal Railroad was a railroad incorporated in 1889 out of a merger between the Boston, Concord and Montreal Railroad and the Concord Railroad."}
+{"text":"The Boston, Concord and Montreal had previously become the Northern Division of the Boston and Lowell Railroad, following an 1884 leasing agreement. The Boston and Lowell was then leased by the Boston and Maine Railroad in 1887, bringing the BC&M under the Boston and Maine's control. The merger with the Concord Railroad in 1889 led to the Concord and Montreal being under its own, independent control upon its incorporation. However, the railroad was ultimately purchased by the Boston and Maine in 1895."}
+{"text":"The Columbia and Cowlitz Railway , is a short-line railroad owned by Patriot Rail Corporation, and is headquartered in Longview, Washington. The railroad serves an route from the Weyerhaeuser Company mill in Longview to the junction just outside the city limits of Kelso. From there, traffic is either switched to the Patriot Woods Railroad, formally known as the Weyerhaeuser Woods Railroad, where it is transported to Weyerhaeuser's Green Mountain Sawmill at Toutle or it is switched to the BNSF\/Union Pacific joint main line for movement to either Portland, Oregon, or Seattle, Washington."}
+{"text":"The railroad employs thirteen people and hauls around 12,000 carloads a year."}
+{"text":"CLC was incorporated on April 9, 1925 and the line was constructed between 1926\u20131928. The railway was a wholly owned subsidiary of Weyerhaeuser Company until its sale in 2010 to Patriot Rails. Patriot also purchased the Weyerhauser Woods Railroad, changing its name to Patriot Woods Railroad. The two railroads connect and work as one railroad with of track."}
+{"text":"The railway owns a fleet of 500 freight cars including a mix of boxcars, centerbeam lumber cars, and flat cars. The Railroad utilizes seven locomotives."}
+{"text":"The main commodities transported along the rails are newsprint, plywood chips, pulpboard, industrial waste and chemicals. Companies using the railroad services are Weyerhaeuser, Georgia-Pacific, NORPAC, Flexible Foam, Equa-Chlor, PPG Industries, Canexus and Solvay Chemicals."}
+{"text":"Founded in 1885, the Covington and Macon Railroad began operations in 1887 between Macon and Hillsboro, Georgia, USA. It eventually stretched , operating from Macon to Athens, Georgia, however it went bankrupt and was sold at public auction in 1891. It was then reorganized as the Macon and Northern Railroad."}
+{"text":"The Chicago Freight Car Leasing Company provides railcar leasing and management to companies throughout North America for a variety of commodities, including agricultural & food products; chemical & processed mineral products; metals, ores, aggregates, mineral rock\/stone, and petroleum products. Chicago Freight Car Leasing is a subsidiary of Sasser Family Holdings, Inc.. Other related companies under Sasser Family Holdings include Union Leasing, CF Asia Pacific, CFCL Australia, CF Rail Services, and NxGen Rail."}
+{"text":"A daughter company, CFCL Australia, owns and leases the largest private fleet of locomotives and wagons in the Australian market. The company was established in response to the privatization of the former state-based railways in that country."}
+{"text":"The Covington, Columbus and Black Hills Railroad is an historic narrow gauge railroad that operated in the U.S. state of Nebraska."}
+{"text":"Possibly the only narrow gauge revenue railroad in Nebraska, it opened in 1876 and ran on of narrow gauge track in the northeast part of the state from Covington (South Sioux City) to Ponca."}
+{"text":"In 1879 it merged to become part of the Sioux City and Nebraska Railroad. It later merged into the Chicago, Saint Paul, Minneapolis and Omaha Railway which saw the line extended to Wynot."}
+{"text":"The Chicago, Fort Wayne and Eastern Railroad is a short line railroad offering service from Tolleston, Indiana to Crestline, Ohio, United States over the former Fort Wayne Line of the Pennsylvania Railroad. It began operations in 2004 as a division of the Central Railroad of Indianapolis (CERA), under the overall corporate ownership of RailAmerica. CFE operates of rail leased from CSX."}
+{"text":"Conrail acquired the line in 1976, and later sold some of it to the Norfolk Southern Railway to relieve that company's ex-Nickel Plate Road main line. CSX Transportation acquired the entire line in the 1999 breakup of Conrail, and began to make improvements, including new crossing signals, paving crossings, and weeding the railroad. After this was complete, signs were posted at each crossing notifying motorists of an increase in train traffic."}
+{"text":"In 2004, operations under the Chicago, Fort Wayne and Eastern Railroad name began; from the beginning of operations, the railroad has been owned by RailAmerica."}
+{"text":"In 2011 former Norfolk Southern supervisor Joseph (Joe) Parsons was named the General Manager of Chicago, Fort Wayne, & Eastern Railroad headquartered in Fort Wayne, Indiana."}
+{"text":"On July 23, 2012, Genesee & Wyoming Inc. announced that it intended to purchase RailAmerica in a deal valued at $1.39\u00a0billion. Approval of the purchase was granted by the U.S. Surface Transportation Board on December 19, 2012, and ownership of the Chicago, Fort Wayne and Eastern was transferred to the G&W."}
+{"text":"Traffic on the line includes grain, lumber products, chemicals, steel, and petroleum. The CFE transported around 39,000 carloads in 2008."}
+{"text":"Meridian Southern Railway , in east Mississippi, USA, is a short line freight railroad linking Meridian, and Waynesboro, Mississippi and intermediate stations. The railroad is connected to the national rail network by its connection to the Kansas City Southern Railway at Meridian. The MDS utilizes five General Electric built B23-7 locomotives to move over 7,000\u00a0carloads of freight annually."}
+{"text":"Originally, this line was part of the Mobile and Ohio Railroad mainline connecting Mobile, Alabama with St. Louis, Missouri. The segment between Waynesboro and Mobile has been abandoned."}
+{"text":"The MDS is one of four shortlines (the others being the Owego Harford Railway, the Lehigh Railway, and the Luzerne and Susquehanna Railway), all part of a shortline holding company headquartered in Owego, New York. http:\/\/www.ohry.net\/"}
+{"text":"List of defunct railroads of North America"}
+{"text":"The defunct railroads of North America regrouped several railroads in Canada and the United States. The following is a list of the past railroad companies."}
+{"text":"Western & Atlantic Railroad #49 \"Texas\" is a 4-4-0 \"American\" type steam locomotive built in 1856 for the Western & Atlantic Railroad by Danforth, Cooke & Co., best known as the principal pursuit engine in the Great Locomotive Chase, chasing the \"General\" after the latter was stolen by Union saboteurs in an attempt to ruin the Confederate rail system during the American Civil War. The locomotive is preserved at the Atlanta History Center."}
+{"text":"The \"Texas\" was built in October 1856 for the Western & Atlantic Railroad by locomotive manufacturer Danforth, Cooke and Company in Paterson, New Jersey, and subsequently shipped from Paterson to the Port of Savannah, thence delivered via the Georgia Rail Road & Banking Company and Macon & Western Railroad to the W&A headquarters in Atlanta."}
+{"text":"The \"Texas\" provided freight and passenger service on the W&A's main line between Atlanta and Chattanooga, Tennessee."}
+{"text":"Civil War and the Great Locomotive Chase."}
+{"text":"At the onset of the Civil War, the locomotive primarily hauled local freight and cargo without any major incident. However, on April 12, 1862, the \"Texas\", while pulling a load of 12 cars from Dalton southbound towards Atlanta, was commandeered by William Allen Fuller to chase down spies, led by James J. Andrews, during the \"Great Locomotive Chase.\" Steaming in reverse after jettisoning the railcars, the \"Texas\" pursued the fleeing \"General\" over 50 miles before the raiders abandoned their stolen engine two miles north of Ringgold, Georgia. The \"Texas\"'s engineer, Peter Bracken, towed the abandoned \"General\" back to Adairsville, Georgia, and then picked up his 12 cars and steamed into Atlanta, well behind schedule, but with good reason."}
+{"text":"Following the incident, the \"Texas\" and nine boxcars were loaned to the East Tennessee & Virginia Railroad to haul salt and cargo from the mines at Saltville, Virginia in 1863. While in Virginia, the engine was captured by the U.S. Military Railroad (USMRR). Eventually, as Union forces made their way toward Atlanta, the W&ARR and its 46 other locomotives were captured as well."}
+{"text":"The USMRR returned the \"Texas\", W&ARR, and its other locomotives to the State of Georgia on September 25, 1865. The engine continued to serve the W&ARR during the Reconstruction era, though under several different stewards as the public railroad was steadily privatized. The State of Georgia numbered the W&ARR's engines in 1866, leading to the \"Texas\"'s designation as number 49."}
+{"text":"In 1870, the W&ARR was leased out, for a period of twenty years, to a group of Georgia investors led by former war-time governor Joseph E. Brown. Alongside the W&ARR's other 44 locomotives at the time, the \"Texas\" was renumbered and renamed - becoming the \"Cincinnati\", number 12. During the lease period, the engine received a new boiler (1877), was converted to burn coal, and was regauged (1886) as the W&ARR converted its entire locomotive rolling stock to the national standard gauge."}
+{"text":"The W&ARR lease was renewed in 1890, though with a different lessee: the Nashville, Chattanooga and St. Louis Railway. The \"Texas\" remained the \"Cincinnati\" under the NC&StL and was renumbered 212."}
+{"text":"In 1895, the engine was withdrawn from mainline service and stored on a siding in Vinings, Georgia. By 1903, the engine had briefly returned to service on a branch line serving a corn mill in Emerson, Georgia. It served there until its retirement in 1907, at which time it was sent to the W&ARR's yard in Atlanta, where it would await its disposition."}
+{"text":"In August 1907, an article in the \"Atlanta Constitution\" brought to attention the deteriorated state of the locomotive and its historical significance. A fundraising effort began for its preservation. In response, NC&StL president John W. Thomas stated that he was willing to turn the engine to either the State of Georgia or the City of Atlanta, should either be willing to accept it. Accordingly, the Georgia General Assembly passed a resolution recognizing the need to preserve the engine. However, neither the railway nor the state took any physical action to move and\/or protect the engine, which thus remained derelict on a siding."}
+{"text":"A grassroots campaign led by the \"Atlanta Georgian\" newspaper and an ad-hoc group (composed of the Atlanta chapter of the United Daughters of the Confederacy, the Inman Park Students' Club, and the Atlanta Woman's Club) succeeded in securing the locomotive for the City of Atlanta instead. On February 17, 1908, the \"Texas\" was officially donated to the \"Ladies of Atlanta\" by the NC&StL. The group, in turn, transferred the engine to the city."}
+{"text":"However, despite the \"Texas\"'s donation, the locomotive remained in the W&A yard. In 1910, Atlanta artist and historian, Wilbur G. Kurtz, began writing articles in the \"Atlanta Constitution\" advocating preservation of the \"Texas.\" The following year, the engine was moved to Grant Park, though it remained exposed to the elements and funds for its restoration were still lacking."}
+{"text":"In 1936, the locomotive, under the guidance of Kurtz, was cosmetically restored to resemble what he believed to be its wartime appearance. The engine's smokestack was replaced with one resembling the balloon design of the Civil War era, its horizontal strap-iron slat cowcatcher was restored, as were the nameplates on the sides of the boiler. The basement in which the engine was placed, while adequate to protect the engine, had been criticized for its small size which made viewing the engine difficult. As with the \"General\", several proposals had been made as to where the \"Texas\" should be displayed, including placing it on display in the Atlanta Union Station, at the site of present-day Underground Atlanta, at Stone Mountain Park, among others - none of which materialized."}
+{"text":"By the late 1960s and early 1970s, there was growing concern about the condition of the panoramic painting of the Battle of Atlanta (the Atlanta Cyclorama), which had suffered from storm damage as well as long periods of neglect. In 1972, the City of Atlanta developed plans to renovate the Cyclorama building, including a complete restoration of the painting as well as an enlarged display area for the \"Texas\". However, the renovation did not begin until 1979, and was completed in 1982."}
+{"text":"After the 2008 restoration of the Gettysburg Cyclorama, focus shifted once more to the Atlanta Cyclorama and its deteriorated condition, prompting the City of Atlanta to explore another restoration and potential relocation of the painting. Ultimately, a decision was made to relocate and restore the painting, with a transfer ultimately including the \"Texas\" locomotive and other artifacts at the Atlanta Cyclorama and Civil War Museum as well."}
+{"text":"Around this time, the cities of Marietta, Kennesaw, as well as the Southeastern Railway Museum in Duluth, Georgia expressed interest in acquiring the locomotive. However, city officials in Atlanta determined the engine should remain preserved in tandem with the painting."}
+{"text":"In July 2014, the city of Atlanta announced that the Cyclorama collection, including the painting, locomotive, and other artifacts were to be relocated to the Atlanta History Center in Buckhead. The \"Texas\" was removed from the Cyclorama building in December 2015, marking the first time the \"Texas\" has been removed from the building since its 1981 remodeling. The engine received a cosmetic restoration performed at the North Carolina Transportation Museum by a private contractor, Steam Operations Corporation, who had previously restored the Norfolk and Western Railway no. 611 to operation at that facility, before being placed in the expanded history center."}
+{"text":"126 and the above mentioned Norfolk and Western no. 611."}
+{"text":"The \"Texas\" was scheduled to begin its two-day move to the Atlanta History Center on May 3, 2017, but a logistical issue delayed the beginning of the move from North Carolina until May 4. It arrived on May 5. The Atlanta History Center's new Atlanta railroads exhibit, featuring the locomotive, opened on November 17, 2018. The Cyclorama painting and related exhibits opened to the public in spring 2019."}
+{"text":"Western & Atlantic Railroad #3 \"General\" is a 4-4-0 \"American\" type steam locomotive built in 1855 by the Rogers, Ketchum & Grosvenor in Paterson, New Jersey for the Western & Atlantic Railroad, best known as the engine stolen by Union spies in the Great Locomotive Chase, an attempt to cripple the Confederate rail network during the American Civil War. Today, the locomotive is preserved at the Southern Museum of Civil War and Locomotive History in Kennesaw, Georgia, and is listed on the National Register of Historic Places."}
+{"text":"Built in 1855 by Rogers, Ketchum & Grosvenor in Paterson, New Jersey, \"The General\" provided freight and passenger service between Atlanta, Georgia, and Chattanooga, Tennessee, before the Civil War on the Western and Atlantic Railroad of the State of Georgia and later, the Western and Atlantic Railroad Company."}
+{"text":"During the Civil War on April 12, 1862, \"The General\" was commandeered by Northerners led by James J. Andrews at Big Shanty (now Kennesaw, Georgia), and abandoned north of Ringgold, after being pursued by William Allen Fuller and the \"Texas\". Low on water and wood, the \"General\" eventually lost steam pressure and speed, and slowed to a halt two miles north of Ringgold, where Andrews and his raiders abandoned the locomotive and tried to flee."}
+{"text":"In 1864, the Battle of Atlanta had forced the withdrawal of General John Bell Hood's forces from the city. Hood ordered the ordnance depot destroyed as he left Atlanta on September 1, 1864. To this end, the General was severely damaged by being run into boxcars of ammunition and the Missouri locomotive. This was done deliberately so as to render the engine unusable for the approaching Union forces."}
+{"text":"It had been speculated by some that, after the \"General\" had been damaged, the invading Union army restored the engine and operated it. However, many historians believe that the engine was left untouched for the remainder of the war. The Union army had based its repair shops in Nashville, and there is no evidence to suggest the engine was moved there. The United States Military Railroad Service had many new or like-new engines, so they had no need to restore captured ones such as the \"General\". The USMRR had often left the damaged equipment of a captured railroad undisturbed, and its records, having listed the \"General\" as \"captured and returned,\" further suggest such was the case of the \"General\"."}
+{"text":"After the war ended, the \"General\" was repaired and continued service on the Western and Atlantic. In the 1870s, the \"General\" was completely rebuilt, it had received a new pilot, boiler, and other components. Most notably, its three dome configuration was reduced to two domes, and its Radley-Hunter style balloon stack was replaced with a diamond stack, as the engine had been converted to burn coal. Indeed, the rebuilt engine had little resemblance to its original form."}
+{"text":"Before the Civil War, most railways in the south, including the W&A, did not give their engines numbers. Rather, they were simply named, such as the \"General\". When the railroad began numbering engines after the war, the \"General\" was the 39th engine to be acquired by the road, and was numbered accordingly. Locomotives came and went as years progressed, and by 1880, a renumbering was necessary. At this time, the \"General\" was given the number \"3,\" being the third oldest engine that the railroad had at the time. The engine continues to carry this number today."}
+{"text":"In the mid-1880s, the Atlanta and Florida Railroad began construction. During this time, the W&A had a locomotive surplus after buying several more modern engines, so they leased the \"General\" to the A&F from 1887 to 1888 to assist in construction."}
+{"text":"The locomotive was originally built to the southern states standard rail gauge of . After a change to the northern states gauge was mandated by June 1, 1886, \"The General\" was converted to be compatible with the U.S. Standard Gauge of ."}
+{"text":"In 1901, the \"General\" was placed on display in the Chattanooga Union Depot. There, it remained on display for nearly fifty years, only being removed for short periods for exhibitions. In particular, the engine was taken to Baltimore in 1927 to participate in the Baltimore and Ohio Railroad's \"Fair of the Iron Horse\", then in 1933 to Chicago's \"Century of Progress\" Exhibition, the 1939 New York World's Fair, and finally, the Chicago Railroad Fair in 1948."}
+{"text":"The state of Georgia's interest in the \"General\" soon raised tensions with the city of Chattanooga, where the \"General\" was displayed. In 1967, the city of Kennesaw, where the engine had been stolen in 1862, requested to have the engine attend a fundraiser held by the Big Shanty Historical Society. The \"General\" was on its way there, when it was stopped by a group led by Chattanooga's mayor, Ralph H. Kelley. He believed the engine belonged to the city, and a lawsuit had been filed against the L&N concerning custody of the engine."}
+{"text":"After the L&N won the legal dispute concerning the engine's custody in 1970, they brought the engine to Atlanta via the former Atlanta, Knoxville and Northern Railway line from Knoxville through Etowah, to Marietta, bypassing Chattanooga. In February 1972, a ceremony was held in Atlanta where L&N president Kendall formally presented the \"General\" to then state governor (and later President of the United States) Jimmy Carter. Afterwards, the engine was moved to Kennesaw where a museum site was prepared. On April 12, 1972, the Big Shanty Museum (later known as the Southern Museum of Civil War and Locomotive History) opened, and the \"General\" remained on display there since."}
+{"text":"The Pine series was a fleet of sleeping cars built by Pullman-Standard in 1953. The cars were built according to Pullman plan 4183; each contained six sections, six roomettes and four double bedrooms (colloquially \"6-6-4\"). The cars were originally owned by the Louisville and Nashville Railroad (L&N), the Chicago and Eastern Illinois Railroad (C&EI), and the Nashville, Chattanooga and St. Louis Railway (NC&StL)."}
+{"text":"The Louisville and Nashville Railroad (L&N) ordered 22 of the cars in 1951, primarily to replace the pre-World War II heavyweight cars on the \"Pan American\", \"Humming Bird\", and \"Georgian\". Each car cost $163,000. Additional orders were placed by the Chicago and Eastern Illinois Railroad (C&EI) (four cars) and Nashville, Chattanooga and St. Louis Railway (NC&StL) (three cars). Both railroads interoperated with the L&N. Each of the sleeping cars had a name ending in \"Pine\" such as \"Georgia Pine\" or \"Whispering Pine\", reflecting the road's Southern heritage. The cars began entering service in 1953, and also saw service on such trains as the \"Gulf Wind\", \"Flamingo\", and \"Azalean\"."}
+{"text":"The NC&StL's three cars became part of the L&N's fleet in August 1957 on the merger of the two railroads. All of the cars were retired in 1971 on the formation of Amtrak and the end of passenger service on the L&N. Several later saw service on the original Auto-Train."}
+{"text":"All 29 cars were part of Pullman Lot 6909:"}
+{"text":"Several Pine series sleeping cars are known to exist, including at least one in operating condition:"}
+{"text":"The Troy and New England Railway Company was an electric trolley that operated between Averill Park and Albia (in Troy, New York). Riders could pick up the trolley from Troy's city trolley. It operated around 1895 to 1925. James K. Averill had this line established, with the intention to extending the route to Pittsfield, Massachusetts."}
+{"text":"Its route essentially paralleled the Wynantskill Creek and then West Sand Lake Road from Albia to Sand Lake. There were stops at several places, including Brookside Avenue, Sand Lake Road at Steamview Lane, and at Sagendorf Lane."}
+{"text":"The trolley cars were open sided in the summer and windowed side cars were used during the winter months. Flatcars and box cars were used to transport freight. The cars were powered by an overhead wire that connected to electric motors within the trolley. Trolleys ran from 5:30 in the morning until midnight. Children took the trolley to get to school. It is likely that the trolley stopped offering service when automobiles became the common method for transportation."}
+{"text":"Starting in 1902, the trolley ran on coal-fired steam electricity generated at a local power plant. Troy and New England Railway was purchased by United Traction Company in 1910. By 1916, Delaware and Hudson Company had a controlling interest in United Traction Company and the Troy and New England Railway."}
+{"text":"The New Orleans, Texas and Mexico Railway was a constituent element of the Missouri-Pacific Railroad."}
+{"text":"H.E. Salzberg Company was a scrap dealer and operator of a group of shortline railroads and bus lines throughout the eastern United States. Headquartered in New York City, the company was primarily in the business of dismantling abandoned railroads and processing the valuable steel rails for scrap. The company was founded by Harry Salzberg in the 1890s. After his death 1948 his son Murray M. Salzberg became the head of the company. Aside from operating the scrap company and the shortline railroads, Salzberg was also owner of Queens Transit Corporation and Steinway Transit Corporation in Queens, New York, and was also on the board of the reorganized Central Railroad of New Jersey beginning in 1979."}
+{"text":"H. E. Salzberg & Company, Inc. incorporated under the laws of the State of New York in 1918."}
+{"text":"Each year, Syracuse University's Whitman School of Management presents the Salzberg Medallion, a prestigious award in the transportation and supply chain management industry. The award was established in 1949 by Murray Salzberg to honor his father's transportation career."}
+{"text":"A catcher pouch was a mail bag used by Railway Post Offices of the nineteenth century and the early twentieth century. Its use was limited to exchanges onto moving trains. The specially constructed catcher pouch was grabbed by the catcher mechanism in the passing railway car and the catcher pouch would release from the holding rings on the mail crane. This technique was known as \"mail on the fly\". Starting in the 1870s the use of this technique of the Railway Mail Service was an important issue in the United States. It was a popular technique and the backbone of the United States Postal Service through the 1930s."}
+{"text":"When the mail clerk of the Railway Post Office car grabbed the catcher pouch on the mail crane he would at the same time kick out the outgoing mail for delivery to that village. The idea behind the catcher pouch was that there could be an exchange of mail to villages too small to justify the train stopping. The complete transfer technique (tossing out the outgoing mail a second before grabbing the catcher pouch) required much skill and potentially could cause harm or even death for those not trained properly. Another reason why the catcher pouch and mail crane were developed is so the train did not have to slow down just for the exchange of mail (Old School method)."}
+{"text":"The mail on-the-fly was not a smooth operating technique. One problem with the technique was that the postal clerk had to pay close attention when he raised the train's catcher arm. If it was raised too early there was a chance of hitting and destroying switch targets, telegraph poles, and railway semaphore signals, as well as the train's mail catcher arm. If the clerk was too late in raising the train's catcher arm, he might miss the catcher pouch altogether."}
+{"text":"In the United Kingdom as early as 1855 an apparatus for snatching mailbags on-the-fly and delivering mail without stopping a train was in use at Slough, England. It continued in service until 1939."}
+{"text":"A mail hook is an installation alongside a railroad where a catcher pouch can be hung, to be picked up by a passing train without the train having to stop."}
+{"text":"Catcher pouches could not be used for any other purpose. The catcher pouch was to be used only for letters (sometimes newspapers were an exception). The maximum weight of a filled catcher pouch was to be 50 pounds. The catcher pouch was to be locked and placed upside down on the mail crane no sooner than 10 minutes before the scheduled arrival of the Mail Train. The catcher pouch was to be tied in the middle before it was to be transferred. If a small amount of mail, it should be put in the lower half below the tie strap. If a large amount of mail, it should be divided equally between the upper half and the lower half of the catcher pouch."}
+{"text":"The catcher pouch is a specialized form of sack made of an extra tough canvas material and had metal rings on each end so they could attach to the arm of a railway mail bag crane. The body of the pouch was strengthened by leather bindings both at the top and bottom. A Registered Mail pouch came also with a leather bottom and had a special postal lock to secure the contents. A leather strap was secured around the center of the canvas body of the catcher pouch when it was readied to be snatched by a passing train's mail hook."}
+{"text":"Rail transportation in the United States consists primarily of freight shipments, with a well integrated network of standard gauge private freight railroads extending into Canada and Mexico. Passenger service is mainly mass transit and commuter rail in major cities. Intercity passenger service, once a large and vital part of the nation's passenger transportation network, plays a limited role as compared to transportation patterns in many other countries. The United States has the largest rail transport network size of any country in the world."}
+{"text":"A railroad was reportedly used in the construction of the French Royal Army fortress at Louisburg, Nova Scotia in 1720. Between 1762 and 1764, at the close of the French and Indian War, a gravity railroad (mechanized tramway) (Montresor's Tramway) was built by British Army engineers up the steep riverside terrain near the Niagara River waterfall's escarpment at the Niagara Portage (which the local Senecas called \"Crawl on All Fours.\") in Lewiston, New York."}
+{"text":"State governments granted charters that created the business corporation and gave a limited right of eminent domain, allowing the railroad to buy needed land, even if the owner objected."}
+{"text":"The first purpose-built common carrier railroad in the northeast was the Mohawk & Hudson Railroad; incorporated in 1826, it began operating in August 1831. Soon, a second passenger line, the Saratoga & Schenectady Railroad, started service in June 1832."}
+{"text":"In 1835 the B&O completed a branch from Baltimore southward to Washington, D.C. The Boston & Providence Railroad was incorporated in 1831 to build a railroad between Boston, Massachusetts and Providence, Rhode Island; the road was completed in 1835 with the completion of the Canton Viaduct in Canton, Massachusetts."}
+{"text":"Numerous short lines were built, especially in the south, to provide connections to the river systems and the river boats common to the era. In Louisiana, the Pontchartrain Rail-Road, a route connecting the Mississippi River with Lake Pontchartrain at New Orleans was completed in 1831 and provided over a century of operation. Completed in 1830, the Tuscumbia, Courtland & Decatur Railroad became the first railroad constructed west of the Appalachian Mountains; it connected the two Alabama cities of Decatur and Tuscumbia."}
+{"text":"Soon, other roads that would themselves be purchased or merged into larger entities, formed. The Camden & Amboy Railroad (C&A), the first railroad built in New Jersey, completed its route between its namesake cities in 1834. The C&A ran successfully for decades connecting New York City to the Delaware valley, and would eventually become part of the Pennsylvania Railroad."}
+{"text":"By 1850, over of railroad lines had been built. The B&O's westward route reached the Ohio River in 1852, the first eastern seaboard railroad to do so. Railroad companies in the North and Midwest constructed networks that linked nearly every major city by 1860."}
+{"text":"Much of the original roadbed is still in use today and owned by UP, which is descended from both of the original railroads."}
+{"text":"Many Canadian and U.S. railroads originally used various broad gauges, but most were converted to by 1886, when the conversion of much of the southern rail network from gauge took place. This and the standardization of couplings and air brakes enabled the pooling and interchange of locomotives and rolling stock."}
+{"text":"The railroad had its largest impact on the American transportation system during the second half of the 19th century. The standard historical interpretation holds that the railroads were central to the development of a national market in the United States and served as a model of how to organize, finance and manage a large corporation, along with allowing growth of the American population outside of the eastern regions."}
+{"text":"Fogel concludes that railroads were important but not \"essential\" to late 19th century growth in the U.S. in the sense that a possible alternative existed even if it was never tried. Fogel focuses on the \"social saving\" created by railroads, which he defines as the difference between the actual level of national income in 1890 and the theoretical level of national income if transportation somehow existed in the most efficient way possible to the absence of the railroad. He found that without the railroad, America's gross national product (GNP) would have been 7.2% less in 1890. While the largest contribution to GNP growth made by any single innovation before 1900, this percentage only represents 2\u20133 years of GNP growth."}
+{"text":"Fishlow estimates that the railroad's social savings\u2014or what he terms \"direct benefits\"\u2014were higher than those calculated by Fogel. Fishlow's research may indicate that the development of railroads significantly influenced real income in the United States. Instead of Fogel's term \"social saving\", Fishlow uses the term \"direct benefits\" to describe the difference between the actual level of national income in 1859 and the theoretical level of income using the least expensive, but existing alternative means. Fishlow calculated the social savings in 1859 at 4 percent of GNP and in 1890 at 15 percent of GNP\u2014higher than Fogel's estimate of 7.2% in 1890."}
+{"text":"Industrialists such as Cornelius Vanderbilt and Jay Gould became wealthy through railroad ownerships, as large railroad companies such as the New York Central, Grand Trunk Railway and the Southern Pacific spanned several states. In response to monopolistic practices (such as price fixing) and other excesses of some railroads and their owners, Congress created the Interstate Commerce Commission (ICC) in 1887. The ICC indirectly controlled the business activities of the railroads through issuance of extensive regulations. Congress also enacted antitrust legislation to prevent railroad monopolies, beginning with the Sherman Antitrust Act in 1890."}
+{"text":"As early as the 1930s, automobile travel had begun to cut into the rail passenger market, somewhat reducing economies of scale, but it was the development of the Interstate Highway System and of commercial aviation in the 1950s and 1960s, as well as increasingly restrictive regulation, that dealt the most damaging blows to rail transportation, both passenger and freight. General Motors and others were convicted of running the streetcar industry into the ground purposefully in what is referred to as the Great American Streetcar Scandal. There was little point in operating passenger trains to advertise freight service when those who made decisions about freight shipping traveled by car and by air, and when the railroads' chief competitors for that market were interstate trucking companies."}
+{"text":"Freight transportation continued to labor under regulations developed when rail transport had a monopoly on intercity traffic, and railroads only competed with one another. An entire generation of rail managers had been trained to operate under this regulatory regime. Labor unions and their work rules were likewise a formidable barrier to change. Overregulation, management and unions formed an \"iron triangle\" of stagnation, frustrating the efforts of leaders such as the New York Central's . In particular, the dense rail network in the Northeastern U.S. was in need of radical pruning and consolidation. A spectacularly unsuccessful beginning was the 1968 formation and subsequent bankruptcy of the Penn Central, barely two years later."}
+{"text":"Historically, on routes where a single railroad has had an undisputed monopoly, passenger service was as spartan and as expensive as the market and ICC regulation would bear, since such railroads had no need to advertise their freight services. However, on routes where two or three railroads were in direct competition with each other for freight business, such railroads would spare no expense to make their passenger trains as fast, luxurious, and affordable as possible, as it was considered to be the most effective way of advertising their profitable freight services."}
+{"text":"The National Association of Railroad Passengers (NARP) was formed in 1967 to lobby for the continuation of passenger trains. Its lobbying efforts were hampered somewhat by Democratic opposition to any sort of rail subsidies to the privately owned railroads, and Republican opposition to nationalization of the railroad industry. The proponents were aided by the fact that few in the federal government wanted to be held responsible for the seemingly inevitable extinction of the passenger train, which most regarded as tantamount to political suicide. The urgent need to solve the passenger train disaster was heightened by the bankruptcy filing of the Penn Central, the dominant railroad in the Northeast U.S., on June 21, 1970."}
+{"text":"Under the Rail Passenger Service Act of 1970, Congress created the National Railroad Passenger Corporation (NRPC) to subsidize and oversee the operation of intercity passenger trains. The Act provided that"}
+{"text":"The original working brand name for NRPC was \"Railpax\", which eventually became \"Amtrak\". At the time, many Washington insiders viewed the corporation as a face-saving way to give passenger trains the one \"last hurrah\" demanded by the public, but expected that the NRPC would quietly disappear in a few years as public interest waned. However, while Amtrak's political and financial support have often been shaky, popular and political support for Amtrak has allowed it to survive into the 21st century."}
+{"text":"Similarly, to preserve a declining freight rail industry, Congress passed the Regional Rail Reorganization Act of 1973 (sometimes called the \"3R Act\"). The act was an attempt to salvage viable freight operations from the bankrupt Penn Central and other lines in the northeast, mid-Atlantic and Midwestern regions. The law created the Consolidated Rail Corporation (Conrail), a government-owned corporation, which began operations in 1976. Another law, the Railroad Revitalization and Regulatory Reform Act of 1976 (the \"4R Act\"), provided more specifics for the Conrail acquisitions and set the stage for more comprehensive deregulation of the railroad industry. Portions of the Penn Central, Erie Lackawanna, Reading Railroad, Ann Arbor Railroad, Central Railroad of New Jersey, Lehigh Valley, and Lehigh and Hudson River were merged into Conrail."}
+{"text":"The freight industry continued its decline until Congress passed the Staggers Rail Act in 1980, which largely deregulated the rail industry. Since then, U.S. freight railroads have reorganized, discontinued their lightly used routes and returned to profitability."}
+{"text":"Freight railroads play an important role in the U.S. economy, especially for moving imports and exports using containers, and for shipments of coal and oil. According to the British news magazine \"The Economist,\" \"They are universally recognised in the industry as the best in the world.\" Productivity rose 172% between 1981 and 2000, while rates decreased by 55% (after accounting for inflation). Rail's share of the American freight market rose to 43%, the highest for any rich country."}
+{"text":"U.S. freight railroads are separated into three classes, set by the Surface Transportation Board, based on annual revenues:"}
+{"text":"In 2013, the U.S. moved more oil out of North Dakota by rail than by the Trans-Alaska pipeline. This trend\u2014tenfold in two years and 40-fold in five years\u2014is forecast to increase."}
+{"text":"There are four different classes of freight railroads: Class I, regional, local line haul, and switching & terminal. Class I railroads are defined as those with revenue of at least $346.8 million in 2006. They comprise just one percent of the number of freight railroads, but account for 67 percent of the industry's mileage, 90 percent of its employees, and 93 percent of its freight revenue."}
+{"text":"A regional railroad is a line haul railroad with at least and\/or revenue between $40 million and the Class I threshold. There were 33 regional railroads in 2006. Most have between 75 and 500 employees."}
+{"text":"Local line haul railroads operate less than and earn less than $40 million per year (most earn less than $5 million per year). In 2006, there were 323 local line haul railroads. They generally perform point-to-point service over short distances."}
+{"text":"Switching and terminal (S&T) carriers are railroads that primarily provide switching and\/or terminal services, regardless of revenue. They perform pick up and delivery services within a certain area."}
+{"text":"U.S. freight railroads operate in a highly competitive marketplace. In 2011, within the U.S., railroads carried 39.9% of freight by ton-mile, followed by trucks (33.4%), oil pipelines (14.3%), barges (12%) and air (0.3%). However, railroads' revenue share has been slowly falling for decades, a reflection of the intensity of the competition they face and of the large rate reductions railroads have passed through to their customers over the years."}
+{"text":"Prior to Amtrak's creation in 1970, intercity passenger rail service in the U.S. was provided by the same companies that provided freight service. When Amtrak was formed, in return for government permission to exit the passenger rail business, freight railroads donated passenger equipment to Amtrak and helped it get started with a capital infusion of some $200 million."}
+{"text":"The vast majority of the 22,000 or so miles over which Amtrak operates are actually owned by freight railroads. By law, freight railroads must grant Amtrak access to their track upon request. In return, Amtrak pays fees to freight railroads to cover the incremental costs of Amtrak's use of freight railroad tracks."}
+{"text":"The basic design of a passenger car was standardized by 1870. By 1900, the main car types were: baggage, coach, combine, diner, dome car, lounge, observation, private, Pullman, railroad post office (RPO) and sleeper."}
+{"text":"19th century: First passenger cars and early development."}
+{"text":"The first passenger cars resembled stagecoaches. They were short, often less than long, tall and rode on a single pair of axles."}
+{"text":"American mail cars first appeared in the 1860s and at first followed English design. They had a hook that would catch the mailbag in its crook."}
+{"text":"As locomotive technology progressed in the mid-19th century, trains grew in length and weight. Passenger cars grew along with them, first getting longer with the addition of a second truck (one at each end), and wider as their suspensions improved. Cars built for European use featured side door compartments, while American car design favored a single pair of doors at one end of the car in the car's vestibule; compartmentized cars on American railroads featured a long hallway with doors from the hall to the compartments."}
+{"text":"One possible reason for this difference in design principles between American and European carbuilding practice could be the average distance between stations on the two continents. While most European railroads connected towns and villages that were still very closely spaced, American railroads had to travel over much greater distances to reach their destinations. Building passenger cars with a long passageway through the length of the car allowed the passengers easy access to the restroom, among other things, on longer journeys."}
+{"text":"Dining cars first appeared in the late 1870s and into the 1880s. Until this time, the common practice was to stop for meals at restaurants along the way (which led to the rise of Fred Harvey's chain of Harvey House restaurants in America). At first, the dining car was simply a place to serve meals that were picked up en route, but they soon evolved to include galleys in which the meals were prepared."}
+{"text":"By the 1920s, passenger cars on the larger standard gauge railroads were normally between long. The cars of this time were still quite ornate, many of them being built by experienced coach makers and skilled carpenters."}
+{"text":"With the 1930s came the widespread use of stainless steel for car bodies. The typical passenger car was now much lighter than its \"heavyweight\" wood cousins of old. The new \"lightweight\" and streamlined cars carried passengers in speed and comfort to an extent that had not been experienced to date. Aluminum and Cor-ten were also used in lightweight car construction, but stainless steel was the preferred material for car bodies. It is not the lightest of materials, nor is it the least expensive, but stainless steel cars could be, and often were, left unpainted except for the car's reporting marks that were required by law."}
+{"text":"By the end of the 1930s, railroads and car builders were debuting car body and interior styles that could only be dreamed of before. In 1937, the Pullman Company delivered the first cars equipped with roomettes\u2014that is, the car's interior was sectioned off into compartments, much like the coaches that were still in widespread use across Europe. Pullman's roomettes, however, were designed with the single traveler in mind. The roomette featured a large picture window, a privacy door, a single fold-away bed, a sink and small toilet. The roomette's floor space was barely larger than the space taken up by the bed, but it allowed the traveler to ride in luxury compared to the multilevel semiprivate berths of old."}
+{"text":"Now that passenger cars were lighter, they were able to carry heavier loads, but the size of the average passenger load that rode in them didn't increase to match the cars' new capacities. The average passenger car couldn't get any wider or longer due to side clearances along the railroad lines, but they generally could get taller because they were still shorter than many freight cars and locomotives. As a result, the railroads soon began building and buying dome and bilevel cars to carry more passengers."}
+{"text":"Carbody styles have generally remained consistent since the middle of the 20th century. While new car types have not made much of an impact, the existing car types have been further enhanced with new technology."}
+{"text":"Starting in the 1950s, the passenger travel market declined in North America, though there was growth in commuter rail. The higher clearances in North America enabled bi-level commuter coaches that could hold more passengers. These cars started to become common in the United States in the 1960s."}
+{"text":"While intercity passenger rail travel declined in the United States during the 1950s, ridership continued to increase in Europe during that time. With the increase came newer technology on existing and new equipment. The Spanish company Talgo began experimenting in the 1940s with technology that would enable the axles to steer into a curve, allowing the train to move around the curve at a higher speed. The steering axles evolved into mechanisms that would also tilt the passenger car as it entered a curve to counter the centrifugal force experienced by the train, further increasing speeds on existing track. Today, tilting passenger trains are commonplace. Talgo's trains are used on some short and medium distance routes such as Amtrak Cascades from Eugene, Oregon, to Vancouver, British Columbia."}
+{"text":"In August 2016, the Department of Transportation approved the largest loan in the department's history, $2.45 billion to upgrade the passenger train service in the Northeast region. The $2.45 billion will be used to purchase 28 new train sets for the high-speed Acela train between Washington through Philadelphia, New York and into Boston. The money will also be used build new stations and platforms. The money will also be used to rehabilitate railroad tracks and upgrade four stations, including Washington's Union Station and Baltimore's Penn Station."}
+{"text":"There is currently only one operating high speed line in the US, Amtrak's Acela Express between Washington, DC, and Boston. It currently has a maximum speed of , and only in some sections between Boston and Providence, RI, soon to be after introduction of new Avelia Liberty trains, eventually to be upgraded to over some sections. The state of California is constructing its own HSR system, California High-Speed Rail, constructed to standards in some places. The first section in the Central Valley is due to open around 2027."}
+{"text":"Every piece of railroad rolling stock operating in North American interchange service is required to carry a standardized set of reporting marks. The marks are made up of a two- to four-letter code identifying the owner of the equipment accompanied by an identification number and statistics on the equipment's capacity and tare (unloaded) weight. Marks whose codes end in X (such as TTGX) are used on equipment owned by entities that are not common carrier railroads themselves. Marks whose codes end in U are used on containers that are carried in intermodal transport, and marks whose codes end in Z are used on trailers that are carried in intermodal transport, per ISO standard 6346). Most freight cars carry automatic equipment identification RFID transponders."}
+{"text":"Typically, railroads operating in the United States reserve one- to four-digit identification numbers for powered equipment such as diesel locomotives and six-digit identification numbers for unpowered equipment. There is no hard and fast rule for how equipment is numbered; each railroad maintains its own numbering policy for its equipment."}
+{"text":"Federal regulation of railroads is mainly through the United States Department of Transportation, especially the Federal Railroad Administration which regulates safety, and the Surface Transportation Board which regulates rates, service, the construction, acquisition and abandonment of rail lines, carrier mergers and interchange of traffic among carriers."}
+{"text":"Railroads are also regulated by the individual states, for example through the Massachusetts Department of Public Utilities."}
+{"text":"South Kansas and Oklahoma Railroad is a short line railroad which operates of rail lines in Kansas, Oklahoma and Missouri that used to belong to Missouri Pacific, Frisco and Santa Fe lines. SKOL is a unit of Watco Companies. The present railroad was created in July 2000, when WATCO merged one short line railroad, the Southeast Kansas Railroad (SEKR), with another short line, the South Kansas and Oklahoma Railroad. SKOL was the surviving company."}
+{"text":"Rail lines of the present SKOL include:"}
+{"text":"The only part of the former SEKR system that still operates is Sherwin, KS to Liberal, MO."}
+{"text":"SKOL was honored as Regional Railroad of the Year for 2008 by rail industry magazine \"Railway Age\"."}
+{"text":"SKOL has Class I railroad interchanges with the BNSF, Kansas City Southern, and Union Pacific."}
+{"text":"The Wisconsin and Southern Railroad is a Class II regional railroad in Southern Wisconsin and Northeastern Illinois currently operated by Watco. It operates former Chicago, Milwaukee, St. Paul and Pacific Railroad (Milwaukee Road) and Chicago and North Western Railway (C&NW) trackage, mostly acquired by the state of Wisconsin in the 1980s."}
+{"text":"Within Wisconsin, WSOR connects with four western Class I railroads: BNSF Railway, Canadian National Railway, Canadian Pacific Railway, and Union Pacific Railroad. Through trackage rights over Metra, WSOR accesses Chicago to connect with the two eastern Class I railroads, CSX Transportation and Norfolk Southern Railway. WSOR also has access to harbor facilities in Prairie du Chien, and transload facilities are located in Milwaukee, Janesville, Madison, and Oshkosh. 22 grain elevators have located rail load-out facilities on the WSOR system."}
+{"text":"WSOR is headquartered in Madison, which is also a central hub terminal. The train dispatching office is located in Horicon. Locomotive maintenance is centered in Janesville, with secondary work also being performed at Horicon. WSOR's Horicon paint shops perform contract work on both rolling stock and locomotives."}
+{"text":"WSOR was named the 2009 Regional Railroad of the Year by \"Railway Age\" magazine."}
+{"text":"On April 11, 2011, WSOR's president and chief executive officer (CEO), William Gardner, was charged with two felonies after he was accused of funneling more than $60,000 in illegal campaign contributions through WSOR employees during the 2010 Wisconsin gubernatorial election. Gardner agreed to plead guilty to two felony counts. Under a deal, prosecutors agreed not to seek jail time but instead would seek two years of probation. In a statement, Gardner acknowledged his mistakes and said he took full responsibility. The vast majority of the contributions were to Wisconsin Governor Scott Walker."}
+{"text":"On November 29, 2011, it was announced that WSOR would be acquired by Watco, with the deal to close on January 1, 2012."}
+{"text":"In December 2012, the state of Wisconsin issued $17.1 million in financial aid to WSOR to rehabilitate of rail line between Plymouth and Kohler, which connects with existing WSOR tracks at Plymouth. Service has begun as of 2015."}
+{"text":"WSOR planned to operate a terminal railroad in Madison called the Madison Terminal Railway."}
+{"text":"These are the numeric train symbols that are used by the railroad to organize operations."}
+{"text":"The Kanawha River Railroad is a common-carrier railroad in the United States. A subsidiary of Watco Transportation Services, the company leases 309 miles of track in the US states of Ohio and West Virginia from the Class I Norfolk Southern Railway. The KNWA also operates an additional 6 miles of track on the southern side of the Kanawha River, where the railroad breaks down, loads, and rebuilds coal trains before handing them off to CSX Transportation."}
+{"text":"The railroad uses rebuild SD45s and SD60s for manifest trains, GP39-2s for switching and local duties, and their fleet of SD60s as helper power on coal trains, with leased power from Norfolk Southern leading the coal trains."}
+{"text":"The railroads roster includes 3 GP-39-2s, No.s 3901, 3902, and 3921."}
+{"text":"3 SD45s, mechanically rebuilt into SD40-2s, No.s 4211, 4213, and 4221."}
+{"text":"Watco Australia is a rail haulage operator that was formed in 2010 to haul grain for the CBH Group in Western Australia. In 2019 it commenced operating in Queensland under a contract with GrainCorp. It is a subsidiary of Watco Companies."}
+{"text":"On 2009, CBH Group decided to put its rail grain haulage services out to tender for the first time. This work had previously been performed by the Western Australian Government Railways, Australian Western Railroad and QR National (now Aurizon). CBH aimed that the amount of grain transported by rail rise from 50% to 70%. CBH settled on a business model that saw it invest in new locomotives and grain wagons, with day-to-day operations contracted out."}
+{"text":"On 13 December 2010, CBH awarded Watco WA Rail a ten-year contract to operate services in the south of Western Australia. To operate the services, CBH purchased 22 CBH class locomotives from MotivePower, Boise, and 574 grain wagons from Bradken, Xuzhou. The cost of this rolling stock was $175 million."}
+{"text":"Under the agreement, Watco is responsible for providing a comprehensive rail logistics planning service, including train planning and scheduling, tracking, maintenance, inventory control and crew management. Watco operates and maintains the rolling stock, with ownership remaining with CBH."}
+{"text":"The services link various CBH grain collection points in the wheatbelt with CBH terminal and port facilities in Albany, Geraldton and Kwinana. CBH operate on the Arc Infrastructure managed open access network. Watco transports an average of 10-12 million tonnes (368-441 million bushels) of grain from 192 country reception sites to CBH\u2019s four export terminals."}
+{"text":"Although the contract officially commenced on 1 May 2012, Watco operated its first service on 30 March 2012. Because of a delay in the delivery of the rolling stock, QR National continued to operate some gauge services until October 2012, while to operate standard gauge services, locomotives were hired from Chicago Freight Car Leasing Australia and SCT Logistics. A further three locomotives were delivered in 2015 as compensation for late delivery of the original order."}
+{"text":"In 2016 Watco Australia was awarded an infrastructure train contract by Brookfield Rail to operate infrastructure trains with two 422 class locomotives purchased from CFCL Australia. In December 2016, Watco acquired a majority shareholding in Intermodal Group, a Western Australian intermodal container transport group. In July 2017, Watco took over the operation of the Forrestfield to Fremantle Harbour intermodal container service from SCT Logistics with flat wagons purchased from CFCL Australia."}
+{"text":"In late 2019, Watco Australia will commence operations in Queensland under a seven-year contract with GrainCorp. Eight locomotives from the National Railway Equipment Company and 128 wagons from China have been ordered."}
+{"text":"Watco as the operator for CBH railway operations is outlined in news stories following the agreement finalization on the first of November 2019, and the list below: The agreement involved keeping the Miling railway line open, and all other tier 3 railways closed, and allowing CBH access until 2026."}
+{"text":"The Boise Valley Railroad is a shortline railroad connecting Nampa, Idaho with Boise, Idaho and Wilder, Idaho. It is owned and operated by Watco Companies."}
+{"text":"On 23 November 2009, the railroad began operations, running over an 11-mile(18 km) line between Wilder and Caldwell, Idaho and a 25-mile(40 km) line between Nampa and Boise, with the two lines connected via trackage rights on the Union Pacific Railroad. Watco purchased the line from Idaho Northern and Pacific Railroad. Watco took over operations and leased the line to Union Pacific. Operations for both branches are based at Nampa Yard in Nampa where cars are interchanged to the Union Pacific."}
+{"text":"The Wilder Branch begins at Caldwell and goes west to Wilder and switches several packing houses. The branch is 11 miles long."}
+{"text":"The 25 mile Boise Branch goes from Nampa to Boise Airport and is Union Pacific's former main line into Boise. The City of Boise closed the Boise Yard in 1989 but kept the branch active until 1996 when the eastern half was abandoned with the departure of the Amtrak Pioneer. BVRR also switches the Nampa Industrial Lead which comes off the Boise Branch at Nampa Junction and goes out to Amalgamated Sugar Company at the end of the branch."}
+{"text":"Watco Companies, L.L.C. (Watco) is a transportation company based in Pittsburg, Kansas, formed in 1983 by Charles R. Webb. Watco is composed of four divisions: transportation, mechanical, terminal and port services, and compliance. Watco is the owner of Watco Transportation Services, L.L.C. (WTS), which operates 41 short line railroads in the U.S. and Australia. It is one of the largest short line railroad companies in the United States. As of December 2018, it operated on of leased and owned track. Also under transportation is the contract switching the company provides service for 30 customers. That is the service that Watco originally offered before it branched out into other areas."}
+{"text":"Watco\u2019s mechanical division has 19 car repair shops and is one of the largest mechanical services provider in the United States. They provide program, contract and emergency repairs. These services include maintenance of all types of cars including tank cars and coal fleets, and the preparation and cleaning of boxcars and refrigerated cars."}
+{"text":"The terminal and port services division operates ten warehouses throughout the country. They also operate several transloading facilities and specialize in loading and unloading railcars and moving commodities to their next destination."}
+{"text":"Watco also operates two port services in the Gulf Region. Greens Port Terminal on the Houston Ship Channel in Harris County, Texas and Port Birmingham Terminal on the Black Warrior River in Alabama both provide access to the Gulf of Mexico."}
+{"text":"Watco's newest division, Watco Supply Chain Services, provides supply chain logistics for highway, intermodal, rail, and international logistics."}
+{"text":"Watco was established in 1983 by Charles R. \"Dick\" Webb. The first operation was an industrial switching operation in DeRidder, Louisiana, that is still in existence. Webb then started his first mechanical operation, a railcar repair shop in Coffeyville, Kansas in 1985."}
+{"text":"The Coffeyville mechanical shop was held captive to the major rail lines, and during discussions with the Union Pacific the opportunity arose to purchase the line running from Nevada, Missouri, to Coffeyville. This was the Union Pacific\u2019s first short line sale. Watco then looked to the West Region, acquiring the Blue Mountain Railroad in 1998, the Palouse River and Coulee City Railroad in 1992 and the Eastern Idaho Railroad in 1993."}
+{"text":"In December 2010 Watco entered the Australian rail haulage market when it was awarded a 10-year contract to operate grain services for the CBH Group of Western Australia. Operations commenced in March 2012. In late 2016 Watco Australia was awarded an infrastructure train contract with Brookfield Rail operating ballast and rail work trains."}
+{"text":"On December 15, 2010, Kinder Morgan Energy Partners, announced an agreement whereby it would invest up to $150 million over the next year in Watco in exchange for a preferred equity position in the company. Kinder Morgan made an initial $50 million preferred shares investment on January 3, 2011. Additional $50 million equity investment completed in December 2011. Kinder Morgan will receive 3.25% quarterly distribution on the equity investment. Kinder Morgan is a leading pipeline transportation and energy storage company in North America. The transaction provides capital to Watco for further expansion of specific projects and offers Kinder Morgan the opportunity to share in the subsequent growth."}
+{"text":"In April 2011, Watco began operating the Autauga Northern Railroad, between Maplesville and Autauga Creek, Alabama, the third short line in Alabama operated by Watco."}
+{"text":"On December 28, 2011 Watco began operations of the Swan Ranch Railroad in the Swan Ranch Industrial Park in Cheyenne, Wyoming. On January 1, 2012, Watco gained majority ownership of the Wisconsin & Southern Railroad, a regional railroad in Wisconsin, and on February 1, 2012 took over operations of the Birmingham Southern Railroad."}
+{"text":"On June 4, 2014, Watco and The Greenbrier Companies announced that it would create an equally owned joint venture, GBW Railcar Services, providing railcar repair services. This joint venture was dissolved in August 2018."}
+{"text":"Track IQ formerly known as Trackside Intelligence, is an international manufacturer and supplier of railway equipment and services for the purpose of measuring operating conditions. After developing the RailBAM (Bearing Acoustic Monitor) and WCM (Wheel Condition Monitoring) systems, Track IQ formed a partnership with Siemens to install the systems in the United Kingdom and Continental Europe."}
+{"text":"In October 2015, Track IQ was acquired by Wabtec."}
+{"text":"Track IQ, is installing wheel bearing and tread defect detection systems at 20 sites on key railway routes across India. In 2017, Track IQ acquired Imaging Technologies, which enabled the supplier to boost its capabilities to accurately measure wheel profile, brake and brake shoe condition FleetOne is a multi-sensor trending database product that extends the capability of the wayside monitoring hardware interface. The database integrates a range of wayside monitoring equipment data into a single system and facilitates vehicle monitoring and data mining via key vehicle metrics, which are delivered through a web-based application."}
+{"text":"Although Track IQ operates out of Australia, more than 150 of their systems have been installed around the world. The company currently services 14 countries, including Australia, New Zealand, Brasil, USA, South Africa, Mexico, Ireland, Northern Ireland, India, China, UK, Belgium, France and Norway."}
+{"text":"In 2014, Track IQ received the SNCF Innovation Award for its RailBAM (Bearing Acoustic Monitor) system, which detects damage to a train\u2019s wheelset bearings at an early stage."}
+{"text":"Pioneer Lines (formerly Pioneer Railcorp) is a holding company for a number of American short-line railroads. Other subsidiaries offer locomotive and freight car leasing to its own railroads and to third parties, and also freight car cleaning. Pioneer Lines also has interests in real estate and newsletter publishing."}
+{"text":"The company, originally named Pioneer Railroad Company, was founded in January 1986 by Guy L. Brenkman. The company raised the capital for its first acquisition through a self-underwritten public stock offering. It continued this method of raising capital for subsequent acquisitions."}
+{"text":"Almost all of the short lines owned by Pioneer are lines spun off by Class I railroads."}
+{"text":"The Vandalia Railroad is a shortline railroad subsidiary of Pioneer Railcorp, providing local service from a CSX Transportation connection in Vandalia, Illinois. The line part of the original main line of the Illinois Central Railroad, completed in the 1850s between Cairo and Galena. Successor Illinois Central Gulf Railroad abandoned the portion through Centralia in 1981, and in December 1983 the newly created Vandalia Railroad reactivated a short piece. Pioneer Railcorp gained control in October 1994."}
+{"text":"Not to be confused with the Railtex International Exhibition in Birmingham, UK"}
+{"text":"RailTex was a transportation holding company that specialized in owning and operating short line railroads across North America."}
+{"text":"Based in San Antonio, Texas, the public company was a leader in making unprofitable lines shed by Class I railroads into viable transportation routes."}
+{"text":"The company was sold on February 4, 2000 and merged into RailAmerica."}
+{"text":"Railtex was founded in 1977 by Bruce Flohr as a business that leased rail cars. Flohr had invested $50,000 of his own money and had investor help for another $50,000 from investors. Flohr had started as a Southern Pacific train-crew brakeman in 1965 and rose to superintendent of Southern Pacific's San Antonio Division until he became deputy administrator of the Federal Railroad Administration in 1975."}
+{"text":"Seeking to broaden the revenue base, he purchased the San Diego and Imperial Valley Railroad. Operating the railroad the company quickly developed a formula for a series of successful takeovers, including:"}
+{"text":"In 1986 it acquired its second Austin and Northwestern Railroad."}
+{"text":"In 1989 it sold its rail car business to Chrysler."}
+{"text":"The company went public in 1993 trading on NASDAQ under the sign RTEX."}
+{"text":"At the time of its acquisition by RailAmerica it had 26 railroads over approximately 4,100 route miles in the southeastern, midwestern and New England regions of the United States, as well as Eastern Canada and Mexico. The acquisition was valued at $325 million."}
+{"text":"Consol Energy Inc. is an American energy company with interests in coal headquartered in the suburb of Cecil Township, in the Southpointe complex, just outside Pittsburgh, Pennsylvania. In 2017, Consol formed two separate entities: CNX Resources Corporation and CONSOL Energy Inc. While CNX Resources Corp. focuses on natural gas, spin-off Consol Mining Corporation, now Consol Energy Inc. focuses on coal. In 2010, Consol was the leading producer of high-BTU bituminous coal in the United States and the U.S.'s largest underground coal mining company. The company employs more than 1,600 people."}
+{"text":"Consol Energy was originally created in 1860 as the Consolidation Coal Company after several small mining companies in Western Maryland decided to combine their operations. The company was formally established in 1864 and headquartered in Cumberland, Maryland for the first 85 years (1864\u20131945), where the company became the largest bituminous coal company in the eastern United States."}
+{"text":"Western Maryland's coal production rose about 1 million short tons in 1865, exceeded 4 million short tons by the turn of the century, and reached an all-time high of about 6 million short tons in 1907. A small amount of the coal production in the early 1900s was premium smithing coal (as in blacksmith) that was specially processed and delivered in boxcars to customers throughout the United States and Canada. In 1945, Consolidation Coal Company was merged with Pittsburgh Coal Company and its headquarters were moved to Western Pennsylvania."}
+{"text":"With growing demand for natural gas in the U.S. following World War II, Consolidation Coal Company was acquired by the Continental Oil Company, or Conoco, in 1966. By the mid-1970s, Consolidation Coal Company operated 56 mines and employed nearly 20,000 miners. In 1981, Conoco along with Consolidation Coal Company was acquired by DuPont, which then sold some of its coal mining interests in Pennsylvania to the German energy company, Rheinbraun A.G."}
+{"text":"Looking to invest in coal reserves in North America, Rheinbraun A.G offered Dupont stakes in coal mines and $890 million in 1991 to join in an equal part joint venture creating Consol Energy. Despite the cost of coal dropping in the 1990s, Consol's long-term contracts and investments in longwall mining techniques allowed the company to remain competitive. In 1998, Dupont sold the large majority of its stake in Consol, leaving it with only a 6 percent share and Rheinbraun A.G with a 94 percent interest. Consol also acquired Rochester & Pittsburgh Coal Company in 1998."}
+{"text":"In 1999, Consol underwent a public offering (NYSE: CNX) in order to pay down some of the debt the company had incurred with the majority buy-out from Dupont and the acquisition of Rochester & Pittsburgh Coal Company. Due to uncertainty surrounding demand for coal in the early 2000s, Consol began to place a greater emphasis on diversification, primarily into natural gas. Consol's first major natural gas investment was through the acquisition of MCN Energy Group Inc.'s methane reserves in southwestern Virginia for $160 million. In 2001, Consol acquired Conoco Inc.'s coalbed methane gas production assets in southwestern Virginia."}
+{"text":"Consol subsidiaries CNX Ventures and CNX Land Resources also began diversification efforts during this time into methane gas and timber and farming. In 2006, Consol spun off its subsidiary CNX Gas as a standalone company, but retained 83 percent of the new company's shares. On June 28, 2006,Consol Energy entered the S&P 500 replacing Knight-Ridder. In 2007, CNX Gas also began investing heavily in natural gas exploration in the Marcellus Shale in Pennsylvania. In 2010, Consol acquired Dominion Resources Inc.'s natural gas production and exploration assets for 3.74 billion dollars, which included nearly 500,000 acres of Marcellus potential, tripling Consol's position in the Marcellus to approximately 750,000 acres. Consol also acquired all of the remaining publicly owned shares of CNX Gas for a cash payment of $991 million."}
+{"text":"In 2010, Consol was also named by \"Forbes\" magazine as one of the \"100 Most Trustworthy Companies.\" In 2011, Consol entered into two separate joint venture agreements to expedite its natural gas production. The first, an agreement with Noble Energy was to jointly develop the company's 663,350 Marcellus Shale acres in Pennsylvania and West Virginia. The second joint agreement, with Hess Corporation, jointly explored and developed Consol's nearly 200,000 Utica Shale acres in Ohio. Consol also began an expansion of its Baltimore Terminal in 2011 to increase capacity from 14 million to 16 million tons to increase its revenue from sales of its metallurgical coal."}
+{"text":"In 2017, Consol Energy Inc. spun off from CNX Resources Group. Officially announced on November 29, 2017, this move marked the start of Consol Energy Inc. operating as an independent, publicly traded company."}
+{"text":"Consol has begun to inject CO2 into geologic formations which is being practiced in 2012 in the petroleum industry. However it is impossible to know the greater impact this will have."}
+{"text":"Consol Energy operates as a producer of coal, primarily for electric power generation. Consol also maintains support services including Baltimore Marine Terminal and Land Division."}
+{"text":"Consol Energy's flagship operation is the Pennsylvania Mining Complex, which includes three large underground mines capable of producing approximately 28.5 million tons of coal per year. Consol's coal division received the U.S. Department of the Interior's Office of Surface Mining National Award for Excellence in Surface Mining for the company's innovative reclamation practices in 2002, 2003, and 2004."}
+{"text":"Consol's Gas Division deals with natural gas exploration, development and production, producing nearly 128 billion cubic feet of coalbed methane in 2010. With the acquisition of the exploration and production business of Dominion Resources in 2010, the company has access to over 3.7 trillion cubic feet of proved clean-burning natural gas reserves in Pennsylvania, West Virginia and Ohio, including coalbed methane and shale beds. The company currently has nearly 13,000 net producing wells."}
+{"text":"As the owner of more than 430,000 surface acres in the U.S. and Canada, Consol Energy has a Land Division that oversees various projects, including selling reserve land that the company does not develop, land donation and conservation projects. Consol Energy has also been recognized for its reclamation efforts by national and state governments and has worked in partnership with several conservation groups on land reclamation projects. Consol's Baltimore Marine Terminal provides coal transshipment services from rail cars to ocean transport ships."}
+{"text":"Consol's Water Division is involved in water purification with a focus on treating wastewater produced as a byproduct of hydraulic fracturing. The company operates reverse osmosis water purification plants and has a minority interest in a company that develops solar-powered water purification systems which, , was conducting a pilot test at one of Consol's gas drilling sites. Consol also maintained the Fairmont Supply Company, dedicated to the sale and distribution of mining services and equipment. However, in 2015, Consol sold that Company. Additionally, the company operates the largest privately owned research and development facility in the industry that is devoted exclusively to coal and energy utilization and production."}
+{"text":"In 2018, Consol Energy had an annual revenue of $1.53 billion. Consol Energy was ranked number 428 on the Fortune 500 list in 2011."}
+{"text":"As a producer of coal and natural gas, the environmental impact of coal mining and natural gas drilling has been a subject of controversy for Consol Energy. Despite this, the company has been recognized for its efforts at environmental protection and was awarded the U.S. Environmental Protection Agency Climate Protection Award in 2002. Additionally, Consol maintains ongoing environmental efforts aimed at restoring and enhancing property managed by the company and has worked with conservation groups including Ducks Unlimited and the National Wild Turkey Federation on habitat restoration efforts."}
+{"text":"An ad by the National Rifle Association critical of President Barack Obama that was filmed on Consol's Blacksville No. 2 coal mine in West Virginia became an issue of political debate in 2009. The National Rifle Association intended to ask miners the question \"How do you feel about having your Second Amendment rights taken away if Obama becomes president.\" Word spread among pro-Obama miners who contacted their union, the United Mine Workers of America, resulting in 440 miners taking the day off to avoid appearing in the ad in a contract-sanctioned protest, halting production at Consol's Blacksville No. 2 coal mine."}
+{"text":"Lobbying efforts on the part of Consol have also been an issue of controversy. In the first quarter of 2010, Consol spent $1.02 million in lobbying expenses on issues relating to the coal mining and natural gas industries. Furthermore, in all of 2010, Consol spent $3.25 million in lobbying expenditures."}
+{"text":"Consol Energy has previously put its name to two sports facilities in its Pittsburgh-area. In 2007, Consol Energy purchased the naming rights to Washington, Pennsylvania's minor league baseball team the Washington Wild Things' field, Consol Energy Park. Consol Energy has let the naming rights deal expire as of January 2017."}
+{"text":"Consol later purchased the naming rights to the Consol Energy Center in 2008; the arena that hosts the Pittsburgh Penguins National Hockey League team. It is estimated that Consol Energy won the bid for naming rights at a cost between $2.0 - $4.0 million per year, for 21 years. the Consol Energy Center has been renamed PPG Paints Arena as Consol Energy has ended its naming rights of the venue."}
+{"text":"Pinsly Railroad Company, based in Westfield, Massachusetts, is a holding company of several short line railroads. It is one of the oldest such companies in the United States, having been founded in 1938 and owned railroads ever since. Pinsly owns only one railroad: Pioneer Valley Railroad."}
+{"text":"Born in Cambridge, Massachusetts in 1899, Samuel M. Pinsly received degrees in engineering and law from Northwestern University before briefly serving in the U.S. Army during World War I. Pinsly founded his shortline operating company in 1938 with the purchase of the Hoosac Tunnel and Wilmington Railroad from his father-in-law, fellow shortline operator H.E. Salzberg. While the line was rebuilt and turned a profit, extensive line relocations due to a new dam forced the railroad to be abandoned in 1971. Pinsly went on to acquire a number of lines throughout New England and the Southeast until his death in 1977."}
+{"text":"Pinsly sold their 3 Florida shortlines (Florida Central Railroad, Florida Midland Railroad and Florida Northern Railroad) to 3i RR Holdings GP, LLC and subsidiaries (d.b.a. \"Regional Rail, LLC\") in November 2019."}
+{"text":"These are the railroads that were once under the common ownership of Pinsly, listed in order of acquisition."}
+{"text":"Railroad Acquisition Holdings, LLC (RAH) is a railroad holding company which owns several railroads in the U.S. states of Florida, Maine, and Vermont, as well as the Canadian province of Quebec."}
+{"text":"RAH was formed on December 10, 2013, and is a wholly owned subsidiary of Fortress Investment Group incorporated in Wilmington, Delaware."}
+{"text":"CSX Corporation is an American holding company focused on rail transportation and real estate in North America, among other industries. The company was established in 1980 as part of the Chessie System and Seaboard Coast Line Industries merger. The various railroads of the former Chessie System and Seaboard Coast Line Industries that are now owned by CSX Corporation were eventually merged into a single line in 1986 and it became known as CSX Transportation. CSX Corporation currently has a number of subsidiaries beyond CSX Transportation. Based in Richmond, Virginia, USA after the merger, in 2003 the CSX Corporation headquarters moved to Jacksonville, Florida. CSX is a Fortune 500 company."}
+{"text":"CSX Transportation is a Class I railroad operating in the eastern United States and the Canadian provinces of Ontario and Quebec. The railroad operates approximately 21,000 route miles (34,000\u00a0km) of track."}
+{"text":"As of December 30, 2016, CSX Transportation served population centers in 23 states east of the Mississippi River, the District of Columbia and the Canadian provinces of Ontario and Quebec. As of December 30, 2016, it had access to over 70 ocean, river and lake port terminals along the Atlantic and Gulf Coasts, the Mississippi River, the Great Lakes and the St. Lawrence Seaway."}
+{"text":"Conrail was the primary Class I railroad in the Northeastern United States between 1976 and 1999. The trade name Conrail is a portmanteau based on the company's legal name (Consolidated Rail Corporation), and while it no longer operates trains it continues to do business as an asset management and network services provider in three Shared Assets Areas that were excluded from the division of its operations during its acquisition by CSX Corporation and the Norfolk Southern Railway."}
+{"text":"The Winston-Salem Southbound Railway is a short-line railroad jointly held by CSX Transportation and the Norfolk Southern Railway, which provides it with equipment. It connects with Norfolk Southern at the north end in Winston-Salem, CSX at the south end in Wadesboro, and in between with NS at Lexington and Whitney, the subsidiary High Point, Thomasville and Denton Railroad at High Rock, and the Aberdeen, Carolina and Western Railway at Norwood. Originally owned jointly by the Atlantic Coast Line Railroad and Norfolk and Western Railway, predecessors to CSX and NS, it was completed in November 1910."}
+{"text":"Commodities commonly carried by the railroad are grain, sand, gravel, stone, forest products, paper products, coal, coke, cement, clay fertilizer, aluminum, chemicals, iron, and steel. Its principal shippers are Corn Products Company of Winston-Salem, a manufacturer of corn syrup and related products, and Owens Brockway Glass Company of Eller, a manufacturer of glass products."}
+{"text":"CSX is organized into two operating regions: the West Region and the East Region. Each primary region is divided into two sub-regions:"}
+{"text":"CSX Corporation was formed on November 1, 1980, by combining the railroads of the former Chessie System with Seaboard Coast Line Industries."}
+{"text":"The founding chairman of CSX Corporation was Prime F. Osborn III of Seaboard, for whom Jacksonville's Prime F. Osborn III Convention Center is named. The first CEO and second chairman was Hays T. Watkins Jr. of Chessie. Watkins was succeeded by John W. Snow as CEO in 1989 and as chairman in 1991. When Snow left the company in 2003 to become United States Secretary of the Treasury, Michael J. Ward, who then headed CSX Transportation, was promoted to succeed him. Overall in 2003, Ward took on the positions of chairman, president, and CEO. When president Oscar Munoz left CSX in September 2015 after obtaining the role earlier that year from Ward, the company underwent several management changes, with Clarence Gooden appointed president."}
+{"text":"The company went through major leadership changes in 2017 when activist investor Mantle Ridge, a hedge fund that held 4.9% of CSX's stock, demanded a change in the board, that Michael Ward step down as CEO, that the company cut middle management, and that the company hire Hunter Harrison, known for leading the turnaround three other railroads, as CEO. Within months of Harrison's hiring in spring 2017, several members of CSX's executive management team stepped down. Harrison died on December 16, 2017 and shortly thereafter Chief Operating Officer James M. Foote was named president and chief executive officer."}
+{"text":"CSX is also trying to increase profits by monetizing some of its real estate. As of early 2018, the company planned to generate $800 million by 2020 by selling off some railroad lines and other real estate. As of the same date, CSX held real estate in 23 states, the District of Columbia, and two Canadian provinces."}
+{"text":"The following is a list of CSX management as of January 2020:"}
+{"text":"At the end of 2018, CSX Corporation's total shareholder's equity was reported as US$12.58 billion and total assets were valued at $36.729 billion. Total revenue for 2018 was $12.25 billion, an increase from $11.408 billion the previous year. Operating income was $4.869 billion, up from $3.72 billion in 2017, while earnings before income taxes were $4.304 billion, compared to $3.142 billion the previous year."}
+{"text":"As of 2019, CSX Corporation was a Fortune 500 company."}
+{"text":"The CSX Transportation Building is a high-rise office building in Jacksonville, Florida. Completed in 1960, the building currently serves as headquarters for CSX Corporation. The building is located in the Northbank area of Downtown Jacksonville, along the banks of the St. Johns River. Its former names include the Atlantic Coast Line Building and the Seaboard Coastline Railroad Building. Designed by KBJ Architects, the CSX Transportation Building is a LEED certified building and is an example of mid-century modern and international style architecture."}
+{"text":"Pan Am Railways, Inc. (PAR), known before March 2006 as Guilford Rail System, is an American holding company that owns and operates Class II regional railroads covering northern New England from Mattawamkeag, Maine, to Rotterdam Junction, New York. The primary subsidiaries of Pan Am Railways are Boston and Maine Corporation, Maine Central Railroad Company, Portland Terminal Company, and Springfield Terminal Railway Company."}
+{"text":"Pan Am Railways is headquartered in Iron Horse Park in North Billerica, Massachusetts. It is a subsidiary of Portsmouth, New Hampshire-based Pan Am Systems, formerly known as Guilford Transportation Industries. Guilford bought the name, colors and logo of Pan American World Airways in 1998."}
+{"text":"On November 30, 2020, an agreement was announced for CSX to acquire Pan Am Railways. Norfolk Southern has expressed concern about possible impacts on competition. The sale was proposed as follows: CSX will own and operate between Mattawamkeag, ME and Ayer, MA. Between Ayer and Rotterdam, NY, Genessee and Wyoming Rail will be the operating party. This means the track will be owned by CSX but CSX will not dispatch it. Also the Norfolk Southern partner of Pan Am Southern (PAS) will keep its 49%. With the sale the intermodal traffic between Mechanicville and Ayer will be re-routed over the B&A to Worcester, MA. From there the traffic will come up the Worcester main and into Ayer Yard."}
+{"text":"During much of the 20th century, heavy manufacturing industry tended to move out of New England, making the region primarily a receiver of freight traffic rather than an originator. Originating freight or carrying it long distance are far more profitable than final delivery or short haul. New England's railroads have long been handicapped by traffic flow that makes them delivery agents for other railroads and by short distances. Practically the longest one-railroad haul in New England was Boston & Maine's route from the Hudson River to Portland, Maine, \u2014 less than one-eighth of the distance from Seattle to Chicago on the BNSF Railway."}
+{"text":"A merger consisting of the B&M, the Maine Central Railroad (MEC), and the Delaware & Hudson Railway (D&H), along with one or more other New England railroads, was proposed as long ago as 1929 by the Interstate Commerce Commission (ICC) as part of its nationwide merger proposal. Frederic C. Dumaine, Jr., president at various times of the New York, New Haven & Hartford Railroad (NH), the Bangor & Aroostook Railroad and D&H, proffered much the same idea. The benefits of such a merger would include economies of scale and longer hauls."}
+{"text":"In 1977, Timothy Mellon, heir of the wealthy and influential Mellon family of Guilford, Connecticut, teamed up with ex-Penn Central employee David Fink to form Perma Treat, a railroad tie treatment company. Mellon wanted to acquire a railroad and considered several: Illinois Central Railroad and the Detroit, Toledo & Ironton Railroad. None of those acquisitions happened, but Mellon's interest in railroads continued. The passage of the Staggers Rail Act in 1980 allowed Mellon and Fink to execute a business plan (unlike those of earlier railroads in the region), centering on buying up as many local railroads as possible, thus creating full horizontal integration over New England and the northern Mid-Atlantic states, and gaining efficiencies of scale."}
+{"text":"In June 1981, Mellon purchased MEC and its wholly owned subsidiary Portland Terminal Company (then owned by U.S. Filter Corporation) through his holding company, Guilford Transportation Industries. In June 1983, the B&M became the second piece of the Guilford system, bringing with it a subsidiary, the Springfield Terminal Railway, a former interurban line connecting Springfield, Vermont to Charlestown, New Hampshire. The Springfield Terminal subsidiary continues to exist and houses most of the operational side of the entire company including train crews and dispatch."}
+{"text":"By the time the Guilford system was formed, the one-time multiplicity of connecting railroads had become a single, healthy, well-managed railroad: Conrail. Any New England-bound traffic Conrail originated would move as far as possible on Conrail before being handed over to Guilford (e.g. to Springfield, Massachusetts, rather than Buffalo, New York), and it would move faster. The Guilford remained a short-haul, terminating railroad."}
+{"text":"Guilford's first few years were defined by abandonments, labor unrest and strikes, and a draconian management style that damaged the company's reputation. The railroad struggled financially to turn a profit and implemented cost-cutting measures. Guilford then began to shrink its system by eliminating marginal low-density routes."}
+{"text":"MEC's Mountain Division from Portland, Maine, to St. Johnsbury, Vermont, carried almost no local traffic and served only to give MEC a connection with a railroad other than B&M. With the formation of the Guilford system, it was deemed redundant. B&M was now part of the family, and interchanging traffic with the Canadian Pacific Railway (CP) at Mattawamkeag, Maine, was easier than battling the grades of Crawford Notch in New Hampshire. A section in New Hampshire was salvaged and reborn as the Conway Scenic Railroad."}
+{"text":"Similarly, the only business on MEC's Calais Branch from Bangor to Calais, Maine, was at the extreme eastern end, which could be reached by CP. Service on most of the branch was discontinued, and the line was sold to the Maine Department of Transportation (MaineDOT). The remaining service in Calais serves a pulp mill in Woodland and is operated by ST; MaineDOT leases a segment between Brewer and Ellsworth to the Downeast Scenic Railroad. The remaining Ellsworth-Calais segment was leased to the Downeast Sunrise Trail, an interim rail trail."}
+{"text":"MEC's Rockland Branch from Brunswick, to Rockland, Maine, was also on the chopping block, as was part of the Lower Road, the Portland-Waterville route via Augusta, Maine. This branch would later be sold to MaineDOT, and operated on its behalf by the Maine Eastern Railroad until the end of 2015, when operations were transferred to the Central Maine and Quebec Railway (CMQ). The operation of this branch would soon be transferred to CP, upon that rail system's acquisition of CMQ."}
+{"text":"In 1985, Guilford entered into an agreement with Norfolk Southern Railway (NS) to run trains to St. Louis. NS was attempting to win approval of a plan to purchase Conrail from the U.S. government and proposed allowing Guilford to lease Conrail lines to St. Louis in order to restore competition that would be lost in the merger. The plan would have allowed Guilford to use the Conrail mainline from Toledo to Ridgeway, Ohio, and from Crestline, Ohio, to St. Louis. Guilford would also purchase of Conrail track and 1,300 freight cars from Norfolk Southern for $53M. NS did not prevail in its attempt to purchase Conrail in 1985, and the Guilford plan was dropped. In 1987, Guilford also placed a bid to buy Southern Pacific."}
+{"text":"The paper industry provides the largest source of business, with chemicals, clay and pulp inbound, and finished paper outbound. But the railroad has been losing ground to other forms of transportation - particularly trucking. A 2008 report issued by the American Society of Civil Engineers rated Maine at 48th of the 50 states in volume of freight traffic that moves by rail. The Maine Motor Transport Association web page reports that trucks transport 94% of total manufactured tonnage in Maine."}
+{"text":"Despite the general growth in freight transport throughout the US, Guilford's growth remained stagnant after an initial increase in the 1990s. After the creation of Pan Am Railways, traffic dropped considerably. A report issued by MaineDOT listed traffic on MEC as being 162,658 loads in 1972. As of 2008, Pan Am traffic over the remaining portions of MEC was estimated to be less than 69,000 loads. During the same time span, the Association of American Railroads estimates that freight traffic throughout the US more than doubled."}
+{"text":"In 1998, Guilford bought the name, colors and logo of Pan American World Airways. In March 2006, Guilford Transportation Industries changed its name to Pan Am Systems, and Guilford Rail System was rebranded as Pan Am Railways (PAR). Then in March 2009, PAR was ordered to pay the largest corporate criminal fine in Massachusetts history \u2014 $500,000 \u2014 due to the company's negligence to report a spill of hundreds of gallons of diesel fuel in violation of state and federal environmental laws and regulations."}
+{"text":"As of 2011, PAR employs 750 people and has a $40 million payroll. The company continues to operate with subsidiary entities bearing the names of former railroads which over time formed the present day company. The company's assets are housed separately in these various subsidiaries for various reasons. For example, the Boston and Maine Corporation owns the railroad property itself while the Springfield Terminal branch operates the railroad (most of the company's employees are under the Springfield Terminal umbrella.) Meanwhile, the Maine Central entity owns rolling stock."}
+{"text":"On May 15, 2008, NS announced that it had come to an agreement with PAR to \"create an improved rail route between Albany, New York, and the Boston, Massachusetts, region, named the Patriot Corridor. The STB approved the deal on March 10, 2009, with each railroad owning 50% of a new company known as Pan Am Southern (PAS). PAR's trackage between Ayer, Massachusetts, and Mechanicville, New York, was transferred to PAS and continues to be operated and maintained by PAR's ST subsidiary. NS transferred to PAS cash and property valued at $140 million."}
+{"text":"Improvements to the route include track and signal upgrades, and expansion of terminals, including construction of new automotive and intermodal terminals in Ayer and Mechanicville. In March 2012, the Federal Railroad Administration awarded a $2-million grant to the Massachusetts Department of Transportation for preliminary engineering on removing 19 obstacles to allow double stack container trains to use the Patriot Corridor route. The project includes raising clearance by two feet in the Hoosac Tunnel."}
+{"text":"The company has been criticized for dumping used railroad ties that contain creosote rather than sending them for safe disposal or recycling."}
+{"text":"Pan Am was put up for sale in July 2020. On November 30, 2020, CSX announced that it had signed a definitive agreement to purchase Pan Am Railways, Inc. The sale of Pan Am to CSX is subject to regulatory review and approval of the Surface Transportation Board."}
+{"text":"PAR's main line runs from Mattawamkeag, Maine, to Mechanicville, New York, via the lines of the following former companies:"}
+{"text":"In August 2011, PAR repainted an EMD GP9 locomotive (ST #77) into the maroon and gold \"Minuteman\" paint scheme used on B&M locomotives in the 1950s. In December 2011, ST GP9 #52 was repainted using MEC's 1950s-era \"Pine Tree Route\" green and gold livery. Both were sold to the Heber Valley Railroad and departed Pan Am property in September 2018."}
+{"text":"RailAmerica, Inc., based in Jacksonville, Florida, is a holding company of a number of short-line railroads and regional railroads in the United States and Canada."}
+{"text":"In 2007, RailAmerica was acquired by Fortress Investment Group. Before that, it traded on the New York Stock Exchange with the ticker symbol RRA. It was relisted in October 2009 with the ticker symbol RA."}
+{"text":"On June 30, 2010, the company announced that it had acquired Atlas Railroad Construction, a construction and maintenance company operating in the Northeast and Midwest United States, for US$24 million."}
+{"text":"In April 2011, RailAmerica made its first shortline purchase in over five years by initiating a deal with Gulf and Ohio Railways to acquire three Alabama shortlines for $12.7 million."}
+{"text":"On July 23, 2012, Genesee & Wyoming Inc. announced that it intended to purchase RailAmerica in a deal valued at $1.39\u00a0billion. Approval of the purchase was granted by the U.S. Surface Transportation Board on December 19, 2012. While awaiting the decision, Genesee & Wyoming put RailAmerica control in the hands of a trust. They assumed control on December 28, 2012 and the company was in the process of integration to G&W."}
+{"text":"RailAmerica controlled the following railroads. It has acquired some through purchase of other holding companies: RailLink Canada in July 1999, RailTex in February 2000, ParkSierra and StatesRail in January 2002, and the rail properties of Alcoa in September 2005."}
+{"text":"In addition to those listed below, RailAmerica's prior owner, Fortress Investment Group, purchased the Florida East Coast Railway (FEC) in September 2007 from Florida East Coast Industries. Although Fortress maintained a level of common control between the two railroads, FEC was never made a formal part of the RailAmerica family, and Fortress did not include FEC in the RailAmerica spinoff."}
+{"text":"RailAmerica was founded by Donald Redfearn and Gary O. Marino in 1986."}
+{"text":"The Grand Trunk Corporation is the subsidiary holding company for the Canadian National Railway's properties in the United States. It is named for CN subsidiary railroad Grand Trunk Western Railroad. The Association of American Railroads has considered it to be a Class I railroad since fiscal year 2002."}
+{"text":"GTC was incorporated under Delaware General Corporation Law on September 21, 1970 as Grand Trunk Industries, Inc., and renamed Grand Trunk Corporation on November 18, 1970. It acquired control of CN's U.S. properties; Grand Trunk Western, Central Vermont Railway and the Duluth, Winnipeg and Pacific Railway in December 1971, and has since acquired other companies, mostly through acquisitions of other holding companies: Illinois Central Railroad (IC) in 1999, Wisconsin Central Transportation Corporation (WC) in 2001, Great Lakes Transportation in 2004, and Elgin, Joliet and Eastern Railway in 2008."}
+{"text":"Patriot Rail Company LLC (Patriot Rail) is a holding company for a number of shortline railroads across the United States."}
+{"text":"In June 2012, Patriot Rail was acquired by SteelRiver Infrastructure Partners (SteelRiver)."}
+{"text":"Burlington Northern Santa Fe, LLC is the parent company of the BNSF Railway (formerly the Burlington Northern and Santa Fe Railway). The company is an indirect, wholly owned subsidiary of"}
+{"text":"Berkshire Hathaway, which is controlled by investor Warren Buffett."}
+{"text":"The Burlington Northern Santa Fe Corporation was incorporated in 1993 to facilitate the merger of Burlington Northern, Incorporated, parent of the Burlington Northern Railroad, and Santa Fe Pacific Corporation, which owned the Atchison, Topeka and Santa Fe Railway (Santa Fe). The corporate merger was consummated on September 22, 1995, at which point shareholders of the previous companies became shareholders of BNSF and the two companies became wholly owned subsidiaries of BNSF. In December 1996, the two holding companies and two railroads were formally merged, and in January 1998 the remaining intermediate holding company was folded into the railroad."}
+{"text":"Robert D. Krebs of Santa Fe Pacific was president of BNSF from the merger until 1999, chief executive from the merger until 2000, and chairman from 1997 until 2002. He was succeeded in all three positions by Matthew K. Rose."}
+{"text":"On November 3, 2009, Berkshire Hathaway made a $26 billion offer to buy the remaining 77.4% of Burlington Northern Santa Fe Corporation it did not already own, valuing the purchase at $34 billion. The deal, which including Berkshire's previous investment and the assumption of $10 billion in Burlington Northern debt brings the total value to $44 billion. Consummated February 12, 2010, it is the largest acquisition in Berkshire Hathaway's history."}
+{"text":"The deal was structured so that the Burlington Northern Santa Fe Corporation would merge with and into R Acquisition Company, LLC, an indirect, wholly owned subsidiary of Berkshire Hathaway. The deal closed on February 12, 2010, and at the same time, the now merged company changed its name to Burlington Northern Santa Fe, LLC that remains an indirect, wholly owned subsidiary of Berkshire Hathaway."}
+{"text":"BNSF Railway's primary rail competitor in the Western region of the US is the Union Pacific Railroad Company. Other Class 1 railroads and numerous regional railroads and motor carriers also operate in parts of the same territories served by BNSF Railway."}
+{"text":"Based on weekly reporting by the Association of American Railroads, BNSF's share of the western US rail traffic in 2008 was approximately 49%."}
+{"text":"OmniTRAX, Inc. is a transportation and transportation infrastructure holding company based in Denver, Colorado, in the United States. It primarily owns and operates railroads, with a network of 21 regional and shortline railroads in 12 U.S. states and three Canadian provinces. It is one of the largest privately owned railroad companies in the United States. The firm also invests in, develops, and operates ports, multimodal transportation terminals, and industrial parks."}
+{"text":"OmniTRAX was incorporated in 1986 as a subsidiary of The Broe Group, a privately held energy development and real estate company founded by Denver businessman Pat Broe in 1972. OmniTRAX purchased the Great Western Railway of Colorado that year in order to augment the value of Broe's industrial real estate developments in northeastern Colorado."}
+{"text":"OmniTRAX leased the Kansas Southwestern Railway from the Union Pacific Railroad in April 1991."}
+{"text":"In June 1992, OmniTRAX purchased all the outstanding stock of the Chicago West Pullman Transportation Co., which owned the Manufacturers' Junction Railway at Cicero, Illinois; the Newburgh and South Shore Railroad at Cleveland, Ohio; the Chicago Rail Link at Chicago, Illinois; the Chicago, West Pullman and Southern Railroad in Chicago; the Georgia Woodlands Railroad in Warren and Wilkes counties, Georgia; and the Wisconsin and Calumet Railroad in southern Wisconsin and northern Illinois. The Wisconsin & Calumet was sold less than a month later to the Wisconsin and Southern Railroad. OmniTRAX purchased the abandoned Western Electric Hawthorne Works in Cicero, which was adjacent to the Manufacturers' Junction Railway, and began developing it as a multimodal transfer center."}
+{"text":"In October 1992, OmniTRAX purchased of track in Kansas and Oklahoma from the Atchison, Topeka & Santa Fe Railway. The main lines of track stretched from Salina, Kansas, to Osborne, Kansas, and from Marion, Kansas, to Scott City, Kansas. OmniTRAX formed the Central Kansas Railway to run on the lines. The Kansas Southwestern Railway merged into the Central Kansas Railway in May 2000, and then OmniTRAX sold the Central Kansas Railway to Watco in April 2001."}
+{"text":"OmniTRAX purchased of track between Borger and Panhandle, Texas, from the Atchison, Topeka & Santa Fe in November 1993. It formed the Panhandle Northern Railroad to operate on this track. Eighteen months later, in May 1995, OmniTRAX leased the Northern Ohio & Western Railway from the Sandusky County\/Seneca County\/Tiffin Port Authority."}
+{"text":"OmniTRAX moved into Canada in November 1996 with its purchase of the Hudson Bay Railway, which ran from The Pas, Manitoba, to the Port of Churchill in Churchill, Manitoba. OmniTRAX then purchased the port itself for C$1 in November 1997. As part of the deal, the Canadian government agreed to put C$34 million worth of upgrades, dredging, and repairs into the port, while OmniTRAX pledged to add C$45 million in upgrading the port facilities and Hudson Bay Railway. Three months later, OmniTRAX purchased the Carlton Trail Railway track bought from the Canadian National Railway. The ran from Warman, Saskatchewan, to White Star, Saskatchewan, and from Speers Junction (near White Star) to end of the line at Meadow Lake, Saskatchewan."}
+{"text":"OmniTRAX expanded its presence in the American Southeast in 2004 by purchasing the Georgia and Florida Railnet (renamed the Georgia and Florida Railway) from North American RailNet. It also leased the terminal switching Fulton County Railway (based in Atlanta), and the Alabama and Tennessee River Railway in Alabama. It purchased both lines outright in 2018."}
+{"text":"OmniTRAX made its first venture into Washington state when it purchased the BNSF Railway in January 2005. This route, shaped like an inverted capital \"U\", ran from Kettle Falls, Washington, north to the U.S.-Canadian border at Laurier, Washington, crossed the border to reach Cascade City, British Columbia, traveled west to Almond Gardens, then south to cross the border to follow Washington State Route 21 to Republic, Washington. Another of line (from Kettle Falls southeast to Chewelah, Washington, and from Kettle Falls northwest to Columbia Gardens, British Columbia) was leased from BNSF. The Kettle Falls International Railway was created to run on these lines."}
+{"text":"OmniTRAX completed its purchase of all of North American Railnet's assets in April 2005 when it purchased the Nebraska Kansas Colorado Railway and the Illinois Railway."}
+{"text":"OmniTRAX moved into California for the first time in 2011 when it purchased the Stockton Terminal and Eastern Railroad, a short line linking several industrial customers to the Port of Stockton, the Union Pacific, and the BNSF."}
+{"text":"The company expanded its operations in Oklahoma in June 2014 when it purchased the Sand Springs Railway based in Tulsa, Oklahoma. In September 2016, it acquired the former Gerdau steel mill site. The company said it would work with other Broe Co. subsidiaries to build residential, retail, industrial, logistics, and transportation buildings and facilities there."}
+{"text":"OmniTRAX proposed buying Iowa Pacific Holdings' Sanford Lake Branch track (also known as the Saratoga-North Creek Railway), which ran from North Creek, New York, to Tahawus, New York, in August 2019. The firm also proposed buying track owned by Warren County which ran from North Creek to Corinth, New York. This would allow OmniTRAX to make additional connections with Class I railroads. Local residents, concerned that OmniTRAX would permit its track to be used for the storage of oil tank cars, opposed the sale. Warren County officials did not want to sell their track for fear of losing control over the uses to which it could be put. After a year of public debate, OmniTRAX declined to pursue both deals."}
+{"text":"In July 2019, OmniTRAX purchased the Winchester and Western Railroad's Virginia Division from Covia Holdings for $105 million. The division included of track in western Virginia and of track in New Jersey. The purchase was subject to review and approval by the Surface Transportation Board, a federal agency. It was completed in September 2019."}
+{"text":"In 1997 the Canadian National Railway sold the Port of Churchill and accompanying rail line to OmniTRAX as part of the privatization of CN. OmniTRAX operated the railway for the ensuing two decades, shipping mostly wheat to the Port of Churchill on behalf of the Canadian Wheat Board."}
+{"text":"In June 2017, OmniTRAX suspended service on the Churchill rail line after severe flooding washed out the line in multiple locations."}
+{"text":"OmniTRAX refused to repair the railway, claiming it was not economically feasible. The company claimed that due to the closure of the Canadian Wheat Board in 2008, it was no longer economical to operate the line or the Port of Churchill. As part of a 2008 contract between the Federal Government and OmniTRAX, the Government of Canada had given OmniTRAX C$20 million for upgrades to both the Railway and Port with the agreement that the company would match the funds. However, the contract stipulated that OmniTRAX could not reduce or abandon service on the line, or the funding would be required to be returned."}
+{"text":"On October 13, 2017, Minister of Natural Resources Jim Carr issued a notice of default to OmniTRAX, advising the company that they had 30 days to make repairs to the rail line or face default on the agreement. On November 14, the Federal Government issued a notice of default against OmniTRAX claiming C$18 million, plus interest. In response, the company filed a complaint through NAFTA Chapter 11 claiming the Canadian Federal Government had sabotaged efforts to repair and transfer ownership of the railway."}
+{"text":"In June of 2018 OmnitTRAX was ordered by federal regulators to repair the tracks. On August 31, 2018 the port and rail line were sold to Arctic Gateway Group, a consortium of investors including First Nations, local governments, financial holding companies, and grain producers."}
+{"text":"In 2003, OmniTRAX was one of three companies bidding for BC Rail, a province-owned railroad in British Columbia then being privatized by the government. OmniTRAX officials began communicating with provincial officials in 2001, urging the privatization of the railroad. Although the British Columbia Liberal Party had pledged during 2001 elections not to sell the road, OmniTRAX officials continued to urge them to do so in 2002."}
+{"text":"BC Rail officials recommended the privatization of the line in the fall of 2002. OmniTRAX partnered with BNSF to bid on the line."}
+{"text":"OmniTRAX hired Pilothouse Communications, a Victoria-based lobbyist firm, to represent its interests. Pilothouse lobbyist Erik Bornmann bribed two ministerial aides from 2001 to 2003 with cash and gifts in exchange for confidential government documents that were then passed to OmniTRAX. Brian Kieran, Pilothouse's owner, claimed he advised OmniTRAX against offering one a gift (a trip to Denver to see a football game), but OmniTRAX officials disregarded his advice. Law enforcement officials never charged OmniTRAX with any wrongdoing in regards to the bribery effort or the receipt of stolen documents."}
+{"text":"OmniTRAX ultimately bid C$710 million for BC Rail, a C$4 million increase over its initial second-round bid. Although Crown prosecutors believed the improved OmniTRAX bid was related to its receipt of leaked documents, court testimony indicated that the government's bid evaluation team thought the improved offer was merely an attempt to win the auction. OmniTRAX dropped out of the auction (police later alleged, based on wiretap information) after its officials came to believe that the provincial government had predetermined Canadian National Railway to be the successful bidder. David Basi, an aide to BC Finance Minister Gary Collins, then advised Collins to arrange an unnamed \"consolation prize\" for OmniTRAX."}
+{"text":"In December 2003, Pat Broe and Dwight Johnson (a vice president of The Broe Group) had dinner at an exclusive Vancouver restaurant with Collins. Their conversation allegedly regarded the sale of a BC Rail spur line to OmniTRAX. The sale of the spur was cancelled after law enforcement officials revealed to Collins that the sale had been compromised due to the disclosure of confidential government information. Law enforcement officials investigated the dinner meeting, but never charged Broe, Johnson, or Collins with wrongdoing. OmniTRAX strongly asserted it had committed no ethical or legal infractions regarding the meeting."}
+{"text":"OmniTRAX is subsidiary of The Broe Group, a company with an array of financial interests in energy development, healthcare technology, real estate, transportation, and other industries. As of August 2019, OmniTRAX operated 21 rail lines, making it one of the largest privately-owned rail transportation companies in the United States."}
+{"text":"OmniTRAX's corporate strategy is to identify companies or groups of companies transporting cargo but not using railroads to do so. It then looks for unused or under-used rail opportunities nearby to serve these customers. Commodities which the company transports include aggregate, chemicals, clay, grain, and stone. OmniTRAX railroads often connect to Class I railroads."}
+{"text":"OmniTRAX also operates ports, terminals, and multimodal transhipment facilities. It sometimes engages (alone or in concert with other Broe Group companies) in industrial development."}
+{"text":"TransCANADA Switching Services (TSS) was formed by OmniTRAX in 1996. In 1997, TSS won a contract to provide switching services at the newly-opened Deltaport, the Port of Vancouver's new container shipping facility. OmniTRAX ceased to provide services at Deltaport in July 2008."}
+{"text":"OmniTRAX Logistics Services (OLS) is a subsidiary of OmniTRAX that provides materials handling. In 2016, OLS purchased the assets of Terracor Group, a firm that provided ultra-fine-grain sand for hydraulic fracturing purposes. These included three \"frac sand\" facilities (in Montana and Texas) and the mineral rights to a frac sand mine in Wisconsin. OmniTRAX intended to supply frac sand to Broe Group energy development companies as well as to other customers in Bakken Formation of Manitoba, Montana, North Dakota,"}
+{"text":"and Saskatchewan; the Eagle Ford Shale of Texas; and the Permian Basin of New Mexico and Texas. OmniTRAX's attempt to open the Wisconsin mine led to a lawsuit in February 2017 by local residents who feared the noise, light, and traffic associated with the mine. Although OmniTRAX won a state permit to fill in of wetland as part of a proposed railroad associated with the mine, a state court permitted the lawsuit to proceed. In May 2019, OmniTRAX said it had abandoned the mine project."}
+{"text":"OmniTRAX Sand Holdings is a subsidiary of OmniTRAX which provides transportation options for frac sand and ceramics. It is a joint venture of OmniTRAX and Arrows Up, a bulk materials storage and transportation company. The joint venture is marketing the Arrows Up Jumbo Bin, a container which can be used by rail or trucks that is capable of holding up to of frac sand or ceramic material. The bin can be used for transportation or storage, and contains its own dust suppression features."}
+{"text":"The Utah Central Railway is a shortline railroad serving Ogden, Utah and surrounding areas. It interchanges with the Union Pacific Railroad (UP), as well as with BNSF Railway trains running over the UP via trackage rights. The company began operations in 1992 as a private switching railroad, and became a common carrier in 1995. It expanded operations in 2001 and 2004, and the Patriot Rail Corporation gained control in January 2008."}
+{"text":"At one point the UCRY leased a 44-ton GE diesel and class CA-11 caboose from the Utah State Railroad Museum in Ogden, Utah. Both the locomotive and caboose were repainted in UCRY colors. When returned to the museum, the locomotive sat idle for several years."}
+{"text":"For many years, the Business Depot was served by an ex-Air Force Fairbanks-Morse H-12-44. In July 2010, the UCRY repainted their ex-Rarus Railway GP9 black with a large \"Utah Central\" in gold across the engine compartment, and moved it to BDO to replace the FM locomotive. Reason for this replacement is unknown; according to a Utah Central employee, the H-12-44 had only 100 running hours in 2009."}
+{"text":"In September 2010, two GP-15 diesel locomotives 1418 and 1401, refurbished from LTEX were delivered to the UCRY's headquarters at the old sugar factory. They are painted in the distinctive Patriot Rail corporate scheme (red overall with a blue stripe highlighted by gold pin stripes down the middle with an eagle on the nose)."}
+{"text":"The Utah Central was once known for its eclectic mix of second-hand locomotives. For a time no two were painted alike (excepting nos. 1418 and 1401). Some notable former examples of this are an ex-Kennecott High-Clearance GP-39 locomotive originally used in the Bingham Canyon copper pit (RARW 1010) and an ex-Rarus Railway chop-nose GP9 (UCRY 201). Currently most of the Utah Central locomotive fleet is painted in the colors of its parent Patriot Rail."}
+{"text":"The Kingman Terminal Railroad operates about 3 miles of track at the Kingman Industrial Park north of Kingman, Arizona. It is owned by Patriot Rail Company and its reporting mark is KGTR."}
+{"text":"The Muskogee Company, although a Philadelphia company, was founded in Delaware on February 27, 1923. The company officers were brothers C. Jared Ingersoll, industrialist, as president, and John H. W. Ingersoll, attorney and industrialist, as vice president and treasurer. The Muskogee Company owned large interests in several railroads in and about northeastern Oklahoma."}
+{"text":"According to a historical summary written by the DeGolyer Library at Southern Methodist University, which holds the archives of the Muskogee Company, the company history actually began in the 1890s, when a group of Philadelphia businessmen, headed by C. J. Ingersoll, built the Choctaw, Oklahoma & Gulf Railroad (CO&G), which ran from Hartford, Arkansas to McAlester, Oklahoma (then known as Indian Territory). These men intended the railroad to serve their coal mines in Arkansas, the most notable of which were:the Sebastian County Coal & Mining Co., American Smokeless Coal Co., Mazzrad Coal & Mining Co., and Garland Coal & Mining Co."}
+{"text":"In 1902, Ingersoll's group sold the CO&G to a competitor and began the Midland Valley Railroad, which would run from Ft. Smith, Arkansas to Wichita, Kansas. The route was to go northwest from Ft. Smith through Muskogee, Tulsa and the Osage Nation into Kansas, where there were other coal interests."}
+{"text":"Coal shipments from company-owned mines to colder western regions of the United States via the Muskogee Company-owned Midland Valley was the original plan for profit. Oil discoveries in Oklahoma later produced lucrative revenues for the Muskogee Company railroads that were strategically located in high production areas of the state."}
+{"text":"Seaboard Coast Line Industries, Inc., incorporated in Delaware on May 9, 1969, was a railroad holding company that owned the Seaboard Coast Line Railroad, its subsidiary Louisville and Nashville Railroad, and several smaller carriers. Its railroad subsidiaries were collectively known as the Family Lines System. Its headquarters were in Jacksonville, Florida, in the United States. Through 1979, the Family Lines network totaled in 13 states."}
+{"text":"The company succeeded SCL Industries, Inc., incorporated August 1, 1968, in Virginia and renamed Seaboard Coast Line Industries, Inc. on February 5, 1969."}
+{"text":"On November 1, 1980, Seaboard Coast Line Industries merged with Chessie System, Inc. to form CSX Corporation (Chessie-Seaboard Multiplied), and in 1983 the Family Lines units were combined as the Seaboard System Railroad. In 1986, Seaboard System was renamed CSX Transportation, and then merged with sister CSX Corp. subsidiary Chessie System to form a single new railroad, reporting mark CSXT."}
+{"text":"Iron Road Railways Incorporated (IRR) was a railroad holding company which owned several short line railroads in the U.S. state of Maine, as well as the Canadian provinces of Quebec, New Brunswick and Nova Scotia."}
+{"text":"IRR was formed in 1994 and headquartered in Alexandria, Virginia. Its president was Robert T. Schmidt and officers included Benjamin F. Collins, John F. DePodesta, and Daniel Sabin."}
+{"text":"In 2002, IRR's \"Bangor and Aroostook System\" (BAR, CDAC, VBB, and QS\/NV) entered bankruptcy protection and service became jeopardized. Both Canadian National and New Brunswick Southern Railway applied to the Surface Transportation Board for permission to operate former BAR lines that served major industrial customers in northern Maine. CN was granted permission to operate from Van Buren, Maine to Madawaska, Maine, while NBSR was granted permission to operate former BAR lines from Brownville Junction south to Searsport and north to Madawaska; neither applications became necessary after the BAR lines were sold."}
+{"text":"The BAR, CDAC, and part of the QS\/NV were sold in October 2002 to Rail World which reorganized the lines under its newly formed subsidiary Montreal, Maine & Atlantic Railway."}
+{"text":"The NV south of Newport to Wells River, Vermont was purchased by the state of Vermont and operation contracted to Washington County Railroad."}
+{"text":"The VBB had been operated on tracks leased from owner Canadian Pacific. In January 2003, Canadian Pacific sold this small line to Canadian National."}
+{"text":"Former IRR president Robert T. Schmidt retained ownership of the Windsor and Hantsport Railway while another former IRR officer Daniel Sabin took ownership of the Iowa Northern Railway."}
+{"text":"In addition to streetcar lines, the Van Sweringen Brothers of Cleveland, Ohio owned a vast network of steam railroads."}
+{"text":"The New York Central Railroad had owned the closely parallel New York, Chicago and St. Louis Railroad since 1882, soon after its opening. Due to fears of prosecution under the 1914 Clayton Antitrust Act, the NYC sold the line on July 5, 1915 to the newly formed Nickel Plate Securities Corporation, a holding company formed by the Vans. They were at first only interested in the line to provide a right-of-way for their Shaker Heights Rapid Transit to downtown Cleveland."}
+{"text":"By 1920 the Vans had decided they wanted control of other railroads, including the Lehigh Valley Railroad, Delaware, Lackawanna and Western Railroad, Western Maryland Railway, Wheeling and Lake Erie Railway, Pittsburgh and West Virginia Railway, Pere Marquette Railway, Cincinnati Northern Railroad and Toledo, St. Louis and Western Railroad (Clover Leaf), as well as partial ownership in the Lake Erie and Western Railroad and Philadelphia and Reading Railway."}
+{"text":"The Vaness Company was incorporated in Delaware on January 9, 1922 as a holding company to own all the other holding companies. The Clover Leaf Company was incorporated February 25 to own the Toledo, St. Louis and Western Railroad, and the Western Company March 11 for the Lake Erie and Western Railroad. The LE&W was bought for $3 million from the New York Central Railroad on April 26. On July 1, 1923 and LE&W and Clover Leaf were merged into the Nickel Plate."}
+{"text":"For the next several years, the Vans bought up the stock of the Chesapeake and Ohio Railway (including its Hocking Valley Railway), the Pere Marquette Railway and the Erie Railroad. On August 20, 1924 they announced plans to merge the four companies into the New York, Chicago and St. Louis Railroad (Nickel Plate) to form a new New York, Chicago and St. Louis Railway. They applied to the Interstate Commerce Commission on February 21, 1925, but were denied March 2, 1926 due to unsound financing. The plan was opposed by many C&O stockholders."}
+{"text":"On February 3, 1927 the Vans, along with the New York Central Railroad and Baltimore and Ohio Railroad, bought the Wheeling and Lake Erie Railway. Four days later the Vans announced that they would make the C&O the centerpiece of their system, selling the Erie and Pere Marquette to them."}
+{"text":"The Alleghany Corporation was incorporated January 26, 1929 in Maryland to hold the Vans' stock in the Nickel Plate, Chesapeake Corporation, Erie and C&O, as well as a partial ownership of the Buffalo, Rochester and Pittsburgh Railway (traded to the Baltimore and Ohio Railroad in March for the B&O's part of the W&LE; the Vans acquired the rest of it from the NYC at the same time). In April 1930 the Alleghany Corporation bought the Chicago and Eastern Illinois Railroad and 46% of the Missouri Pacific Railroad, gaining a majority of the MoPac on May 13. The Hocking Valley Railway merged into the C&O April 30, 1930."}
+{"text":"Due to the Great Depression, the planned \"Fourth System\" failed. The new Midamerica Company bought most of the old assets on September 30, 1935 in an attempt to reorganize."}
+{"text":"North American RailNet, Inc., based in Bedford, Texas, was a holding company of short line railroads. It formerly owned the following:"}
+{"text":"By 1948, there were 14 railroads in North America with more than 1000 locomotives in service each. Twelve were located in the US and two were in Canada. The total number of steam locomotives and the number of route miles for each railroad in 1948 are given by Bruce (1952)."}
+{"text":"Bruce (1952) also reports that by the end of 1949 a total of approximately 29,000 steam locomotives were left on Class I railroads in the United States."}
+{"text":"The Tariffville train crash was a railroad accident that occurred on January 15, 1878 on the Connecticut Western line, then a route linking Hartford and the Hudson Valley."}
+{"text":"On January 15, 1878, around 10:00 PM, a passenger train returning from Hartford crossed the wooden bridge spanning the Farmington River at Tariffville, as one of the two main bridge spans collapsed, dropping two locomotives, one baggage car and three passenger coaches into the icy river. Some people from New Hartford hitching a ride between the cars were killed when they were thrown beneath the wreck. The wreck claimed 13 lives and injured more than 70, some severely. Many of the passengers were returning from a Protestant revival meeting in Hartford featuring well-known evangelist Dwight L. Moody."}
+{"text":"Residents of Tariffville provided emergency assistance for passengers and provided them with dry clothing and shelter. Dr. D.P. Pelletier was the first Hartford surgeon notified of the accident. He went to a drug store on Capitol Avenue and used the store's telephone to summon other doctors for a relief train in what is possibly the first emergency telephone call. A special relief train carrying physicians and other rescue personnel was sent that became known as the \"Samaritan Special.\""}
+{"text":"The Billups Neon Crossing Signal was a prototypical grade crossing signal installed at a dangerous Illinois Central crossing on Mississippi Highway 7 (now Mississippi Highway 332) in Grenada, Mississippi."}
+{"text":"It was installed in the mid-1930s by inventor Alonzo Billups over growing concern due to numerous accidents at the crossing involving trains and motor vehicles. Like nothing before, the Billups signal was a large gantry spanning the highway and was likely the first such use of a gantry-style crossing of the type now in relatively common use. Upon approach of a train, a giant neon sign lit up with the words \"Stop-DEATH-Stop\" beneath a lighted skull and crossbones. Flashing neon arrows indicated the direction of oncoming trains and an air raid siren in lieu of bells provided aural warning. As a backup, standard railway flashers were mounted below the neon sign. The signal was known locally as the \"Skull and Crossbones.\""}
+{"text":"The onset of World War II brought about a scarcity of neon which, when coupled with maintenance problems with the signal (often manifesting themselves in the siren sounding continuously until a crew arrived to stop it) meant that no further signals were produced. The prototype was removed after less than thirty years of service, being replaced with standard railway crossing flashers and bells."}
+{"text":"The Central Kansas Railway (CKR) was a short-line railroad operating of trackage in the U.S. state of Kansas and west to Scott City, Kansas. All trackage was former Atchison, Topeka and Santa Fe Railway branchlines in Kansas & northern Oklahoma. The Kansas Southwestern Railway, a sister company which operated former Missouri Pacific Railroad branchlines in Kansas, was merged into the CKR in 2000. Owned by Omnitrax, CKR's main business was from the Kansas wheat harvests, as well as other traffic."}
+{"text":"The Watco Companies of Pittsburg, Kansas purchased all of the CKR's lines on May 31, 2001 and formed the Kansas and Oklahoma Railroad."}
+{"text":"The Brooklyn Heights Railroad was a street railway company in the U.S. state of New York. It leased and operated the streetcar lines of the Brooklyn Rapid Transit Company, but started out with the Montague Street Line, a short cable car line connecting the Wall Street Ferry with downtown Brooklyn along Montague Street. Eliphalet Williams Bliss owned the railroad."}
+{"text":"According to articles in the Brooklyn Daily Eagle, BHRR included the following lines between 1895 and 1899:"}
+{"text":"The railroad also partially owned the Bridge Operating Company, a line across the Williamsburg Bridge that was also owned by New York Railways."}
+{"text":"Amtrak's Arrow Reservation System is used nationally in the United States by Amtrak employees to take reservations, check train status, and monitor Amtrak equipment throughout the of the Amtrak network. Arrow was created to make Amtrak's reservation taking more simple. It went on-line November 1, 1981. Arrow development is done in-house by Amtrak developers."}
+{"text":"The Arrow application is similar to most major airline reservation systems, and runs on IBM's Transaction Processing Facility system. The system is used directly by Amtrak employees and travel agents, and is also the basis for Amtrak.com and Quik-Trak reservations."}
+{"text":"On August 26, 2007, the system was the victim of a major power outage at the data center, which impacted Amtrak nationwide. All Amtrak agents were forced to hand-write tickets, and were unable to use the system for any other purposes."}
+{"text":"In 2015 a project to upgrade Amtrak's reservation infrastructure left the future of Arrow uncertain with a decision to upgrade or replace it unmade."}
+{"text":"Balmer Yard is a rail yard located in the Interbay neighborhood of Seattle, Washington. The yard is owned by BNSF Railway, and was built by predecessor Great Northern Railway as Interbay Yard. As part of a modernization in the late 1960s, which included a 16-track hump, it was renamed after former GN vice president Thomas Balmer. The nearby engine servicing area is still known as Interbay. The yard is over in size and has 41 parallel tracks for switching cars."}
+{"text":"General Roy Stone's Centennial Monorail was demonstrated at the Centennial International Exhibition of 1876, the first official World's Fair in the U.S., which was held in Philadelphia (Pennsylvania) to celebrate the 100th anniversary of the Declaration of Independence."}
+{"text":"The track was approx 155 m (170 yards) long and joined the Horticultural Hall and the Agricultural Hall in Fairmount Park. It was used by one elaborately decorated double-decker railcar in Victorian art deco style. It had two load-bearing double-flange wheels, of which one was driven by a rotary steam engine of the \"La France\" type."}
+{"text":"The concept was similar to that of the Lartigue Monorail: The load-bearing rail was installed on top of wooden A-frames. 1,346\u00a0mm (4 feet 5-inch) below there were two guide-rails for balancing the vehicle. The load-bearing wheels had a diameter of 711\u00a0mm (28-inch). The boiler was similar to that of conventional steam engines: it was 6,400\u00a0mm (21 feet) long with a diameter of 863\u00a0mm (34 inch). The driver's cabin was at the rear end, and just below there were two water tanks with coal heaped behind them."}
+{"text":"A modified version of this demonstrator was exploited in 1878 on the Bradford & Foster Brook Railway in Pennsylvania."}
+{"text":"The Blue Ridge Subdivision is a railroad line owned by CSX Transportation in the U.S. states of Tennessee, North Carolina, and South Carolina. It was formerly part of the CSX Huntington West Division. It became part of the CSX Florence Division on June 20, 2016. The line was originally owned by Clinchfield Railroad and runs from Erwin, Tennessee, to Spartanburg, South Carolina, for a total of 138.6 miles. At its north end it continues south from the Erwin Terminal Subdivision and at its south end it branches off onto the Belton Subdivision and the Spartanburg Subdivision."}
+{"text":"Banana messengers or fruit messengers were agents sent on US railroads to accompany shipments of bananas and other fruit. They were accorded special ticket rates, similar to those for railway employees and clergy, as late as the 1960s. The tickets were not honored on some premium trains. Reportedly, the reduced rate also applied to the return trip (\"sans\" bananas)."}
+{"text":"The name was also used to refer to some cabooses. Described in IC 9650-9956, these were steel underframe drover's cabooses built between 1897 and 1913, and reclassified as banana messengers sometime between 1955 and 1963. The last five were scrapped or sold between 1963 and 1971."}
+{"text":"The Cambridge Railroad (also known as the Cambridge Horse Railroad) was the first street railway in the Boston, Massachusetts area, linking Harvard Square in Cambridge to Cambridge Street and Grove Street in Boston's West End, via Massachusetts Avenue, Main Street and the West Boston Bridge."}
+{"text":"The company was chartered and incorporated May 25, 1853, and started construction September 1, 1855. The horsecar line opened between West Cedar Street (just east of Charles Street) and Central Square on March 26, 1856. Extensions opened in April to Brattle House in Brattle Square and to Revere House in Bowdoin Square. A further extension to Mount Auburn Cemetery opened soon after, as did a branch to Porter Square. The connecting Watertown Horse Railroad opened on April 27, 1857. The Porter Square branch was extended to the border of West Cambridge (now Arlington); there it met the West Cambridge Horse Railroad, which opened on June 13, 1859."}
+{"text":"From its incorporation, the Cambridge Railroad was leased to the Union Railroad for 50 years, later passing under control of the West End Street Railway and the Boston Elevated Railway. The Red Line subway, opened March 23, 1912, now travels this route mostly underground, though the streetcar tracks remained for a while, possibly used by East Boston Tunnel (now Blue Line) trains until 1924 to travel to repair yards. The Red Line still travels over the Longfellow Bridge, successor to the West Boston Bridge, on the surface."}
+{"text":"The line beat a rival company by buying secondhand cars from the Brooklyn City Railroad. For the first two months, no fares were charged, making the line very popular, with over 2000 passengers per day within a week. When it started to charge fares, the public was outraged, many calling for the franchises to be revoked."}
+{"text":"The American Refrigerator Transit Company (ART) was a St. Louis, Missouri-based private refrigerator car line established in 1881 by the Missouri Pacific and Wabash railroads. It is now a subsidiary of the Union Pacific Corporation."}
+{"text":"The Blue Ridge Railway was a 19th-century railroad in the U.S. state of South Carolina. It was originally chartered in 1852 as the Blue Ridge Railroad of South Carolina. Original plans were for a 195-mile line from Anderson, South Carolina, to Knoxville, Tennessee going through the mountains with as many as 13 tunnels including the incomplete Stumphouse Mountain Tunnel."}
+{"text":"By 1859, the railroad had built between Anderson and West Union, South Carolina and substantial work on several tunnels had started. However, with the outbreak of the Civil War, no further work was ever completed on the tunnels despite efforts after the war, including one by the Black Diamond Railroad. A final extension from West Union to Walhalla, South Carolina at the urging of the Town Council and local citizens saw the first train arrive November 14, 1877, but no more track would ever be laid along the alignment up Stumphouse Mountain. In 1880, the Columbia and Greenville Railroad acquired the of track that had been laid. In 1901 the Southern Railway, successor to the Columbia and Greenville, split out the line as the Blue Ridge Railway."}
+{"text":"The Southern leased the Blue Ridge to subsidiary Carolina and Northwestern Railway on July 1, 1951, and eventually merged the company. Passenger service from Belton, South Carolina, through Anderson to Walhalla ended by the latter part of 1951."}
+{"text":"Block register territory (BRT) is a designation applied to some lightly used segments of railroad track in the United States. In these areas, trains are only authorized to move into the territory when a special type of log book is filled out correctly. BRT is described in the General Code of Operating Rules (GCOR) as Rule 6.15. A standard block register has rows divided into five columns:"}
+{"text":"The first four columns of the register are filled out upon entering the block. When the track is exited, the last column is filled out and the entire entry is crossed out."}
+{"text":"Generally, only one train can occupy block register territory at a time. Additional trains are only allowed to occupy the block if the operator of the incoming train has contacted all of the other employees named in the open entries in the block register. Train movements are then made at restricted speed, a low enough speed that the train could stop within half the distance between it and an oncoming train or obstacle."}
+{"text":"The Cayuga and Susquehanna Railroad was a railroad in the state of New York, in the United States. Its line ran from Ithaca, New York to Owego, New York. It was founded in 1829 and began operations in 1834. The Delaware, Lackawanna and Western Railroad (Lackawanna) leased the company in 1855 but it remained in existence as a non-operating subsidiary. It was conveyed to Conrail on the bankruptcy of the Erie Lackawanna Railway, successor to the Lackawanna, in 1976."}
+{"text":"The railroad was chartered on January 28, 1828, as the Ithaca and Owego Railroad. It was the third railroad built in North America, and the longest of the three. It connected the town of Ithaca, on the southern shore of Cayuga Lake with the town of Owego on the Susquehanna River to the south. By 1818 the Cayuga\u2013Seneca Canal connected the Erie Canal to the north end of Cayuga Lake. The Ithaca and Owego was planned to provide a missing link connecting the Erie Canal and the Great Lakes to the coal fields of Pennsylvania and the Chesapeake Bay."}
+{"text":"Little construction was done until the Chemung Canal was built along a similar course in 1833 via Seneca Lake and Elmira, diverting trade from Ithaca and Owego. At this point construction was started and the work was completed by 1834. The chief engineer for the construction was John Randel Jr."}
+{"text":"The track was standard gauge strap-iron rails\u2014 strips of cast iron attached to wooden rails. The line covered a distance of approximately . It comprised an ascent from Cayuga Lake of in followed by a descent to Owego of . Two inclined planes accomplished the lift from Ithaca, one driven by a stationary engine and the second by a horse-drawn windlass. Originally the cars were pulled by horse power, An engine, \"The Pioneer\", built by Walter McQueen of Albany, was purchased in 1840. This engine was in service for a few years before crashing through a bridge killing the engineer and fireman, and the railroad returned to horse power."}
+{"text":"In 1842 the railroad defaulted on its debts, and was foreclosed and sold to Henry Yates and Archibald McIntyre who reorganized the company as the Cayuga and Susquehanna Railroad. At this time the track was changed to broad gauge. The Delaware, Lackawanna and Western Railroad leased the company in 1855 and operated the line thereafter as part of its Cayuga Division. The DL&W reconstructed the line with \"heavy T rails\" cand converted it back to standard gauge, facilitating a connection to the Erie in Owego."}
+{"text":"In 1956 the physical right-of-way was abandoned; it would later be incorporated into the South Hill Recreation Way in Ithaca."}
+{"text":"The company remained in existence as a non-operating subsidiary through the merger with the Erie Railroad in 1960 to form the Erie Lackawanna Railway. It was conveyed to Conrail in 1976 on the Erie Lackawanna's bankruptcy."}
+{"text":"The Bruceton Subdivision is a railroad line owned by CSX Transportation in the U.S. State of Tennessee. The line runs from Nashville, Tennessee, to Camden, Tennessee, for a total of . At its east end the line continues west from the Nashville Terminal Subdivision and at its west end the line continues west as the Memphis Subdivision."}
+{"text":"The Buffalo 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 Man, West Virginia, to Lorado, West Virginia, for a total of 16.6 miles. At its south end it continues north from the Logan Subdivision and at its north end the track comes to an end."}
+{"text":"The Beech Grove Shops is a railway maintenance facility in Beech Grove, Indiana, outside Indianapolis. Beech Grove is Amtrak's primary maintenance facility. It also contains a very large freight yard."}
+{"text":"The shops were originally constructed in 1904\u20131908 by the Cleveland, Cincinnati, Chicago and St. Louis Railway (the \"Big Four\"), servicing a network stretching across the Midwest into Illinois, Indiana, Michigan, and Ohio. The facility was used as the company's repair shop for steam locomotives and passenger and freight cars."}
+{"text":"The Big Four was acquired by the New York Central Railroad (NYC) in 1906, but operated as an independent business until it was formally merged with its owner in 1922. The facility passed to Penn Central Transportation in 1968 when the NYC merged with the Pennsylvania Railroad. Penn Central declared bankruptcy in 1970. Amtrak purchased the facility from the bankrupt Penn Central in 1975."}
+{"text":"On September 20, 2002, an F2 tornado hit the shops, damaging Coach Shop 3, which was going to be torn down after the tornado; it had been used to overhaul Superliner passenger cars until 2000."}
+{"text":"The Camden Line is a MARC commuter rail line that runs for between Union Station, Washington, D.C., and Camden Station, Baltimore, Maryland, over the CSX Capital Subdivision, and Baltimore Terminal Subdivision. It is one of the oldest commuter lines in the United States still in operation. The Baltimore & Ohio Railroad began running commuter service from Baltimore to Ellicott City over part of the current line's trackage on May 24, 1830, and the line was extended to Washington on August 25, 1835. The Camden Line is the shortest MARC line and along with the Brunswick Line, is the successor to commuter services operated by the B&O. , the Camden Line is a weekday-only service."}
+{"text":"The American Railway Association (ARA) was an industry trade group representing railroads in the United States. The organization had its inception in meetings of General Managers and ranking railroad operating officials known as Time Table Conventions, the first of which was held on October 1, 1872, at Louisville, Kentucky. In 1875, the group changed its name to General Time Convention and in October 1892, to American Railway Association. In January 1919, ten separate groups of operating officers were amalgamated with the association and carried on their activities as divisions, sections or committees of the larger group."}
+{"text":"On October 12, 1934, the ARA ceased to exist, having joined with several other railroad industry trade groups to merge into the Association of American Railroads."}
+{"text":"The Louisiana Railroad Bridge carries a single track rail line across the Mississippi River between Louisiana, Missouri and Pike County, Illinois. Built by the Chicago and Alton Railroad, the structure is currently owned by the Kansas City Southern Railway following a series of sales and consolidation in the railroad industry."}
+{"text":"A predecessor of this bridge was opened for service in 1873 as one of the first 15 bridges across the Mississippi River. The current structure opened to traffic in 1898, having been fully reconstructed on the original piers from the 1873 bridge. When it opened, the 444 foot swing span was the longest swing span in the nation."}
+{"text":"The bridge's distinctive appearance is derived from the variety of truss types installed as different spans were replaced over time. The most recent span replacement occurred in 1945, when three new spans were installed."}
+{"text":"In its closed position, the bridge provides a vertical clearance of 15.8 feet above the normal pool for this section of the Mississippi River."}
+{"text":"The Union Railroad Clairton Bridge, commonly known as the Clairton Coke Works Bridge, is a truss bridge that formerly carried traffic between Clairton, Pennsylvania and Lincoln, Pennsylvania for the Pennsylvania Union Railroad which is owned and operated by Transtar, Inc., a subsidiary of the United States Steel Corporation. The structure, which featured a single track, has been out of service since the 1970s; rail traffic was rerouted to the US Steel Clairton Works as the steel industry began to decline. The bridge is currently slated to become part of the Montour Trail, one of many current Pittsburgh-area bike trails projects."}
+{"text":"Canadian Pacific Camden Place Rail Bridge is a truss bridge that spans the Mississippi River in Minneapolis, Minnesota. This bridge is the official end of the navigable channel for river traffic. It was built in 1905 by the Minneapolis, St. Paul and Sault Ste. Marie Railway. In 1977, the bridge was modified to allow higher clearance under the center span. This was done by replacing the deck truss span with a shallower girder span. It is the main line crossing of the Mississippi River for the Canadian Pacific Railway transcontinental (Soo Line Railroad) line."}
+{"text":"The Rock Island Railroad Bridge is BNSF Railway's bridge across the Columbia River, at Rock Island, Washington. The structure consists of one through truss, one deck truss, and an approach trestle."}
+{"text":"The bridge was originally built in 1892 for the Great Northern Railway and was the first bridge to span the Columbia River. The site was chosen at Rock Island, Washington for being the shortest distance between the banks of the Columbia River in Washington state. In 1925, it was decided to strengthen the main span in anticipation of increased traffic and heavier trains by reinforcing the structure with an additional outside truss frame."}
+{"text":"The Metropolis Bridge is a railroad bridge which spans the Ohio River at Metropolis, Illinois. Originally built for the Chicago, Burlington and Quincy Railroad, construction began in 1914 under the direction of engineer Ralph Modjeski."}
+{"text":"The bridge consists of the following: (from north to south)"}
+{"text":"Total length of the bridge is . The largest span stretches , and remains the longest pin-connected simple through truss span in the world. Cost of the bridge when built was $4,000,000. (USD)"}
+{"text":"Not long after completion in 1917, ownership of the bridge was passed on to the Paducah and Illinois Railroad, a newly formed railroad jointly owned by the Chicago, Burlington and Quincy Railroad and Nashville, Chattanooga and St. Louis Railway. In 1925, the Illinois Central Railroad purchased a 1\/3 share of the Paducah and Illinois Railroad, and assumed operations and maintenance, as the bridge served as an important link in their newly completed Edgewood-Fulton Cutoff route."}
+{"text":"As of 2013, the bridge is still owned by the Paducah and Illinois Railroad, with operations managed by the Canadian National Railway and bridge maintenance\/inspection managed by BNSF Railway, where it continues to see heavy use."}
+{"text":"The Panhandle Bridge (officially the Monongahela River Bridge) carries two rail lines of the Port Authority \"T\" line across the Monongahela River in Pittsburgh, Pennsylvania. The name comes from Pennsylvania Railroad subsidiary Pittsburgh, Cincinnati, Chicago and St. Louis Railroad, also known as the Panhandle Route, which operated over the bridge."}
+{"text":"The basic structure was built in 1903, and was the third railroad bridge on the site since 1863. It was raised in 1912-14 as part of a grade separation project. The bridge's function was to carry Panhandle Route passenger, mail and express trains from Pennsylvania Station in Pittsburgh, with a tunnel in between the station and the bridge. Pennsy Panhandle freight trains utilized the Ohio Connecting Bridge slightly downstream on the Ohio River, or went the long way around the West Virginia Panhandle via Conway, Pennsylvania."}
+{"text":"Rail traffic over the Panhandle Bridge declined as passenger trains were discontinued, and Amtrak became the only regular user of the bridge from 1971 to 1979, when the New York-St. Louis-Kansas City \"National Limited\" was discontinued on October 1 of that year. As PRR successor Conrail had no use for the bridge and the restrictive downtown tunnel, it was sold to the Port Authority, who rebuilt the bridge beginning in 1982 as part of the downtown light rail subway project, which removed trolleys from downtown streets and the Smithfield Street Bridge. PAT (as the Port Authority system was known at the time) light rail cars began using the bridge on July 7, 1985."}
+{"text":"The Keokuk Bridge, also known as the Keokuk Municipal Bridge, is a double-deck, single-track railway and highway bridge across the Mississippi River in the United States between Keokuk, Iowa, and Hamilton, Illinois, just downstream of Mississippi Lock and Dam number 19. It was designed by Ralph Modjeski and constructed 1915\u20131916 on the piers of its predecessor that was constructed in 1869\u20131871."}
+{"text":"Following the completion of the Keokuk-Hamilton Bridge, the upper deck of this bridge, on the Keokuk side, was converted to an observation deck to view the nearby lock and dam; this deck is no longer used for road traffic, but the lower deck is still used for rail traffic. The bridge was originally owned by the Keokuk & Hamilton Bridge Company, but following financial problems in the 1940s, the bridge was given to the City of Keokuk in late 1948."}
+{"text":"The bridge was originally the western terminus of the Toledo, Peoria & Western Railroad. Today, it serves the Keokuk Junction Railway with occasional train crossings for interconnection and river terminal services. Only the Keokuk side of the highway bridge has been converted, the bridge's upper highway deck is abandoned. The river traffic (barges and boats) have the right-of-way, so the swing section remains open until a train needs to cross the river."}
+{"text":"On the Illinois side of the bridge, two precast concrete barriers prevent auto traffic from driving on to the old highway section."}
+{"text":"The bridge was documented as survey number IA-3 by the Historic American Engineering Record, archived in the Library of Congress."}
+{"text":"The New Geneva Bridge is a truss bridge that carries the Norfolk Southern Railway across the Monongahela River between Nicholson Township and Monongahela Township, Pennsylvania. The bridge was originally built to serve the Monongahela Railroad; it has long been part of a heavily traveled coal route. At the time of construction, it was the largest bridge ever constructed using end launching. The structure is just upriver from Friendship Hill National Historic Site."}
+{"text":"The Cincinnati Southern Bridge, originally the Cincinnati Southern Railroad Swinging Truss Bridge, is a vertical lift bridge that carries the Norfolk Southern Railway over the Ohio River between Cincinnati, Ohio and Ludlow, Kentucky in the United States. The bridge is composed of four through truss spans: a main span on the northern side of the bridge, a currently unused vertical lift span on the southern side, and two additional spans over the main shipping channels in the center of the bridge. The bridge crosses the Ohio River just downstream from downtown Cincinnati, and can be seen clearly from the lower level of the nearby Brent Spence Bridge."}
+{"text":"The Cincinnati Southern Railway Bridge was begun in 1875; construction was completed in December, 1877, and the bridge immediately opened to traffic. Its cost exclusive of right of way was $811,683. The truss bridge was the longest bridge of its type when it was completed."}
+{"text":"It was extensively modernized in 1922, and it remains the busiest railroad bridge in the city of Cincinnati today. The modernization replaced a swing span with a vertical lift span that was designed to rise only 13 feet. That was all that was considered necessary for clearance during periods of high water. The span was visually unique in that the swing pier from the original structure was left in place even though it was no longer physically connected to the bridge. Since 1976, the bridge's vertical lift span has been abandoned in its closed position, forcing all ships to pass under the center truss spans. For extensively tall ships, the bridge marks the end of their Ohio River voyage."}
+{"text":"The Norwottuck Rail Trail Bridge (also known as the Northampton Lattice Truss Bridge) is a former crossing of Boston and Maine Railroad over the Connecticut River in western Massachusetts, connecting the towns of Northampton and Hadley, by the Norwottuck Rail Trail, which is currently used for bicycle and foot traffic."}
+{"text":"The Norwottuck Rail Trail Bridge is an eight-span steel lattice truss bridge. It crosses Elwell Island in the middle of the river, providing no access to the island in an attempt to keep the island otherwise untouched. Riding over the bridge shows eight spans, with two of them over Elwell Island. It was built by the R. F. Hawkins Ironworks Company."}
+{"text":"To survive the 1936 flood, railroad cars loaded with scrap metal were placed on the bridge to weigh it down."}
+{"text":"The bridge was redesigned by Vanasse Hangen Brustlin, Inc. of Watertown, rebuilt by MassHighway, and opened in 1992 to bicycle and foot traffic as part of the Norwottuck Rail Trail."}
+{"text":"The CSX Bellwood Subdivision James River Bridge is a plate girder bridge that carries the Bellwood Subdivision over the James River in Richmond, Virginia. The bridge was built by the Seaboard Air Line Railroad between 1897 and 1900."}
+{"text":"The bridge begins just south of the Main Street Station and constitutes the middle part of the Triple Crossing, going under the Rivanna Subdivision and over the Richmond District (Norfolk Southern) prior to crossing the James River."}
+{"text":"The Meldrim trestle disaster occurred at Meldrim, Georgia, on June 28, 1959. Involved was a Seaboard Air Line mixed freight train that derailed over the Ogeechee River. Loaded LPG tank cars from the train plunged into the river below and ruptured. The resulting BLEVE and fire killed 23 people--including entire families and a woman who was eight months pregnant--who were at the river that day as it was a popular area to swim and picnic at."}
+{"text":"The derailment was caused by the movement of rails on the trestle, as they were compressed by the moving train."}
+{"text":"An ICC investigation faulted the railroad for not installing guard rails along the trestle, which might have helped to keep the derailed equipment on the trestle deck, minimizing the risk of a hazardous materials release."}
+{"text":"The Texas Mexican Railway International Bridge is an international railway bridge across the Rio Grande and U.S.-Mexico border between Laredo, Texas, and Nuevo Laredo, Tamaulipas, the only rail link between these cities. Owned and operated by Texas Mexican Railway (KCS) and Kansas City Southern de M\u00e9xico, the single-track bridge is the busiest rail border crossing in North America. It is also known as the Laredo International Railway Bridge and Puente Negro (The Black Bridge)."}
+{"text":"On January 1, 2005, Kansas City Southern (KCS) took control of The Texas Mexican Railway Company and the U.S. portion of the International Bridge in Laredo, Texas. The railroad is a vital link in KCS's rail network, connecting The KCS and TFM, S.A. de C.V."}
+{"text":"On the U.S. side the Bridge is located in the western termini of the Texas-Mexican Railway in Laredo, Texas. In Mexico it is located in the northern termini of the Kansas City Southern Railway in Nuevo Laredo, Tamaulipas."}
+{"text":"When the Laredo International Railway Bridge 2 is completed the Texas-Mexican Railway International Bridge will be converted to either a northbound express lane for trailers and buses, or a railroad track for passenger trains."}
+{"text":"The Union Railroad Port Perry Bridge it is a truss bridge that carries the Pennsylvania Union Railroad across the Monongahela River between North Braddock, Pennsylvania and Duquesne, Pennsylvania. Industrial pipelines also adorn the bridge, as natural gas is transported between the communities. Union Railroad is owned and operated by Transtar, Inc., a subsidiary of the United States Steel Corporation."}
+{"text":"The Peninsula Subdivision Trestle is a railroad trestle in Richmond, Virginia on the Peninsula Subdivision of CSX Transportation."}
+{"text":"Starting in the north, the bridge begins to rise and cross East Marshall Street and East Broad Street (U.S. Route 250 and State Route 33). It then passes the Main Street Station. Then it crosses East Main Street (U.S. Routes 60 and 360), East Cary Street, South 17th Street, and Dock Street before connecting to the Rivanna Subdivision Trestle at Rivanna Junction. The bridge parallels the James River and runs between the river and the large buildings of Tobacco Row before it crosses the Norfolk Southern Railway, Dock Street, Pear Street and Main Street again before finally returning to ground level."}
+{"text":"The Anacostia Railroad Bridge is a vertical lift railroad bridge crossing the Anacostia River in Washington, D.C., United States. The bridge is owned by CSX Transportation."}
+{"text":"The Baltimore and Potomac Rail Road, a subsidiary of the Pennsylvania Railroad, built the first railroad bridge on this site, which opened on July 2, 1872. Successor Penn Central Railroad rebuilt the bridge in 1972."}
+{"text":"The bridge currently carries freight trains. It is near the point where the RF&P Subdivision becomes the Landover Subdivision, with a connection to the Alexandria Extension just to the east of the bridge. Originally the bridge supported three tracks. This was later reduced to two tracks, and then one track in 2006."}
+{"text":"The lift span is occasionally raised for boat traffic. The lift is controlled by a CSX bridge tender located nearby at Benning Rail Yard."}
+{"text":"On November 10, 2007, a unit train carrying coal derailed and caused the collapse of the northern span of the bridge."}
+{"text":"CSX had briefly closed the bridge in 2006 after it found high levels of corrosion and made repairs, and after the 2007 accident it again closed the bridge. The southern span was reopened 24 hours after the accident."}
+{"text":"The Rivanna Subdivision Trestle is a trestle in Richmond, Virginia at the end of the Rivanna Subdivision. The bridge is the upper level of Triple Crossing, and also crosses United States Routes 360. It parallels the James River, and actually \"steps\" into it at one section. The bridge connects to the Peninsula Subdivision Trestle."}
+{"text":"The Thebes Bridge is a five span cantilever truss bridge carrying the Union Pacific Railroad (previously carried the Missouri Pacific and Southern Pacific, in a joint operation) across the Mississippi River between Illmo, Missouri and Thebes, Illinois. It is owned by the Southern Illinois and Missouri Bridge Company, now a Union Pacific subsidiary."}
+{"text":"The Southern Illinois and Missouri Bridge Company was incorporated in Illinois on December 28, 1900 to own the bridge and of connecting rail line. It was initially owned equally by the Chicago and Eastern Illinois Railroad, Illinois Central Railroad, Missouri Pacific Railway, St. Louis, Iron Mountain and Southern Railway, and St. Louis Southwestern Railway."}
+{"text":"Following approval of the bridge plans in 1902, limited construction activities began that year. Following litigation over right of way that prevented certain work from proceeding from May 1902 to April 1903, construction continued with the concrete arch approach structures in 1903, and the bridge superstructure itself in 1904. The legal issues \"delayed considerably\" the completion of the Missouri approach work, one of the main river piers, and led to an increased expense in constructing the superstructure. The bridge was dedicated in May 1905."}
+{"text":"The designer of the bridge was Polish-American engineer Ralph Modjeski. Contractors included C. Macdonald & Co. of New York, J.S. Paterson Construction Company of Chicago, MacArthur Brothers of Chicago, and American Bridge Company of New York. The American Bridge Company in turn subcontracted the superstructure's erection to Kelley-Atkinson Construction Co of Chicago."}
+{"text":"The Missouri Pacific and SLIM&S merged in 1917, and in 1945 the C&EI sold its 1\/5 share to the Missouri Pacific, giving the latter company, since merged into the UP, a majority interest."}
+{"text":"The rail crossing of the Connecticut River (United States) at this location originates from the Vermont and Massachusetts Railroad. The V&MRR was chartered in 1844 and completed an extension between Millers Falls, Massachusetts and Brattleboro, Vermont by 1850. Alvah Crocker, a paper and railroad magnate and U.S. Representative, was the first president of the V&MRR. Initially, the V&MRR was operated by Crocker's Fitchburg Railroad."}
+{"text":"This rail bridge was used by Amtrak's Vermonter passenger service until December 2014."}
+{"text":"The CSX A-Line Bridge is a double-track concrete bridge that carries the North End Subdivision of CSX Transportation over the James River in Richmond, Virginia. The bridge was built jointly by the Atlantic Coast Line Railroad and Richmond, Fredericksburg and Potomac Railroad in 1919. Designed by John E. Greiner, this bridge was one of many he drew up for the RF&P, and brought early success to his recently established private consulting business. The purpose of this \"million dollar bridge\" was to create a quicker, more direct route around Richmond by passing over east-west tracks on both sides of the river."}
+{"text":"The Chattanooga and Lookout Mountain Railway was a historic, railroad that operated in the southeastern United States."}
+{"text":"The company was chartered in 1887 and started operations in 1889, running from Chattanooga, Tennessee to the Lookout Inn, a hotel at the summit of Lookout Mountain, Tennessee."}
+{"text":"The railroad was apparently not a financial success as it was abandoned in 1899. It was subsequently purchased by the Chattanooga Railway and Light Company and rebuilt for electric streetcar operation in 1913. Regular daily services ran on this line until 1920, when services were reduced to operating only on days that the Lookout Mountain Incline Railway was shut down for essential repairs. This substitute service ended in 1924, but the line remained in place until sometime after August 28, 1928, when mountaintop car service was discontinued."}
+{"text":"This line should not be confused with the Lookout Mountain Incline Railway, a heritage railroad that opened in 1895 nearby, and is still in operation."}
+{"text":"The Black Hills and Fort Pierre Railroad (BH&FP) was a narrow gauge railroad in the Black Hills of the U.S. state of South Dakota. It was created by the Homestake Mining Company and initially ran from Lead to Calcite and Piedmont by way of Elk Creek. An alternate route was established to Piedmont and Calcite by way of Nemo and Stagebarn Canyon after numerous washouts made the Elk Creek route unviable. There was also a branch from the Nemo line connecting Este with a logging camp at Merritt. The railroad had of dual gauge track (with trackage) and another of track; the total amount of track was ."}
+{"text":"The line was originally intended to haul timber to the Homestake Mining Company in Lead. On June 15, 1881, the railroad company was incorporated under the name Black Hills Railroad Company. The name was changed to the Black Hills and Fort Pierre Railroad on July 10, 1882. On November 29, 1881, a mule team hauled the first locomotive, a Porter 2-6-0, from Fort Pierre to Lead. The first track was laid from Lead to Woodville in 1881, and in 1886, the track was extended to Bucks. In 1890, the line was extended to Piedmont. A line long that ran from Bucks to Este was built in 1898."}
+{"text":"The Alaska-Alberta Railway Development Corporation (also known as A2A Rail) is an entity created to build, own, and operate a proposed railroad between Delta Junction, Alaska, and Fort McMurray, Alberta. The railroad will interchange with and operate on part of the Alaska Railroad, in order to access Southcentral Alaska and its ports. the project is estimated to cost CA$20\u00a0billion."}
+{"text":"A rival enterprise, G7G Railway, estimated in 2020 the capital cost to be just under US$20\u00a0billion. They proposed shipping oil, via the Trans-Alaska Pipeline, from rail cars in Delta Junction to the coast."}
+{"text":"The proposed A2A railway would connect to the Alaska Railroad at Delta Junction, Alaska, and run through the Yukon to Fort Nelson, British Columbia, and from there to a terminus at Fort McMurray, Alberta. The A2A Railway had also been negotiating with the Mat-Su Borough on an agreement to complete the Port Mackenzie Railway Extension."}
+{"text":"The Van Horne Institute studied the route in 2013. A survey of the proposed route by the development corporation began in July 2020."}
+{"text":"On September 25, 2020, US President Donald Trump announced he would issue a presidential permit to the railway, which has an agreement with Alaska Railway to develop a joint operating plan for the rail connection to Canada."}
+{"text":"Early field activities and detailed engineering design is expected to start by Q1 2021. Construction is expected to take three years."}
+{"text":"10 refers to two streetcar lines in Los Angeles, California. They operated by the Los Angeles Railway for a combined period from 1932 to 1946."}
+{"text":"The route started in 1932 as a combination of two former lines: the M on Arlington Avenue and the A Line Broadway segment. It ran from Vernon and Arlington in the south to Lincoln and Mission in Lincoln Heights. In 1939 the Broadway line was reassigned to the W and service was rerouted all the way to the Edgeware line in Angelino Heights, but this was cut back to 39th on New Year's Day 1943."}
+{"text":"At the time of its closure, the route ran from Grand Avenue and 39th Street to the intersection of Vernon and Arlington Avenues, by way of Grand Avenue, Santa Barbara Avenue, Dalton Avenue, and Vernon Avenue. The service ended on November 30, 1942; the Edgeware Road Line continued to operate as a shuttle, designated number 37, until mid-1946."}
+{"text":"A wholly new route was assigned the number 10 on June 21, 1943, running over Vernon, Dalton, and Santa Barabara and extending to Vermont and 39th at rush hours. This 10 ran until January 17, 1946."}
+{"text":"The Coastal Classic is a passenger and semi-luxury train operated by the Alaska Railroad between the cities of Anchorage and Seward, Alaska. It is a seasonal train, only operating between the months of May and September. Despite its seasonality, the \"Coastal Classic\" was the Alaska Railroad's most popular route in 2019."}
+{"text":"In 2020, summer services began in July in response to the COVID-19 pandemic."}
+{"text":"The \"Coastal Classic\" makes the following station stops:"}
+{"text":"American Short Line and Regional Railroad Association"}
+{"text":"The American Short Line and Regional Railroad Association (ASLRRA) is an association of North American short line and regional railroads. Founded in 1913, the ASLRRA has a range of members, include a variety of Class II and Class III railroads. The association comprises approximately 550 small businesses, all within the railway transportation industry. The ASLRRA acts as a lobbying group for member railroads, representing them for both legislation and regulation. They are often charged with conducting compliance assessments for their members. Since 1998, they have also been awarding the Jake Award - recognizing railroads for their safety record which had originally been started by L. S. \u201cJake\u201d Jacobson."}
+{"text":"The Rail Passengers Association (RPA), formerly the National Association of Railroad Passengers, is the largest advocacy organization for rail passengers in the United States."}
+{"text":"The organization was founded by Anthony Haswell on May 18, 1967, to lobby for the continuation of passenger trains in the United States."}
+{"text":"RPA's small paid staff in Washington, D.C., spends most of its time educating members of Congress and their staffs about the value of passenger rail."}
+{"text":"RPA publishes a newsletter eleven times a year detailing news in the passenger rail world. It often includes stories about related legislation in Congress, Traveler's Advisories, and Travel Tips, with a particular focus on Amtrak."}
+{"text":"Members benefit from discounts on Amtrak, Via Rail, Alaska Railroad, Grand Canyon Railway, Nevada Northern Railway, and Brightline."}
+{"text":"The governing body of RPA is the Council of Representatives, consisting of 112 members from fifty states plus the District of Columbia, apportioned by the number of RPA members in each state. Up to an additional ten \"At-Large\" Council Representatives may hold office at any one time."}
+{"text":"RPA is divided into ten regional divisions, each headed by a Division Leader, who is also a Council Representative for one of the states included in his\/her Division."}
+{"text":"Council Representatives and Division Leaders report to a liaison on the Board of Directors. The Board of Directors includes one Chair, four Vice Chairs, one Secretary, one Treasurer, and eight Directors, for a total of fifteen members. The immediate past Chair and Treasurer hold non-voting, ex-officio, advisory roles on the Board. The Board sets the agenda for RPA's activities and the hiring of staff."}
+{"text":"In addition to the elected leadership, the small paid staff in Washington, D.C. includes a President, Vice Presidents for Policy, Operations, and Resource Development, Directors for Policy Research and Customer Advisory Committee Services, two regional Field Coordinators (based in Massachusetts and Alabama), and an Office Manager."}
+{"text":"Jim Mathews, formerly Executive Editor of the Aviation Week Intelligence Network, has served as RPA President and CEO since August 2014."}
+{"text":"The North Jersey Rail Commuter Association is a not for profit (501(c)(3)) railroad advocacy organization that was formed and incorporated in the United States in 1980. During its history, the organization and its members have been involved in the successful advocacy of a number of projects involving NJ Transit Rail Operations. NJRCA's headquarters are located in Knowlton Township, New Jersey."}
+{"text":"NJRCA's mission is to advocate, in a non-partisan manner, rail projects that benefit New Jersey by educating public officials and the general public. This advocacy includes the preservation of existing rail infrastructure wherever possible; and the initiation, reactivation or augmentation of rail service wherever practicable."}
+{"text":"The first NJRCA president, Frederick H. Wertz, helped establish the organization in 1980, which was initially headquartered in Sparta, New Jersey. Since that time, the organization has helped advocate a number of rail projects in New Jersey, particularly northern New Jersey. Charles Walsh assumed the presidency of the organization in 1988, and has held that position since that time. The organization's vice-president is Donald J. Barnickel, P.E., who also assumed the vice presidency in 1988."}
+{"text":"Since its creation in 1980, NJRCA has spearheaded the effort to preserve and reactivate the Lackawanna Cut-Off. In 1979, as a result of a consolidation of Conrail's east-west rail routes, freight service was discontinued on the Cut-Off. This occurred in the aftermath of Conrail's taking over the operation of the line from the Erie Lackawanna Railroad in 1976. Passenger service on the line ceased in January 1970. The discontinuation of freight service on the Cut-Off opened the door for possible abandonment of the route and removal of the tracks on the line."}
+{"text":"In 1985, Conrail announced that it had sold the right-of-way of the Cut-Off to two developers, Gerald Turco and Burton Goldmeier. Goldmeier had acquired the easternmost mile (1.6\u00a0km) of the Cut-Off, while Turco had acquired the remaining 26-mile (44\u00a0km) section of the line in New Jersey and approximately one-mile (1.6\u00a0km) section in Pennsylvania. By 1986, Turco had announced a proposal to use the Cut-Off as a source for fill material and to use the \"cuts\" on the Cut-Off as construction landfills. This triggered a negative public reaction, and a push to have the State of New Jersey acquire the Cut-Off through eminent domain."}
+{"text":"Starting in 1990, the New Jersey Department of Transportation initiated the use of eminent domain against Turco and Goldmeier, resulting in the State of New Jersey acquiring the right-of-way for a total of $21 million in 2001."}
+{"text":"At present, NJRCA continues to work with public officials in advocacy for the reactivation of the Lackawanna Cut-Off, specifically, at this point, the extension of rail service to Andover, New Jersey. However, the group will continue to be involved in the advocacy for the extension of service along the entire length of the Cut-Off in New Jersey for the foreseeable future."}
+{"text":"Shortly thereafter, NJRCA helped establish the Netcong-Port Morris (N-PM) Site Committee. The N-PM Site Committee's main responsibility was to act as a liaison between the museum commission and the towns\u2014Netcong, NJ and Roxbury Township, New Jersey\u2014that would be home to the museum. In addition to representatives from NJRCA, the committee had representatives from Netcong Boro and Roxbury Township, members of the railfan community, canal enthusiasts, Amtrak, preservationists, and other ad hoc members from the region."}
+{"text":"In October, 1998, the commission's chairman, Assemblyman Alex DeCroce, announced that the choice had been narrowed down to three sites in New Jersey: Phillipsburg, Plainfield and Netcong-Port Morris. By the time this announcement was made, it had become clear that the majority of members on the NJ State Railroad & Transportation Museum Commission were in favor of placing the museum in Phillipsburg. Subsequently, in early 1999, DeCroce permitted a vote to take place that designated Phillipsburg as the museum site. Walsh, however, continued to openly support the Netcong-Port Morris site, leading to his not being reappointed to the commission when his term expired later that year. Walsh's seat on the commission was filled by transportation magnate Anthony Imperatore."}
+{"text":"As such, Walsh, in conjunction with NJRCA and the N-PM Site Committee continued to advocate for the Netcong-Port Morris site and in the process gained the support of New Jersey State Senate leader Robert Littell, who at that time was the chairman of the New Jersey Senate Budget and Appropriations Committee, and who struck an agreement with DeCroce to amend proposed legislation from the New Jersey General Assembly to designate both Phillipsburg and Netcong-Port Morris as joint sites for the museum. The legislation was subsequently signed into law in 2001."}
+{"text":"Since that time, there has been activity within Phillipsburg to attempt to build the museum there, although the originally envisioned site, which is privately owned, was never acquired by the state of New Jersey and has since been designated for other purposes. In Netcong, there has been little activity thus far, although with the reactivation of the Lackawanna Cut-Off it is envisioned that the train station in Netcong could act as the eastern terminus for Steamtown train excursions from Scranton, Pennsylvania."}
+{"text":"In addition to the Lackawanna Cut-Off project, NJRCA has advocated the Gateway Tunnel (formerly known as the ARC Tunnel), including the proposal for run-through tracks at Penn Station, New York, with a connection to Grand Central Station. NJRCA has also proposed weekend rail service be instituted along the entire length of NJ Transit's Montclair-Boonton Line; that the Montclair-Boonton Line between Great Notch, NJ and Denville, New Jersey be electrified; and that all or part of NJ Transit's Gladstone Branch be double-tracked."}
+{"text":"The High Speed Rail Alliance (HSRA) (until late 2019, named the Midwest High Speed Rail Association (MHSRA)) was founded in 1993 and is based in Chicago, Illinois. The association is a non-profit, member-supported organization that primarily advocates for world-class 220-mph high-speed trains linking major cities and supports fast, frequent and dependable trains on other routes that connect with 220-mph corridors to form a modern national rail network."}
+{"text":"The High Speed Rail Alliance's executive director, Richard Harnish, believes it is time for America to \u201ccatch up\u201d with European and Asian countries in terms of using high-speed rail systems."}
+{"text":"The HSRA views the Chicago-St. Louis link as the first of a regional 220-mph high-speed rail network that would link Chicago, St. Louis, the Twin Cities, Milwaukee, Detroit, Indianapolis, Cincinnati, Cleveland, Columbus and Pittsburgh, putting more than 35\u00a0million people within a three-hour train ride of Chicago."}
+{"text":"In a proposal to the U.S. Department of Transportation, SNCF, operator of the TGV high-speed rail network in France, estimated that a Midwestern 220-mph high-speed rail network would create 677,000 permanent jobs and 316,000 construction jobs. Automobile trips would be reduced by 4.3\u00a0billion vehicle miles each year, saving 3\u00a0million barrels of oil each year, and additionally reduce CO2 and other pollutant emissions by 1.4\u00a0million tons in 2030. The total estimated cost for the network is $68.5\u00a0billion. Advocates for high-speed rail put that cost in perspective by pointing out that the Interstate Highway System cost 450\u00a0billion in 2008 dollars."}
+{"text":"The High Speed Rail Alliance has been a vocal critic of libertarian and conservative activists who view HSRA as distorting the record and facts on high-speed rail. In July 2009, it released a document responding to statements by the Cato Institute and the Reason Foundation about high-speed rail."}
+{"text":"Railroader of the Year is an annual award presented to a North American railroad industry worker by trade journal \"Railway Age\". The award was first presented in 1964 by trade journal \"Modern Railroads\" and has continued through the magazine acquisition in 1992 to the present."}
+{"text":"The Surface Transportation Board (STB) of the United States is a federal, bipartisan, independent adjudicatory board. The STB was established on January 1, 1996, to assume some of the regulatory functions that had been administered by the Interstate Commerce Commission when the ICC was abolished. Other ICC regulatory functions were either eliminated or transferred to the Federal Motor Carrier Safety Administration or Bureau of Transportation Statistics within DOT."}
+{"text":"The STB has broad economic regulatory oversight of railroads, including rates, service, the construction, acquisition, and abandonment of rail lines, carrier mergers, and interchange of traffic among carriers. The STB also has oversight of pipeline carriers, intercity bus carriers, moving van companies, trucking companies involved in collective activities, and water carriers engaged in non-contiguous domestic trade. The Board has wide discretion, through its exemption authority from federal, state, and local laws, to tailor its regulatory activities to meet the nation's changing transportation needs."}
+{"text":"The Board provides a forum for the resolution of surface-transportation disputes and other matters within its jurisdiction. It has the authority to limit or remove regulatory requirements where appropriate."}
+{"text":"The Board is composed of five members nominated by the President and confirmed by the Senate for five-year terms. The Surface Transportation Board Reauthorization Act expanded the Board from three to five members in 2015."}
+{"text":"The Board's chairman is designated by the President from among the members. As its chief executive, the chairman coordinates and organizes the agency's work and acts as its representative in legislative matters and in relations with other governmental bodies. Chairman Daniel R. Elliott III was nominated to the Surface Transportation Board by President Barack Obama on January 13, 2015, was confirmed by the U.S. Senate on June 22, 2015, and was sworn in as the Board's chairman on June 26, 2015, for a term of office expiring December 31, 2018. Chairman Elliott is in his second term at the Board, having previously served as the agency's chairman from August 13, 2009, until December 31, 2014."}
+{"text":"The vice chairman represents the Board and assumes the chairman's duties as appropriate. Additionally, the vice chairman oversees matters involving the admission, discipline, and disbarment of non-attorney Board practitioners. Deb Miller was sworn in on April 28, 2014, as a Member of the Board for a term of office expiring on December 31, 2017, following her September 25, 2013, nomination to the Board by President Obama and her confirmation by the United States Senate on April 9, 2014. She was designated vice chairman (May 27, 2014 \u2013 December 31, 2014); served as acting chairman (January 1, 2015 \u2013 June 26, 2015); and was again designated vice chairman on January 7, 2016, in the agency's annual rotation of the vice chairmanship."}
+{"text":"Ann D. Begeman was sworn in May 2, 2011, as a member of the Board. She currently serves as chairperson."}
+{"text":"Martin J. Oberman was confirmed to the Board on January 3, 2019, by a voice vote in the United States Senate."}
+{"text":"Patrick Fuchs was confirmed to the Board on January 2, 2019, by a voice vote in the United States Senate. He currently serves as vice-chairperson."}
+{"text":"Assisting the Board in carrying out its responsibilities is a staff of 150 with experience in economics, law, accounting, transportation analysis, finance and administration."}
+{"text":"Office of Public Assistance, Governmental Affairs, and Compliance."}
+{"text":"The Office of Public Assistance, Governmental Affairs, and Compliance serves as the agency's principal point of contact with Congress, state and local governments, the media, industry stakeholders and the general public. This office includes the Rail Customer and Public Assistance Program, where Board staff solves problems in ways ranging from a simple answer to a telephone inquiry to lengthy informal dispute resolution efforts between railroads and shippers."}
+{"text":"The Office of Economics analyzes rate cases, conducts economic and financial analyses of the railroad industry, and audits Class I railroads."}
+{"text":"Office of Economics, Environmental Analysis and Administration."}
+{"text":"The Office of Economics, Environmental Analysis and Administration is responsible for undertaking environmental reviews of proposed STB actions in accordance with the National Environmental Policy Act and other environmental laws and making environmental recommendations to the STB."}
+{"text":"The Office of the Managing Director handles administrative matters such as personnel, budget and information technology."}
+{"text":"The Office of Proceedings (OP) is the office with primary responsibility for developing the public record in formal cases (or proceedings) filed with the STB, making recommendations regarding the resolution of issues presented in those cases, and preparing the decisions issued by the Board."}
+{"text":"The Office of Proceedings is a legal office, consisting almost entirely of attorneys and paralegal specialists, responsible for the majority of the cases at the STB. The office applies the Interstate Commerce Act, as amended by the ICC Termination Act of 1995, as well as the Board's own regulations. In carrying out its responsibilities, the Office of Proceedings obtains and applies any necessary input from economic, financial, operational, environmental, and other legal staff experts throughout the agency."}
+{"text":"The Office of Proceedings includes a clearance unit responsible for tabulating votes on STB cases and recording the official outcome of those votes, and a recordations unit that enters data about a filing's primary and secondary documents into the STB Recordations database, which is accessible to the public on the STB web site."}
+{"text":"In performing defensibility assessments, OGC attorneys meet with other STB staff to discuss cases before draft decisions are prepared. Defensibility assessments are key to issuing sound decisions that are less likely to be challenged and, if challenged, are more likely to be upheld."}
+{"text":"Steamtown, U.S.A., was a steam locomotive museum that ran steam excursions out of North Walpole, New Hampshire, and Bellows Falls, Vermont, from the 1960s to 1983. The museum was founded by millionaire seafood industrialist F. Nelson Blount. The non-profit Steamtown Foundation took over operations following his death in 1967. Because of Vermont's air quality regulations restricting steam excursions, declining visitor attendance, and disputes over the use of track, some pieces of the collection were relocated to Scranton, Pennsylvania, in the mid-1980s and the rest were auctioned off. After the move, Steamtown continued to operate in Scranton but failed to attract the expected 200,000\u2013400,000 visitors. Within two years the tourist attraction was facing bankruptcy, and more pieces of the collection were sold to pay off debt."}
+{"text":"In 1986, the United States House of Representatives, under the urging of Pennsylvania Representative Joseph M. McDade, voted to approve $8 million to study the collection and to begin the process of making it a National Historic Site. As a result, the National Park Service (NPS) conducted historical research on the equipment that remained in the Foundation's possession. This research was used as a \"Scope of Collections Statement\" for the Steamtown National Historic Site. The scope was published in 1991 under the title \"Steamtown Special History Study\". The report provided concise histories of each piece of equipment and made recommendations as to whether or not each piece belonged in the soon-to-be government-funded collection."}
+{"text":"By 1995, Steamtown had been acquired and developed by the NPS with a $66 million allocation. Several more pieces have been removed from the collection as a result of the government acquisition. Part of the Blount collection is still on display at the Steamtown National Historic Site in Scranton."}
+{"text":"F. Nelson Blount, the heir to the largest seafood processor in the United States, was an avid railroad enthusiast. When he was just seventeen years old he wrote a book on steam power. Acquiring the narrow-gauge Edaville Railroad in Carver, Massachusetts in 1955, he began amassing one of the largest collections of antique steam locomotives in the United States. In addition to the Edaville Railroad, Blount also ran excursions at Pleasure Island in Wakefield, Massachusetts and Freedomland U.S.A. in New York City. By 1964, another part of his collection housed at an engine facility purchased from the Boston & Maine at North Walpole, New Hampshire consisted of 25 steam locomotives from the United States and Canada, 10 other locomotives, and 25 pieces of rolling stock."}
+{"text":"The next year in 1964 Blount founded the Green Mountain Railroad to assume freight duties on the former Rutland line between Bellows Falls and Rutland. The MS&N began operating excursions over that trackage in 1964, and Green Mountain freight service began on April 3, 1965. Meanwhile, pieces of the Steamtown collection began to make their way from North Walpole to Riverside."}
+{"text":"F. Nelson Blount was killed when his private airplane collided with a tree during an emergency landing, in Marlboro, New Hampshire, on August 31, 1967. By that time a good deal of Blount's collection was controlled by the Steamtown Foundation and had been relocated to Riverside. The Green Mountain Railroad controlled the tracks that lay between Walpole, Bellows Falls and Chester, Vermont, which Steamtown was to use for its excursions. When Blount died most of the controlling stock of the GMRC was transferred to the president of the railroad, Robert W. Adams. The Green Mountain temporarily assumed passenger excursion operations from the MS&N. Now redundant, the Monadnock, Steamtown & Amusement Corporation ceased operations in December 1967 and was later dissolved in August 1971."}
+{"text":"In 1971, the Board of Health of Vermont issued a waiver to the GMRC for Vermont's air pollution regulations. The waiver permitted the operation of steam locomotive excursions between Steamtown's Riverside station at Bellows Falls, and Chester depot. In 1974, as the state of Vermont prepared for its celebration of the country's bicentenary, in which the Steamtown excursion featured prominently, the subject of the air pollution regulations came up again. The tourist attraction was operating on temporary permits that allowed it to operate excursions in Vermont. By 1976, the relationship between Steamtown and GMRC deteriorated as the two organizations fought over maintenance of the tracks, which were owned by the state of Vermont."}
+{"text":"When asked by McManus to describe the value of the Steamtown collection, Jim Boyd, editor of \"Railfan\" magazine said, \"Everything there is no longer obtainable anywhere, whether it is the \"Big Boy\" Union Pacific No. 4012 or the Rahway Valley No. 15, a nice-sized locomotive any museum would give a right arm for. Most of the other large collections do not have any serviceable equipment.\" McManus closed his argument for the relocation of Steamtown by pointing out, \"What is at stake is more than tourism and jobs. It is a significant part of America's past before the welder's torch is turned on the likes of the 1877 'Prince of Liege', the rare Union Pacific diamond stack, etc. The steel alone is worth $3 million.\""}
+{"text":"In June 1983, McManus wrote about Steamtown again, this time announcing that Scranton had taken his suggestion. He said that other cities in contention for the relocation were Springfield, Massachusetts, and Willimantic, Connecticut. \"But on May 24, Scranton signed a contract to get it, pledging to raise $2 million to cover the cost of moving 40 ancient steam engines and 60 cars, few of which are operable, and to create a museum.\" Steamtown sponsored its last Vermont excursion on October 23, 1983, using Canadian Pacific 1246 to pull a \"dozen or so cars\" on a round trip from Riverside station to Ludlow, Vermont."}
+{"text":"Before its move to Scranton, Steamtown, U.S.A. sold several pieces of the collection. After the facility was nationalized, several other pieces were sold or traded for pieces that were significant to the Scranton area. Some examples of the original collection are profiled below. In some cases, the pieces of equipment discussed here are still in the collection in Scranton, but several others are not. When possible the most recent information on the location of the equipment is provided."}
+{"text":"Rahway Valley No. 15 was built by Baldwin Locomotive Works, June 1916. It is a 2-8-0 Consolidation type locomotive. It was built for the Oneida & Western Railroad and wore the number 20 for that company. The railroad's initial purpose was to develop Tennessee's coal and lumber industry, but it became a short line that connected the Cincinnati, New Orleans and the Texas Pacific Railways between Oneida and Jamestown, Tennessee."}
+{"text":"In the mid-1930s the engine was purchased by Rahway Valley Railroad in New Jersey. Renumbered 15, the locomotive served primarily while the company's other locomotives were being serviced. The locomotive was the favorite of master mechanic Charles Nees. \"Perhaps not the most efficient engine, Rahway Valley No. 15 qualified as the line's most attractive.\" When it was retired in 1953, having been replaced with diesel power, No. 15 was put into well-protected storage until it was purchased by F. Nelson Blount in 1959."}
+{"text":"In 1979, the locomotive was renumbered \"1881\", painted black with silver stripes, and leased to a Hollywood company for use in the filming of the horror movie \"Terror Train\" (1979), starring Jamie Lee Curtis. In 1980, the locomotive was repainted with a color scheme used by Canadian Pacific in the 1930s. The black, gold, and Tuscan red paint job was popular with railroad enthusiasts and photographers. The number 1293 was also restored to the engine. In February 1982, the headlights, handrails, and cab roof of 1293 were damaged when the roof of a Steamtown storage building gave way to heavy snow."}
+{"text":"Although the \"Steamtown Special History Study\" reasoned that, since this type of locomotive had historically operated in New England, perhaps as far south as Boston, it qualified to be part of the federal government's collection, the Canadian native sat unused for 12 years following the move to Scranton. Ohio Central Railroad System purchased it in 1996, and it underwent a 13-month restoration. As of July 2010, Ohio Central Railroad has lost control of most of its holdings, but former owner, Jerry Joe Jacobson, maintained a collection of vintage equipment including CPR 1293 and her sister, CRP 1278, which is also a veteran of Steamtown, U.S.A. operational locomotives. No. 1293 is still operational as of October 2011."}
+{"text":"\"Big Boy\", a 4-8-8-4 type locomotive built by American Locomotive Company in November 1941, is among the world's largest steam locomotives and weighs . The Steamtown Special History Study recommended that it remain at Steamtown as it is the only articulated type in the collection. It also recommended that it remain on static display, as it was doubtful that the \"track, switches, culverts, trestles, bridges, wyes, turntables, and other facilities that would have to carry her [could] bear her great weight\". In fact, since the Steamtown turntable and roundhouse were inadequate for its size, Big Boy has remained out-of-doors since its arrival at Scranton, where it was still on display as of May 2015. As of 2019, the locomotive is undergoing cosmetic restoration."}
+{"text":"While at Steamtown, the Shay locomotive endured extensive damage when the building it was stored in collapsed under heavy snow in February 1982. The Shay's wooden cab was destroyed, but \"its sand dome, its headlight, its front number plate, its bell and bell hanger, whistle, and other components\" were missing before this incident. It was determined that it would remain at the National Historic Site as it was the only Shay and the only geared locomotive in the collection."}
+{"text":"Bevier & Southern Railroad No. 109 was built by Brooks in 1900. This 2-6-0 type locomotive served the Illinois Central Railroad under several numbers: 560, 3706 and 3719. As of July 2010 it is located at the Illinois Railway Museum in Union and referred to as Illinois Central 3719."}
+{"text":"This locomotive was built in 1903 by American Locomotive Company as a 2-8-0 Consolidation type. It was originally owned by Chicago Union Transfer Railway and numbered 100. It was sold to Illinois Central Railroad Company in 1904 and renumbered 641. The railroad, which dated back to 1851, operated miles of track between Chicago, Illinois and New Orleans, Louisiana. This locomotive pulled heavy freight in Tennessee and \"must have seen hard service, for reportedly the Illinois Central rebuilt it in 1918, modernizing it with a superheater, and possibly replacing the boiler and firebox\"."}
+{"text":"The only surviving locomotive of the Chicago Union Transfer Railway, No. 790 is the only Illinois Central 2-8-0 Consolidation type of its class to survive. \"About 146 standard gauge 2-8-0s survive in the United States, including Illinois Central No. 790\". The Steamtown National Historic Site retained this locomotive on the suggestion of the Steamtown Special History Study."}
+{"text":"No. 1 was once part of the Steamtown, U.S.A. collection. This type of locomotive was originally developed for use on the flat terrain of the prairie, such as the Great Plains of Kansas and surrounding states, and thus it was referred to as a Prairie-type locomotive. The Prairie locomotives were later used by lumber companies which operated on flat forest terrain. This locomotive was built specifically for the lumber industry and served several lumber firms in Florida."}
+{"text":"The Carpenter-O'Brien Lumber Company was incorporated in Delaware in 1913. The company, which operated in Florida, ordered this locomotive from Baldwin Locomotive Works, which completed it in 1914. Locomotive No. 1 was put into service at the company's Eastport sawmill in Florida. The locomotive, which could burn either coal or wood, was likely originally outfitted with a Rushton, or cabbage cinder catching stack. \"If so, a later owner apparently replaced the Rushton stack with the 'shotgun' stack now on the locomotive.\""}
+{"text":"After the United States entered World War I in 1917, the Carpenter-O'Brien Lumber Company was sold to Brooks-Scanlon Corporation. By 1928, Brooks-Scanlon was operating in four Florida counties and producing of lumber. This locomotive was probably used to haul logs into the mill from the woods or to switch the yard around the Eastport plant, or both. In the following years the locomotive changed hands four of five times between several interconnected Florida lumber firms."}
+{"text":"In 1959, locomotive No.1 was taken out of service by its then owner, Lee Tidewater Cypress, in Perry, Florida. It was sold to F. Nelson Blount in 1962 by the Lee Tidewater Cypress parent company, J.C. Turner Company. It was moved to Walpole, New Hampshire and then, across the Connecticut River, to Bellows Falls, Vermont where it stayed until the Blount collection was relocated to Scranton, Pennsylvania."}
+{"text":"Simons Wrecking Company No. 2 is an H.K. Porter, 0-6-0T steam engine built in 1941. The tank engine, which is oil fired, worked for the US Navy during World War II in Virginia as #14. Later the engine was put into service with Simons Wrecking Co. as No. 2."}
+{"text":"No. 1551 is a 4-6-0 type locomotive, was built by Montreal Locomotive Works, March 1912, and originally was numbered 1354 for the Canadian Northern Railway. Used primarily on Canadian commuter lines, the locomotive was renumbered 1551 in October 1956 and retired in 1958. Blount bought the engine and restoration was begun, but never completed. In 1986, Jerry Joe Jacobson traded a 1929 Baldwin Locomotive Works built shop switcher, Iron and Steel Company No. 3, 0-6-0, for No. 1551. It was restored and ran excursions for the Ohio Central Railroad until Jacobson lost control of the railroad. Jacobson still owns the locomotive. It is stored at Jacobson's \"Age of Steam Roundhouse\" in Ohio and remains operational."}
+{"text":"Canadian National Railways No. 96, 2-6-0 Mogul type, is also owned by Jerry Joe Jacobson. It was built in 1910 by the Canadian Locomotive Company and originally numbered 1024 for the Grand Trunk Railway, then 926 when Canadian National obtained it in a merger in 1923, CN renumbered it 96 in 1951. While owned by Blount, the locomotive was used for its parts. It was sold in the 1980s and went to Ontario. It was purchased by Jacobson in 1994 and as of 2009 is stored out of service."}
+{"text":"Canadian Pacific Railway No. 2816 was acquired by Blount in January 1964. It was built by Montreal Locomotive Works in 1930. The 4-6-4 Hudson, H1b class locomotive had logged over in 30 years of service pulling passenger trains between Winnipeg and Calgary, and Winnipeg and Fort William, Ontario. Later, 2816 served on the Windsor-to-Quebec City corridor. The locomotive's final run was on May 26, 1960, pulling a Montreal\u2013Rigaud commuter train. The \"Steamtown Special History Study\" recommended that the locomotive be kept in the collection, as it was the only 4-6-4 in the group, but the National Park Service sold it back to Canadian Pacific Railway, who restored it and put it back into service."}
+{"text":"In 1998, the Steamtown National Historic Site, which is funded by the federal government, began divesting itself of foreign equipment, including CPR 2816. Canadian Pacific Railway acquired it and undertook a 3-year, $1 million restoration which included converting it from coal-burning to oil. In 2001, renamed the \"Empress\", 2816 was used for pricy excursions between Calgary and Vancouver, British Columbia. After taking a year off in 2009, the Empress went on tour in 2010 offering rides to the general public across Canada. CPR donated the ticket proceeds to the Children's Wish Foundation. It subsequently remained in service until 2012, when then-CEO E. Hunter Harrison discontinued the steam program."}
+{"text":"The engine was removed from the Steamtown collection in 1995 and was moved to the Nevada Southern Railroad Museum at Boulder City, Nevada. The NSRM then loaned (and later transferred ownership to) the Western Pacific Railroad Museum in Portola, California."}
+{"text":"In 2004, the Western Pacific Railroad Museum traded the 737 to the Double T Ranch in Stevinson, California. The Double T has cosmetically restored the engine to its 1914 (SP #216) appearance, and placed it on display along with some antique passenger cars. This exhibit was dubbed as the \"History Train\", and offers \"excursion rides\". During these excursions, the train does not actually move, but sounds and motions that simulate a train ride are produced to create an illusion that the train is in motion."}
+{"text":"The National Railway Historical Society (NRHS) is a non-profit organization established in 1935 in the United States to promote interest in, and appreciation for the historical development of railroads. It is headquartered in Philadelphia, Pennsylvania and organized into 16\u00a0regions and 170\u00a0local chapters located in the United States, Canada, and the United Kingdom. The NRHS sponsors the popular RailCamp summer orientation program in partnership with Amtrak and the National Park Service, offering high school youth hands-on experience in the railroad industry."}
+{"text":"The NRHS was formed in Baltimore, Maryland on August 18, 1935, when railfans from Lancaster, Pennsylvania, Philadelphia, Trenton, New Jersey, and New York City gathered there for a farewell excursion on the then soon-to-be-abandoned Washington, Baltimore and Annapolis Electric Railway. Officers from railfan clubs in those cities decided to merge and form a national organization, which they dubbed the \"National Railway Historical Society\"."}
+{"text":"Leon Franks of the Lancaster club was elected the first chairman of the NRHS and William P. Hamilton III of Trenton was the first NRHS president."}
+{"text":"The NRHS has around 10,000\u00a0members as of October 2015 and is one of the largest rail historical societies in the U.S. The NRHS is a non-profit section 501(c)(3) organization. Al Weber of St Louis, Missouri, is currently national president . Its mailing address is: c\/o John K Fiorilla, Esq., Capehart & Scatchard PA, P.O Box 5016, Mt.Laurel, NJ 08054. The NRHS is \"a historical preservation charity\", with its future focus on education and preservation."}
+{"text":"The Society holds an annual national convention, featuring exhibits and excursions using historic railroad locomotives and rolling stock. It publishes the \"National Railway Bulletin\", a bimonthly membership newsletter containing articles, photos, and news about railroads, both past and present, as well as coverage of local chapter activities."}
+{"text":"The organization began a \"Railway Heritage Grants Program\" in 1991, to provide financial grants to \"organizations that educate, publish, and preserve railroad history to benefit future generations\", according to an NRHS news release. As described by the NRHS, projects assisted by the Railway Heritage Grants Program \"range from refurbishing historic railroad stations and restoring vintage steam locomotives for operating and museum display, to the cataloging and storage of historic railroad archives\"."}
+{"text":"The NRHS conducts two week-long \"Railcamps\" each summer for high school-age youth. The program offers firsthand experience of rail history and operations, offered in partnership with the National Park Service and Amtrak and other organizations and companies in the rail industry. In 2008, participants toured Steamtown's roundhouse and shops, operating some of the shop machinery. The youth also visited Amtrak's massive Wilmington, Delaware, maintenance facility, where they went inside locomotives and met with Amtrak employees to learn about railroad careers. One participant wrote afterwards in \"Trains\" magazine that, \"The experience truly increased my respect for the men and women who ... care for these huge machines.\""}
+{"text":"Typically, local NRHS chapters concentrate on railroad history in their specific geographic area. For example, Mid-Atlantic Region chapters are particularly interested in such lines as the Baltimore and Ohio Railroad, the Pennsylvania Railroad, the Western Maryland Railway, and the Maryland and Pennsylvania Railroad, all of which once operated in the region."}
+{"text":"In addition to the study and preservation of railroad artifacts, NRHS chapter activities may include periodic excursions using historic railroad equipment, such as steam locomotives. Some chapters are involved in restoration of rail equipment and structures . Others operate rail museums or own locomotives, such as the Central New York Chapter's two former Pennsylvania Railroad EMD E8 diesel locomotives. A few chapters even own and operate entire short-line railroads, such as the New Hope Valley Railway."}
+{"text":"The HeritageRail Alliance is an organization for promoting the interests of and sharing information among railway preservation groups and tourist railroads."}
+{"text":"This is a placeholder. Please describe the group's programs and services here."}
+{"text":"ARM was dedicated to the interests of railway preservation across North America in museums and other non-profit organizations."}
+{"text":"ARM published a quarterly newsletter, \"Railway Museum Quarterly\". ARM held periodic conventions in various locations around the United States and Canada to share information among the member organizations. Issues addressed included insurance, regulations, fund raising, marketing, operations, volunteers, restoration, maintenance, safety and recommended museum practices."}
+{"text":"TRAIN was formed to benefit tourist railways in the United States. It also had its own newsletter (\"Trainline\") and held regular conferences."}
+{"text":"Since there was overlap in the interests of railway preservation and tourist railroads, the ARM and TRAIN began a program of holding joint conferences. First begun as a pilot program with the 2006 ARM-TRAIN conference hosted by the California State Railroad Museum, beginning in 2010 all Spring and Fall meetings scheduled for the future will be held jointly."}
+{"text":"In 2011, it was decided to merge the two organizations into a single organization, the Association of Tourist Railways and Railway Museums (ATR&RM). In November 2012, a formal vote on the proposal was held, with the majority of the members voting in favor of the merger. In 2013, the Association of Railway Museums formally merged with the Tourist Railway Association, Inc. to become the Association of Tourist Railways and Railway Museums. The first Fall meeting of the new organization was hosted by the Orange Empire Railway Museum at Riverside, California in October 2013."}
+{"text":"It was quickly acknowledged that the name Association of Tourist Railways and Railway Museums while descriptive, was also ungainly. In 2017 it was decided to change the organization's name to the HeritageRail Alliance and update the branding and website accordingly."}
+{"text":"The Oregon Rail Heritage Foundation (ORHF) is a registered non-profit organization based in Portland, Oregon, United States. Composed of several all-volunteer groups dedicated to maintaining vintage railroad equipment, the ORHF is committed \"to secure a permanent home for the City of Portland\u2019s steam locomotives, preserve the Brooklyn Roundhouse, and establish a Rail and Industrial Heritage Museum.\u201d"}
+{"text":"At present, the ORHF is constructing a new restoration shop for the city's steam locomotives, the first of a multi-phase project aimed at housing them permanently. When the new Oregon Rail Heritage Center is completed, this will permit the ORHF to continue operating steam-powered excursions while openly displaying the locomotives to the public. Access to the locomotives is currently limited as the equipment is stored on the private property of the Union Pacific Railroad, out of visitors' reach. The ORHF is tasked with completing the construction of the engine house and moving the locomotives before UP razes its current roundhouse in mid-2012."}
+{"text":"The ORHF oversees the preservation of three city-owned steam locomotives: Southern Pacific 4449 (SP 4449), Spokane, Portland & Seattle 700 (SP&S 700), and Oregon Railroad & Navigation 197 (OR&N 197). All three engines were donated to the city in 1958 and displayed in Oaks Park in Southeast Portland until restored to operation (the 197's restoration is a work in progress). Each engine has its own cadre of volunteers dedicated to its upkeep. They also give Portland the distinction of being the only city in the United States to own operating mainline steam locomotives."}
+{"text":"In addition to these engines, several vintage passenger cars, formerly owned and operated by the Great Northern Railway and the Southern Pacific Railroad, are owned and maintained by Northwest Rail Museum and the Pacific Northwest Chapter of the National Railway Historical Society."}
+{"text":"The steam locomotives are stored in the Brooklyn Roundhouse (located in the Brooklyn neighborhood of Southeast Portland), in the middle of a former Southern Pacific yard now owned by Union Pacific. The roundhouse is in the midst of a needed expansion by UP on its intermodal facilities, necessitating the movement of the locomotives to a permanent location and the eventual demolition of the roundhouse. UP has stipulated that the roundhouse must be vacated by the end of June 2012, underscoring the ORHF's determination to build a new facility."}
+{"text":"The ORHF and its member groups are constantly working to organize an excursion train or special appearance by one of the steam locomotives, usually originating in Portland and running distances of up to 2,000 or more miles over the course of several days, weeks, or even months. Excursions are often planned months or years in advance in accordance with the destination, and dependent upon the approval of the host railroad(s). An excursion may be as brief as never leaving the Portland city limits, or as long as the SP 4449's journey to Owosso, Michigan for TrainFestival 2009, hosted by the Steam Railroading Institute."}
+{"text":"The holiday season is perhaps the most popular time for both viewing and riding, as the ORHF operates \"Holiday Express\" excursion trains pulled by the 4449 and\/or 700 on weekends in December. The Holiday Express has enjoyed enormous success to date with as many as 10,000 passengers each year; it has, in fact, recently become something of a tradition for many Portland-area families. Holiday Express trains run along the Oregon Pacific main line near the bank of the Willamette River, while children on board are greeted by Santa Claus and company."}
+{"text":"Over its seven years of operation, the Holiday Express has been instrumental in raising the needed capital for construction of the rail heritage museum. In 2011, the Holiday Express operated on the first two weekends of December, raising almost $75,000."}
+{"text":"The ORHF consists of the following groups:"}
+{"text":"Retired SP\/UP locomotive engineer Doyle McCormack serves as the ORHF's president; he has been the engineer and chief mechanical officer of the SP 4449 since its restoration in 1975. Former State of Oregon rail planner Ed Immel, who founded the Northwest Rail Museum in 1986, serves as vice-president. The volunteer members of the restoration groups spend several hundred hours each week doing mechanical or cosmetic work on the locomotives and rolling stock. The estimated value and quantity of volunteer labor comes to $2.5 million over 115,000 hours since 1975, and it has been often stated that every hour of operation is the result of 100 volunteer hours of work."}
+{"text":"About 150 people volunteer for the ORHF itself every year, mainly with the Holiday Express, National Train Day celebrations, and mainline excursion trains. While the ORHF on its own has no active part in equipment maintenance, it serves as a single point of contact with the City of Portland regarding the steam locomotives."}
+{"text":"Other partners supportive of ORHF's mission are Union Pacific and its Foundation, the Oregon Pacific Railroad, the Portland & Western Railroad, the Oregon Museum of Science and Industry, the Oregon Cultural Trust, the City of Portland, TriMet, M.J. Murdock Charitable Trust, Collins Foundation, BNSF Foundation, Candelaria Fund, Fred Meyer Corporation, Swindells Charitable Trust, Lamb Baldwin Foundation, and individual donors who have contributed over $1.23 million to date."}
+{"text":"The ORHF was formed in 1998 as the \"Roundhouse Task Force\" following UP's desire to expand its recently acquired Portland intermodal facilities, putting the future of the Brooklyn Roundhouse and its tenants at stake. Faced with the grim possibility of the locomotives being returned to non-operational outdoor display exposed to weather and vandalism, the foundation set about searching for a new piece of property upon which to construct a new engine house and visitors' center. The ORHF was granted 501(c)3 status in 2002 and began actively raising awareness of its mission at various public events, in addition to operating a number of excursions with the SP 4449 and SP&S 700."}
+{"text":"2003 saw many meetings and dialogues with parties concerned, including Portland city planners, community leaders, UP, and the Oregon Museum of Science and Industry (OMSI). Also in 2003, the ORHF partnered with Portland development firm Shiels-Obletz-Johnsen to examine the desired properties and develop a master plan for construction. The ORHF began work on its business plan, including an inventory of all equipment at the Brooklyn Roundhouse, in 2004. 2005 was the first year for the annual Holiday Express trains, operated over the OPR main line between Oaks Park and OMSI on December weekends; it was an immediate success with 5,200 passengers."}
+{"text":"At first it was hoped that the roundhouse could be dismantled and reassembled on the new site, but it has since been learned that a full preservation of the roundhouse will not be possible. However, the turntable \u2013 vital to the locomotives' operation \u2013 was slated to be moved to the new engine house. When the Portland City Council approved a loan of nearly $1 million for the purchase of the site on October 28, 2009, the ORHF hired the architectural services of Hennebery Eddy to design the new facilities. Portland Parks & Recreation then joined hands with the ORHF, with Lorentz Bruun Construction being hired as the engine house contractor."}
+{"text":"On October 22, 2010, ORHF President McCormack broke ground on Site 1 across the street from OMSI, for a new track to be laid for temporary storage of the Holiday Express train consist of vintage rail passenger cars. One year later, on October 21, 2011, Parks Commissioner Nick Fish, alongside McCormack and other Portland dignitaries, held a groundbreaking ceremony on Site 2 for the engine house itself with about 200 people in attendance."}
+{"text":"Since UP's decree to vacate the roundhouse, the ORHF has been actively seeking the support of the City of Portland, the general population, and rail enthusiasts worldwide to raise over $5 million for the new heritage center. A donation of the land from UP could not be agreed upon, prompting the ORHF to commence its \"All Aboard\" fundraising campaign in June 2009. Response has been greatly positive thus far, with the City of Portland providing a substantial loan and an anonymous donor giving $1 million to the campaign. Other foundations, grants, corporations and individuals have contributed thousands more."}
+{"text":"On July 27, 2011, the Portland City Council voted unanimously to extend the repayment of its loan through 2016 and approve new leases for property and parking."}
+{"text":"As of June 2012, the construction of the engine house has progressed steadily with foundation work, the pouring of the concrete floor, and in most recent weeks, the erection of the frame. The member groups are in the process of moving lighter equipment out of the Brooklyn Roundhouse and preparing to move the locomotives themselves by the end of the month. UP initially intended to close the roundhouse in January, but extended the deadline to June 30 to allow more time for the new house to be completed. When construction and move-in have been completed over the summer, the grand opening of the Oregon Rail Heritage Center is anticipated for early fall 2012."}
+{"text":"The center opened to the public on September 22, 2012."}
+{"text":"The Golden State Model Railroad Museum is an operating model railroad exhibit located in Point Richmond, California, within the boundary of the Miller\/Knox Regional Shoreline park. It is located in the Brickyard Cove area and features dozens of realistic city and country scenes, with trains from different eras running on several layouts in different scales. It is on the US National Register of Historic Places."}
+{"text":"As of September 28 2020, the museum remains closed indefinitely, due to the COVID-19 pandemic. No projected date of re-opening has been released."}
+{"text":"Previously based in Oakland, the East Bay Model Engineers Society, which builds and operates the layouts in the Museum, was founded in 1933 and is one of the oldest continually operating model railroad clubs in the country. Construction of the museum began in 1986."}
+{"text":"The Museum operates models ranging from the steam engines and classic passenger trains to today's modern diesel behemoths and Amtrak passenger trains."}
+{"text":"The 10,000 square foot exhibit includes O scale, HO scale and N scale models, replicating many California railroading locations."}
+{"text":"Track layouts include historic scenes such as the Oakland Mole, Oakland 16th Street stations ca. 1955, Martinez' John Muir trestle, Tehachapi Loop, Niles Canyon, and Donner Pass."}
+{"text":"The San Francisco Railway Museum is a local railway museum located in the South of Market area of San Francisco."}
+{"text":"This small museum features exhibits on the antique streetcars of the F Market & Wharves and national landmark cable cars that continue to run along the city's major arteries. The museum is located at the Don Chee Way and Steuart Station, across the street from the Ferry Building. Admission to the museum is free."}
+{"text":"In addition to the permanent collection of San Francisco railway artifacts from Market Street Railway Company and San Francisco Municipal Railway, the museum features exhibits such as a retrospective on the 1906 earthquake and a replicated end of the now extinct MSR '100-Class streetcar'."}
+{"text":"The museum is a project of the nonprofit Market Street Railway, Muni's historic transportation advocacy group and was opened on October 7, 2006."}
+{"text":"The Galveston Railroad Museum is a railroad museum owned and operated by the Center for Transportation and Commerce, a non-profit organization. The museum was established with funds from Galveston businesswoman and philanthropist Mary Moody Northen and the Moody Foundation."}
+{"text":"The museum is located at 25th and Strand in Galveston, Texas. It is housed in the former Santa Fe Railroad station, at the head of The Strand."}
+{"text":"The museum was damaged during Hurricane Ike, but has since reopened."}
+{"text":"North Texas Historic Transportation (NTHT) is an American non-profit volunteer organization focusing on the history of trolleys in the Fort Worth, Texas, area."}
+{"text":"The business address of NTHT is Post Office Box 861, Fort Worth, Texas 76101. NTHT does not have a public museum or operation yet, but seeks volunteers to help preserve its collection of authentic Fort Worth trolleys."}
+{"text":"When the Vought Airtrans automated people mover system that operated at Dallas-Fort Worth International Airport between 1974 and 2005 was retired, Cars #30 and #82 were donated to NTHT. The group also has cars and other equipment from the Tandy Center Subway which operated in downtown Fort Worth from 1963 to 2002."}
+{"text":"The George R. Henderson Medal was an award established by the Franklin Institute in honor of George R. Henderson in 1924, coinciding with a $2,500 fund for the award contributed by his wife. George R. Henderson served on the Franklin Institute's Committee on Science and the Arts from 1912 until 1921. The award was designated to go to individuals who made significant contributions to railroad engineering."}
+{"text":"In 1964, SRI International's William K. MacCurdy and Southern Pacific's William E. Thomford received the medal for achievements \"in the field of railway impact control and associated car design, with resulting benefits in reducing lading and rolling stock damage\"."}
+{"text":"Santa Susana Depot is a train station building located near the Santa Susana Pass in Simi Valley, California. Originally located on Los Angeles Avenue at Tapo Street, the depot opened in 1903. The Santa Susana Tunnel opened the next year, reducing the distance and transit time between Montalvo and Burbank on the Coast Route linking Los Angeles and San Francisco. Plans and construction for the building were based on Southern Pacific Railroad standard design Two Story Combination Depot No. 22. The depot served the community of Rancho Simi as a passenger station, telegraph office, and freight depot where farmers could deliver crops for shipping and pick up farming equipment delivered by the railroad."}
+{"text":"Due to lessening passenger traffic and changes in the shipment of freight, Southern Pacific closed the station in the early 1970s, leaving Santa Susana Depot empty and destined for demolition. The County of Ventura purchased the depot from the railroad for $1.06. In May 1975 the building was divided into three parts and moved by truck to county property two miles east of the site it was built on. The County of Ventura designated the building Landmark #29 in January, 1976."}
+{"text":"The current location is next to the same railroad right of way it once served. The building sat abandoned for several years suffering vandalism, and arson caused fire damage. A nonprofit organization was formed to restore the building and ready it for public use in conjunction with the Rancho Simi Parks and Recreation Department."}
+{"text":"The museum was opened to the public in 2000. The depot building now houses a railroad museum, an HO scale model railroad layout, and a public meeting room. The museum focuses on railroad history in the region and has many artifacts and historic photos on display. Along with the railroad related features, the museum also has a collection of materials related to the nearby Corriganville Movie Ranch. The railroad layout models the coast route between Los Angeles, California, and Portland, Oregon, with scenery that targets the early 1950s. The Santa Susana Railroad Historical Society designs, maintains, and operates the layout. Both the museum and the model layout are open on Saturdays and Sundays from 1 p.m. to 4 p.m. with the exception of holidays."}
+{"text":"United Railroad Historical Society of New Jersey"}
+{"text":"The United Railroad Historical Society of New Jersey, Inc. (or URHS of NJ) is a non profit educational organization directed at supporting the preservation of New Jersey's historical railroad equipment and artifacts for the proposed New Jersey Transportation Heritage Center or in its absence, another railroad museum in New Jersey."}
+{"text":"In order to coordinate resources, representatives from most of New Jersey's major railroad-interest organizations formed the URHS of NJ in 1987. URHS of NJ has been working toward rescuing potential items from scrapping and has been assisting in searching for the location of The New Jersey Transportation Heritage Center. The URHS of NJ expects to play a major role in its design, content and operation."}
+{"text":"The United Railroad Historical Society of NJ Inc. is located at 104 Morris Avenue in Boonton, NJ. The zip code is 07005\u20131314."}
+{"text":"The URHS board of directors is composed of representatives of 15 member groups. The purpose of this is to assure all participate equally in the decision making and activities and will be representative of all of the local railroad history community. Individuals may join any member organization or The Friends of the New Jersey Transportation Heritage Center to participate in URHS efforts. The URHS comprises the following 15 member groups:"}
+{"text":"A large part of the URHS collection was moved from the Lebanon and Ridgefield Park NJ storage locations to Boonton in 2010. With that accomplished the ability to do cosmetic restoration was greatly enhanced."}
+{"text":"The South Bay Historical Railroad Society is located in Santa Clara, California and operates the Edward Peterman Museum of Railroad History in the Santa Clara Depot, as well as the Santa Clara Tower and two other buildings."}
+{"text":"The depot is the oldest train station on the west coast. The track in front of the depot is the former Southern Pacific, currently Union Pacific, \"Coast Line\", and also UP's Newhall Yard, where freight trains are made up and change crews. Both passenger and freight trains pass the depot. They include Caltrain, the Altamont Corridor Express, the Amtrak \"Capitol Corridor\", the Amtrak \"Coast Starlight\", and various UP freight trains."}
+{"text":"Inside the museum there is a library, artifact displays, 2 large model railroad layouts (HO and N scale), and a boardroom that is available to rent. The museum is open on Tuesdays from 5PM to 8PM, and Saturdays from 10AM to 3PM."}
+{"text":"The Northern California Bluegrass Society (NCBS) and the South Bay Historic Railroad Society sponsor a free bluegrass and related music jam at the Edward Peterman Museum at the Santa Clara Historic Train Depot on most 2nd Saturdays of the month from 12-3pm."}
+{"text":"The US National Railroad Hall of Fame was established in 2003 and recognized by Congressional resolutions in 2003 and 2004. The main offices of the hall of fame are in Galesburg, Illinois."}
+{"text":"The National Railroad Hall of Fame has three categories for inductees:"}
+{"text":"Established in 1982, the California Trolley and Railroad Corporation (CTRC) is a 501(c)(3) non-profit organization with a mission to preserve and reflect the rich legacy of rail transportation in the Santa Clara Valley for the educational and recreational benefit of current and future generations."}
+{"text":"Among the numerous projects underway is the complete restoration of Southern Pacific 2479 and the static restoration of Southern Pacific 1215. The California Trolley and Railroad Corporation has restored for operation a number of historic trolley cars at History Park at Kelley Park. In August 2009 the Corporation opened the Happy Hollow line extension allowing trolley service to the Japanese Friendship Garden and the Happy Hollow Zoo in Kelley Park."}
+{"text":"A major undertaking is the creation of the San Jose Steam Railroad Museum with the focal point becoming the former six-stall Lenzen Roundhouse and turntable."}
+{"text":"The Pennsylvania Railroad Technical and Historical Society (PRRTHS) is a railroad historical society founded in 1974 and organized as a Pennsylvania non-profit corporation and recognized as a 501(c)(3) tax-exempt organization by the United States Internal Revenue Service."}
+{"text":"The Society defines its mission as bringing together those interested in the Pennsylvania Railroad and its predecessors and subsidiaries for the purpose of preserving and recording all information available about them."}
+{"text":"The society is recognized as the source for PRR information by railroad periodicals such as RailModel Journal,"}
+{"text":"The PRRTHS has published a quarterly illustrated journal, \"The Keystone\", since 1968. The journal contains researched articles on topics related to the PRR, as well as reader questions and answers, news items of PRR interest, and reviews of PRR-related publications."}
+{"text":"Volunteer Railroaders Association (aka VRA) is a New Jersey-based non-profit group of volunteers. The VRA runs fund-raising train rides for children in NJ. They operate and own six motor cars. One, is a rare Lehigh & New England Railroad Sheffield Corporation model 40B."}
+{"text":"The VRA members operate motor cars trips. The children's events are fundraiser are to benefit the creation of the NJ State Transportation Museum and other railroad related preservation activities. The VRA is a member of the NJ-based United Railroad Historical Society of New Jersey, aka URHS of NJ. Many local (NJ) chapters of the National Railway Historical Society are also members of the URHS of NJ."}
+{"text":"The VRA has quarterly meetings at 7:00 pm on the third Thursday of the month (February, May, August and November). Meetings are held at the St. Clements Church in Hawthorne, New Jersey."}
+{"text":"In the beginning this group had the honor of being the exclusive volunteer group for the Susquehanna 142 steam program in New Jersey in 1993 and were known as the Susquehanna Volunteer Association. When the New York, Susquehanna and Western Railway moved the program to New York this group was left with nothing to do. So the group decided to run passenger trains for the enjoyment of the public and to raise funds for local historic railroad related items. Since that time the group has run many trips carrying thousands of people. In 1997 the group changed its name to what it is today. This change was to better reflect what they are all about."}
+{"text":"The Boca Express Train Museum, operated by the Boca Raton Historical Society, is housed in a restored 1930 Florida East Coast Railway train station in Boca Raton, Florida. designed by Chester G. Henninger, built for Clarence H. Geist. It is located at 747 South Dixie Highway, off U.S. 1 (Federal Highway). On October 24, 1980, it was added to the U.S. National Register of Historic Places."}
+{"text":"Service on the line is planned to be restored by Virgin Trains USA (operating as Brightline), with a station north of the museum, scheduled to open in 2021."}
+{"text":"The Museum contains two restored and unique 1947 Seaboard Air Line streamlined rail cars, a dining and a lounge car, built by the Budd Company and listed on the National Register of Historic Places. The Boca Express Train Museum also includes a 1946 Atlantic Coast Line caboose and a 1930 Baldwin steam switch engine."}
+{"text":"The Boca Raton Historical Society put the Train Museum up for sale in 2017, saying that maintaining two historic buildings (the other is the Society's home, Boca Raton's first city hall) is draining the nonprofit's resources."}
+{"text":"PRR 460, nicknamed the \"Lindbergh Engine\", is a Pennsylvania Railroad E6s steam locomotive now located in the Railroad Museum of Pennsylvania, outside of Strasburg, Pennsylvania in the United States. It was built in 1914 and became famous after racing an aircraft to New York City carrying newsreels of Charles Lindbergh's return to the United States after his transatlantic flight in 1927. In the late 1930s, No. 460 was operated by the Long Island Rail Road, and the Pennsylvania\u2013Reading Seashore Lines in the early 1950s, before being retired in 1953. No. 460 is the only surviving locomotive of its class and was listed on the U.S. National Register of Historic Places in 1979. From 2010 to 2016, No. 460 underwent a restoration at the Railroad Museum of Pennsylvania."}
+{"text":"An experimental Model E6 was developed in 1910 and, after two other \"sample\" locomotives and four years of tests, it was found that the 4-4-2 Atlantic's speed equaled that of the larger 4-6-2 Pacific's. An additional 80 E6 locomotives were ordered with superheaters and classified as the E6s."}
+{"text":"No. 460 was the last of the E6s model to be built, out of a total of 80 locomotives. From their construction in 1914 until 1920, the E6s ran mostly on the corridor between New York City and Washington, D.C. After being replaced by the K4s model, the E6s locomotives were relegated to charter services because of their high speed."}
+{"text":"McCloud Railway No. 18 is a 2-8-2 \"Mikado\" type steam locomotive built by Baldwin Locomotive Works. The locomotive was purchased new by the McCloud River Railway Company in 1914 as a standalone purchase. No. 18 was bought by the Yreka Western Railroad in 1956 and bought back by the McCloud in 1998. It was restored to operation in McCloud during 1998 and operated there until it was sold in 2005 to Virginia and Truckee Railroad. The unit operated on the V&T until it was slated for FRA inspection in 2015. It is currently under restoration at the Virginia and Truckee."}
+{"text":"McCloud Railway #18 was built in October 1914 at the Baldwin Locomotive Works. The unit was sent to the Panama\u2013Pacific International Exposition in San Francisco during 1915. The display was jointly sponsored by McCloud Railway, Weed Lumber Company and Red River Lumber Company. The unit was then returned to McCloud, where it lived out most of its life. It has since been used in the film Water for Elephants."}
+{"text":"In 1956, as McCloud Railway was acquiring newer diesels from Baldwin, they retired their elderly steam locomotive fleet (including 18). The unit was sold (like many McCloud steam locomotives at the time) to Yreka Western Railroad, a small, power-starved railroad also in Northern California. The unit was operated with sister #19 at Yreka until 1964, when the unit suffered a cylinder failure on a special trip and was sidelined. The unit languished in Yreka until 1998, when the McCloud Railway bought the unit to assist 25 in railfan trips."}
+{"text":"The locomotive was restored to operation at McCloud in 1998, and quickly became the favorite unit as it was bigger and stronger than #25 and handled the large grades on the road better. In 2005, with the imminent demise of the McCloud Railway as a financial entity, the unit was sold to Virginia and Truckee Railroad as an excursion unit. They acquired the #18 in 2007, and it has been in use since 2010. It is slated to be renumbered to #31."}
+{"text":"Milwaukee Road 261 is a class \"S3\" 4-8-4 \"Northern\" type steam locomotive built by the American Locomotive Company (ALCO) in Schenectady, New York in July 1944 for the Chicago, Milwaukee, St. Paul and Pacific Railroad, often referred to as the \"Milwaukee Road\"."}
+{"text":"It was used for heavy mainline freight work until being retired by the railroad in 1956. Instead of being cut up for scrap, 261 was preserved and donated to the National Railroad Museum in Green Bay, Wisconsin in 1958. Today, the locomotive is owned, operated and maintained by Minneapolis-based nonprofit organization Friends of the 261, which runs occasional and seasonal excursion trains using the locomotive. The steam engine, restored in 1993, has logged more than under its own power since that time."}
+{"text":"Built by the American Locomotive Company in July 1944, 261 was originally operated by the Chicago, Milwaukee, St. Paul and Pacific Railroad, which was also known as the Milwaukee Road. The locomotive, weighing , is rated at a maximum of and maximum speed of , is coal fueled. It operated with the railroad pulling mostly freight trains on the eastern portions of the route and was assigned to the Milwaukee Division by March 1954. It was then retired in August 1956 and was eventually donated to the National Railroad Museum in Green Bay, Wisconsin. As the new museum's first acquisition, 261 was moved to the museum site in 1958."}
+{"text":"In 1991, the newly formed \"North Star Rail\" selected 261 for restoration for mainline excursions. It was selected for a variety of reasons. The engine was large enough to handle the expected trains at track speed. It featured several modern features for a steam locomotive, including easier to maintain roller bearings. It also already had its asbestos lagging removed, which is very expensive to remove for environmental and safety reasons. Finally, 261's relatively short 10 year service life meant that the engine's boiler is more pristine, meaning it would take less work to rebuild the engine."}
+{"text":"North Star Rail and the National Railroad Museum came to an agreement in November 1991 for a ten-year lease, which was later renewed ten years later. 261 was moved from Green Bay to Minneapolis to the GE shops at Humboldt Yard in September 1992. There, a full-time staff rebuilt the engine. Work progressed quickly, allowing for a hydrostatic test in June 1993, a test fireup in July, and the eventual restoration completion in September. After passing the FRA inspection on September 14, the engine deadheaded over Wisconsin Central Ltd. in time for its first public excursions on September 18\u201319, 1993. The engine later returned to its new home at the leased Burlington Northern Minneapolis Junction."}
+{"text":"The following year, 261 had an extensive season, including excursions on Wisconsin Central and the Twin Cities and Western Railroad. Notable events included \"Chocolate City Days\" excursions, campaign trains, a movie shoot painted as \"Lackawanna 1661\", running over CSX tracks for the famed \"New River Train\", and a wrap up celebrating the engine's 50th birthday in 1994."}
+{"text":"The year of 1998 presented 261 on its biggest assignment yet as it was the first steam engine to pull BNSF's Employee Appreciation Special. The engine led a BNSF locomotive and a dozen of BNSF's business fleet around the upper Midwest portion of BNSF's route. This brought the engine back to Chicago before heading north to North Dakota and Montana, then through Minneapolis into Iowa before the EAS concluded at Topeka Railroad Days. 261 ended the 1998 operating season after a few more days on BNSF tracks."}
+{"text":"In the following months, some major changes were made to the Friends of the 261's operations. With insurance being too high to charge reasonable ticket prices, the group decided to team up with Amtrak. Amtrak is self insured, so the added cost of excursion insurance was much less. However, Amtrak requires that all equipment meet Amtrak certification. The engine became the second steam engine to become Amtrak certified, and the Friends of the 261 began to buy or rebuild coaches that would meet Amtrak specifications. The first team up with Amtrak occurred in October 2003 with the engine's return to old Milwaukee Road tracks between Minneapolis to Winona, Minnesota. These trips have been repeated each year until 2011."}
+{"text":"261 ran an excursion from Minneapolis to Duluth via BNSF trackage in both 2005 and 2007."}
+{"text":"Three June 2006 excursions were launched from Milwaukee: A dinner train in Friday 23 to Sturtevant, Wisconsin, and Saturday and Sunday excursions (24th and 25th) to Wisconsin Dells. For these runs, the train was turned at New Lisbon. These excursions would be repeated in August 2008."}
+{"text":"In September 2006, 261 and its train visited Rock Island, Illinois as part of RiverWay 2006, a Quad Cities celebration of the 150th anniversary of the first railroad bridge across the Mississippi River in 1856. As part of the festivities, 261's train was coupled to a pair of Chinese-built QJ 2-10-2 steam locomotives for a trip to Homestead, Iowa, on September 15, 2006. The next day, 261 was added to run a \"triple-header\" from Rock Island to Bureau Junction, Illinois; then, on the following day, the QJs pulled the train, without 261, to Muscatine, Iowa, and back. Diesels were not used on any of these excursions."}
+{"text":"In September 2007, Canadian Pacific 2816 and 261 reunited for another doubleheader to Winona. No diesels or water cars were used on the trip. The Friends of the 261 had helped the Canadian Pacific Railway plan 2816's return to the United States, as well as providing half of the consist 2816 led."}
+{"text":"In 2009, the work on 261 was halted to concentrate efforts on Southern Pacific 4449. The famed \"Daylight\" was to participate in TrainFestival 2009, and the Friends of the 261 played a major part in the engine being able to participate. The group provided several passenger cars for 4449's excursion from Portland, Oregon, to Owosso, Michigan, that started on July 3, 2009, as well as TrainFestival 2009. After being away for three months, the 4449 arrived in Portland on October 20, 2009."}
+{"text":"In November 2009, the Friends of the 261 and the National Railroad Museum had problems with negotiations over lease agreements. The museum was asking too much for the Friends to pay, especially while in the middle of a large overhaul. The Friends of the 261 decided to end the lease with the National Railroad Museum citing the high costs, and began looking for another locomotive to restore."}
+{"text":"On September 29, 2012, 261 was test fired and ran under its own power once again for the first time since 2008."}
+{"text":"In April 2013, it successfully operated a test train on the Twin Cities and Western Railroad. It ran normally from Minneapolis and then operated tender-first back to Minneapolis."}
+{"text":"On May 11, 2013 (National Train Day), 261 ran on an excursion north from Minneapolis to Duluth, where it met Soo Line 2719 for the first time. 261 stayed in Duluth overnight and had a photo shoot with 2719. On May 12, 261 returned to Minneapolis. Amtrak P42DC #17 joined 261 for this trip."}
+{"text":"On October 12, 2013 261 made a round trip fall color excursion to Willmar, Minnesota. On October 13, 2013, 261 made a second round trip excursion to Boylston, Wisconsin. Amtrak P40DC #824 joined 261 for these trips."}
+{"text":"On September 27, 2014, 261 ran on a round trip Fall Colors Excursion to Duluth, returning to Minneapolis on September 28. The excursion traveled on BNSF's Hinckley Subdivision. Amtrak P42DC #174 joined 261 for this trip."}
+{"text":"In 2014, it operated the Inaugural \"North Pole Express\" in St. Paul."}
+{"text":"In October 2015, 261 attended the 2015 Railway Interchange Show in Minneapolis on October 4\u20137. On October 10, 261 pulled a daytime round-trip excursion to Boylston, WI, where it was wyed and returned to Minneapolis. The next day 261 did the same to Willmar, MN on October 11, but used a turntable to face forward for the return to Minneapolis. Amtrak's Phase IV heritage unit #184 joined 261 for both trips."}
+{"text":"261 traveled to St. Paul Union Depot under steam to be displayed along other equipment for \"Union Depot Train Days\", celebrating the 90th anniversary of the building. It was featured in a night photo shoot with Soo Line 2500, an EMD FP7."}
+{"text":"On June 4, 2016, 261 ran a round trip to Duluth, Minnesota, returning to Minneapolis on June 5. Amtrak has been power short as of recent, so 261 performed this trip on its own. In September 2016, 261 operated on Twin Cities and Western Railroad and Minnesota Prairie Line trackage. The Minnesota Prairie Line is former Chicago and North Western Railway trackage that originally belonged to the Minneapolis and St. Louis Railway. 261 operated as far west as Winthrop, Minnesota. It was the first time in 60 years that a steam engine operated on the Minnesota Prairie Line. The same route was operated in the fall of 2017."}
+{"text":"In October 2016, 261 operated three round trips from Minneapolis on the Twin Cities and Western Railroad, running on former Milwaukee Road tracks. 261 operated without a diesel helper except to be pulled back to Minneapolis as there were no places to turn the train around."}
+{"text":"In June 2017, 261 operated on the Red River Valley and Western Railroad in North Dakota."}
+{"text":"Due to changes made to Amtrak's policy for charter trains in 2018, 261 was unable to perform a majority of excursions, including an excursion to Duluth that was supposed to take place in June of that year."}
+{"text":"On September 8 and 9, 2018, Friends of the 261 operated two excursions for Fall Color and Gourmet Express where they operates west from Minneapolis to Glencoe, Minnesota on Twin Cities and Western trackage with a stop near Norwood Young America, Minnesota for the gourmet food and wine and a photo runby."}
+{"text":"On September 22, 2018, for the 25th anniversary of the first excursion in 1993, 261 pulled a special train for the annual convention of the American Association of Railroad Private Car Owners or AAPRCO."}
+{"text":"In May 2019, after an agreement settled in January, Friends of the 261 acquired former Milwaukee Road EMD E9 #32A from the Wisconsin and Southern Railroad, which is owned by Watco Companies. First showcased at Union Depot Day from May 31 to June 2, it pulled its first excursion on June 22, still painted in Wisconsin and Southern colors minus the former lettering."}
+{"text":"In June 2019, 261 pulled two excursions for the Milwaukee Road Historical Association convention being held in Minneapolis called 261 Hiawatha. On June 22, 2019, the train operated from Minneapolis to Brownton, Minnesota on the Twin Cities and Western. On June 23, 2019, the train traveled between Minneapolis and Norwood Young America on TC&W, then from Norwood to Winthrop on TC&W subsidiary Minnesota Prairie Line, a rare mileage trip for 261."}
+{"text":"On September 21 and 22, 2019, there were two excursions for the Gourmet Express."}
+{"text":"On March 11, 2021, a $200,000 proposal was made to convert 261 from burning coal to burning oil. However, this is not the first time an S3 class was converted to oil, as Nos. 262, 263, 267 and 269 were converted to oil in their revenue career."}
+{"text":"In December 2014, for two weekends, 261 operated out of St. Paul Union Depot pulling short trips decorated as the \"North Pole Express\". The train consisted of 4 coach class cars and operated on a long track on the Depot grounds. 261 even posed next to Canadian Pacific's Holiday Train when it also visited the depot."}
+{"text":"It reprised its role as the locomotive for the \"North Pole Express at St. Paul Union Depot\" in 2015, 2016, 2017 and 2018, operating two weekends in December."}
+{"text":"The Milwaukee Road's 4-8-4's were known for their distinctive Mars Light above the headlight, and 261 was no exception. When its second restoration was completed in 2013, it was put in its \"as delivered\" appearance, meaning that the Mars Light was not included on 261. In 2016, the light was reinstalled."}
+{"text":"Most 261 excursions are assisted by modern diesel-electric locomotives, required by Amtrak. These engines can help pull longer trains or provide motive power if 261 were to break down en route. The diesel also provides head end power for the passenger cars. In recent years, these have usually been GE P42DC locomotives. Sometimes, Amtrak heritage locomotives are requested, though such locomotives are not always available. In 2019, The Friends of 261 purchased a former Milwaukee Road EMD E9 to assist 261 for future non Amtrak insured excursions."}
+{"text":"Part of the success of the Friends of the 261 has been the purchase of numerous passenger cars for use on excursions. One that fans might recognize is the first tool car, the \"Earling\". The car was built by the Milwaukee Road as a \"Beaver-tail\" observation car in 1939, but was rebuilt into a tool car in 1959. The car was donated in 1992, and was the main tool car until 2003. The car's age made it expensive to upgrade to Amtrak specifications, so a new tool car, \"Grand Canyon\", was bought and repainted."}
+{"text":"Another notable passenger car is the \"Silver Palace\" Dome coach. It was formerly owned by Western Pacific for use on the California Zephyr. All of the Western Pacific dome coaches were sold to the original Auto-Train where the car worked, until service was discontinued in April 1981. \"Silver Palace\" passed through several owners, including the late country and western star Merle Haggard, and along the way was reconfigured into a lounge\/private car. Wisconsin Central Ltd. acquired the car for its former Algoma Central passenger service, and was conveyed to Canadian National Railway when they absorbed WC."}
+{"text":"The \"Fox River Valley\" was built in 1952 for the Pennsylvania Railroad's Congressional between New York and Washington as the parlor car \"Henry Hudson\". It was acquired by Amtrak in 1971, and converted to a buffet\/table car in 1986. After being sold by Amtrak, the car ran in charter service through Mid-America Railcar, wearing the names Henry Hudson and \"Keystone Grill\". Paxrail acquired the car in October 2013, and renamed it \"Warriors Rest\". Purchased in 2017 by Friends of the 261, the Warriors Rest was extensively refurbished into a luxury lounge car and renamed the \"Fox River Valley\"."}
+{"text":"The \"Golden Valley\" was built by Pullman-Standard in 1958 as a 73 foot baggage express car for Northern Pacific as #220. It ran on the North Coast Limited and Mainstreeter along with other Northern Pacific passenger trains. After it was retired, it was obtained by the St. Louis Steam Train Association, operator of Frisco 1522. It was repainted in the Frisco Meteor passenger train paint scheme and named \"Black Gold\". It operated with SL-SF until that locomotive was re-retired and the car was subsequently purchased by Friends of the 261."}
+{"text":"Non-Amtrak certified coaches include the \"Earling\" (1938), and the \"Milwaukee\" business car. Though the cars are not Amtrak certified, they are used for added capacity for non-Amtrak insured excursions. In addition, the Friends of the 261 owns a water car, #250002. The water car was once a tender used behind a Louisville and Nashville \"Big Emma\" 2-8-4, and later became a water car for the Southern and Norfolk Southern steam program. The water car was bought at an auction in 1995 when NS ended its steam program."}
+{"text":"Trains pulled by 261 usually feature the distinctive Skytop Lounge Cedar Rapids, created by the noted industrial designer Brooks Stevens, and built by the Milwaukee Road shops for \"Hiawatha\" service in 1948. This car, completely upgraded in 2004, and an interior restoration in 2014, is equipped with 24 Rota-Cline seats, 12 seats in the Solarium, and one drawing room\/kitchenette. It is commonly paired with a 54-seat full length dome, Super Dome #53, built by Pullman-Standard for Milwaukee Road in 1952."}
+{"text":"Here is a list of the cars now owned by Friends of the 261. All are painted in the Milwaukee Road's famed \"Hiawatha\" orange and maroon unless otherwise noted."}
+{"text":"The \"Glenbrook\" is a , Mogul type, narrow-gauge steam railway locomotive built by Baldwin Locomotive Works in 1875 for the Carson and Tahoe Lumber and Fluming Company's narrow-gauge railroad."}
+{"text":"The \"Glenbrook\" and its sister, #2, The \"Tahoe\" were built to haul cordwood and lumber from Glenbrook, Nevada on the east shore of Lake Tahoe to Spooner Summit, at the crest of the Carson Range. At the summit, the logs and lumber were put in a flume which carried it to the south end of Carson City. There it was loaded onto flatcars of the Virginia & Truckee Railroad which carried it to Virginia City for use in construction of the town, as mine timbers, and as boiler fuel."}
+{"text":"The area was fairly well logged out by 1890 and the Bliss family, the owners sold The \"Tahoe\" to the Nevada County Narrow Gauge Railroad (NCNG). In 1899, they took up the two lines and moved all of the equipment and rails to Tahoe City, California, on the northwest shore of the lake. From there they built a new railroad about to the Southern Pacific Railroad station at Truckee, California, just east of Donner Pass. The new line, the Lake Tahoe Railway and Transportation (LTR&T) carried freight and passengers and connected with the lake steamer SS Tahoe. The Bliss family sold the LTR&T to the Southern Pacific in 1926. The larger road immediately converted its new branch to standard gauge."}
+{"text":"The Bliss family had kept #1 out of the sale and stored it at Tahoe City until 1937 when they sold it to the Nevada County Narrow Gauge, which used it largely for parts for \"Tahoe\". The NCNG shut down in 1942, but Hope Bliss convinced her family to buy the locomotive back from the NCNG and presented it to the Nevada State Museum and to the Nevada State Railroad Museum where it underwent major work. It was announced that it would go back into service in May 2015 and was unveiled to the public on 23 May 2015."}
+{"text":"The \"Glenbrook\" was added to the National Register of Historic Places in 1981."}
+{"text":"Great Northern Railway 1355 is a standard gauge steam railway locomotive built by Baldwin Locomotive Works in 1909 for the Great Northern Railway in the United States. It was built as a 4-6-0, Ten-Wheeler, type, but it had an extensive rebuild in 1924 when it became a 4-6-2, Pacific, type. During its career, it pulled both freight and passenger trains, including the Great Northern's crack Empire Builder and Oriental Limited."}
+{"text":"It was built as one of 25 class E14 Ten-Wheelers and passed its inspections at the GN's Dale Street Shops in St. Paul, Minnesota on November 19, 1909. It spent its first ten years near Hillyard, Washington and then in 1919, was sent to Spokane, both in passenger service."}
+{"text":"On February 19, 1924, it returned to the Dale Street Shops for a major rebuild. It's not clear whether this was actually a rebuild or virtually a new engine. New parts included a Belpaire firebox, longer boiler, type A superheater, new solid leading wheels, a Delta trailing truck which made it a 4-6-2, new brakes, and one of its four conversions between oil and coal fuel. It left the shop on May 29 and was sent to the Willmar, Minnesota division for passenger work."}
+{"text":"The following January, it was back in the shop to receive a booster engine on its trailing truck. This was removed in 1929. It was renumbered again, to 1355, in April 1926 and converted from coal to oil. It was then dispatched to the Butte, Montana division, where it principally handled the Oriental Limited. It spent the last two years of its working life, 1953\u201355, hauling iron ore on the Mesabi Range."}
+{"text":"In late 1954, the city of Sioux City, Iowa asked the Great Northern for a steam locomotive. Sioux City was at very southern end of the GN's operations and in July, 1955, 1355 was delivered to the city. In 1995, the locomotive was moved to the former Milwaukee Road Shops and Roundhouse, where it has undergone extensive cosmetic restoration."}
+{"text":"It was added to the National Register of Historic Places in 2004 as Great Northern Railway Steam Locomotive No. 1355 and Tender 1451."}
+{"text":"Reading 2124 is a preserved American class \"T-1\" 4-8-4 \"Northern\" type steam locomotive that was built by the Reading Company in January 1947 using parts from \"I-10sa\" class 2-8-0 \"Consolidation\" type locomotive number 2044, which was originally built by the Baldwin Locomotive Works in 1924."}
+{"text":"The locomotive that became 2124 was originally built as Reading Company class \"I-10sa\" 2-8-0 \"Consolidation\" type locomotive number 2044 by the Baldwin Locomotive Works in 1924. Starting in 1945, Reading began building a new class of 4-8-4 \"Northern\" type locomotives using the boilers and fireboxes from the I-10sas, designating these new locomotive the T-1 class. 2044 underwent this rebuild in late 1946 and emerged in January 1947 as the number 2124."}
+{"text":"For the majority of its working life, the 2124 was used on freight trains, primarily coal trains throughout various parts of the Reading's network before being retired from active service in 1956."}
+{"text":"The 2124 was brought back into service in October 1959 to pull a series of railfan excursions known as the \"Iron Horse Rambles.\" In December 1959, shortly after the beginning of the Iron Horse Rambles, 2124 was filmed at the Central Railroad of New Jersey Terminal for the Mark Robson film, From the Terrace. In 1963, 2124's flue time ran out and it was retired from active service and was sold to locomotive collector and owner of Blount Seafood, F. Nelson Blount for his Steamtown, U.S.A., museum in North Walpole, New Hampshire, later relocated across the Connecticut River to Bellows Falls, Vermont."}
+{"text":"The 2124 was displayed in Vermont until Steamtown moved to Scranton, Pennsylvania, during the winter of 1983\u201384. In 1986, Steamtown was taken over by the National Park Service and became Steamtown National Historic Site. 2124 was placed on display near the entrance to the park and was one of the first things visitors would see upon entering the park. In 2010, the 2124 was removed from its longtime display spot and moved into Steamtown's back-shops in order to have its asbestos insulation removed. The 2124 also received a cosmetic restoration in 2019 and was returned to the parking lot display track."}
+{"text":"Great Northern 2584 is a 4-8-4 \"Northern\" type steam locomotive built by the Baldwin Locomotive Works in Philadelphia, Pennsylvania in March 1930 for the Great Northern Railway (GN) as a member of the S-2 class."}
+{"text":"The locomotive was built for fast passenger service and was assigned to pull the Great Northern's mainline passenger trains such as the \"Empire Builder\" and \"Oriental Limited\". It was then retired in December 1957 and donated to the Havre depot in Havre, Montana for display in May 1964. It is the sole surviving Great Northern S-2 Class \"Northern\", the sole surviving Great Northern \"Northern\" type and the largest surviving Great Northern steam locomotive."}
+{"text":"In late 1956, 2584 made its final run and was stored in a roundhouse in Superior, Wisconsin and had its journal boxes painted red and sat there for years."}
+{"text":"On August 9, 1945, No. 2584 was involved in a wreck, however, the locomotive was undamaged, as the rear of its train was rear-ended by sister locomotive No. 2588 at 45 mph. No. 2584's tender, however, had suffered from a hot box and has stopped at Petersburg, North Dakota and again at Michigan, North Dakota prior to the wreck. After the hot box and accident were resolved, both 2584 and 2588 were returned to service."}
+{"text":"2584 was retired in December 1957 and on March 21, 1958, the Great Northern had decided to hold it for historical purposes and it was eventually repainted to its original Glacier Green paint scheme. On May 15, 1964, the locomotive was put on display at the Havre depot in Havre, Montana and was dedicated there. As of today, it still resides there on display. It also has a marker describing the locomotive and the S-2 class in general on the engineer's side of the locomotive's tender."}
+{"text":"759 was built in August 1944 by the Lima Locomotive Works in Lima, Ohio for the New York, Chicago & St. Louis Railroad, better known as the \"Nickel Plate Road\". The 759 was one of 80 2-8-4 Berkshire type steam locomotives built for the Nickel Plate between 1934 and 1949 for fast freight duties. The Nickel Plate had 4 sub-classes of 2-8-4s corresponding to which order the locomotive was in, these were designated S through S-3, 759, is a member of the third order of 2-8-4s, classified S-2."}
+{"text":"Much of 759's original career on the Nickel Plate is obscure at best, but it is known that in May 1958, 759 entered the Nickel Plate's Conneaut, Ohio shops for a complete overhaul which turned out to be the last overhaul of a steam locomotive on the Nickel Plate. After the overhaul was completed, 759 was never fired up and instead was put into storage."}
+{"text":"759 was purchased by steam locomotive enthusiast, F. Nelson Blount on October 16, 1962 and subsequently moved to Steamtown, U.S.A. in North Walpole, New Hampshire with the rest of his collection. It would later be moved across the Connecticut River to Bellows Falls, Vermont."}
+{"text":"In 1967 a commodities broker from New York named Ross Rowland, who had previously leased another one of Blount's locomotives, made a deal that would return the 759 to service for steam powered fan trips hosted by Rowland's High Iron Company. 759 was taken to the Norfolk & Western Railroad's former Nickel Plate roundhouse in Conneaut, OH, the same place the 759 was last serviced. After a short restoration and subsequent testing, 759 pulled its first excursion for the High Iron Company on August 30, 1968 when she pulled a 15 car excursion to Buffalo, New York."}
+{"text":"In 1969, 759 was painted blue and gold for a special train celebrating the 100th anniversary of the driving of the golden spike. This train, dubbed the Golden Spike Centennial Limited, would take 759 as far away as Omaha, Nebraska. After returning home from the Golden Spike Centennial Limited, 759 was returned to her Nickel Plate Road livery and ran two excursions for Steamtown, one of which was to Scranton, Pennsylvania, Steamtown's future home."}
+{"text":"The 759 would join the rest of the Steamtown collection in 1984 when it was moved from Bellows Falls, Vermont to Scranton, Pennsylvania. After the move to Scranton, 759 would be placed on display in the former Delaware, Lackawanna & Western rail yard with the rest of the collection. In 1988, Steamtown and most of its collection became part of the newly formed Steamtown National Historic Site."}
+{"text":"Nickel Plate Road 759 is now a static display at Steamtown, more often than not being on display inside the refurbished DL&W roundhouse. 759 is easily seen from the walk way Steamtown put inside the roundhouse to allow visitors to see the work going on. It is also the largest locomotive in the roundhouse with only a foot or two of clearance at either end making it notoriously difficult if not impossible to get a photo of the whole locomotive."}
+{"text":"759 was one of the two American built steam locomotives considered by Steamtown to be restored to operating condition, the other being Boston and Maine 3713, which was ultimately chosen over 759, most likely due to clearance issues on the turntable (in order for 759 to fit, all of the safety railings that surround the turntable pit in the areas open to visitors have to be removed)."}
+{"text":"In 2010, 759 was among the several steam locomotives in Steamtown's collection to undergo removal of her asbestos insulation. Asbestos was used by railroads and locomotive manufacturers as boiler insulation. In addition to having the asbestos removed, 759 had all new jacketing (cladding in UK terminology) applied as well as her bell, which had been in storage re-installed."}
+{"text":"While it is possible to restore 759 to operational condition, Steamtown has stated that they have little interest in restoring 759, citing that it is too large for their use and that another Nickel Plate Road 2-8-4, No. 765, is already operational. For now, 759 sits safely on display out of the elements in Steamtown's roundhouse, being the largest non-articulated steam locomotive at the Steamtown National Historic Site in Scranton, Pennsylvania."}
+{"text":"The Oregon Pony was the first steam locomotive to be built on the Pacific Coast and the first to be used in the Oregon Territory. The locomotive, a geared steam 5' gauge locomotive with 9\"X18\" cylinders and 34\" drivers, was used in the early 1860s to portage steamboat passengers and goods past the Cascades Rapids, a dangerous stretch of the Columbia River now drowned by the Bonneville Dam. Steamboats provided transportation on the Columbia between Portland, Oregon and mining areas in Idaho and the Columbia Plateau. Portage was also necessary at other navigation obstructions, including Celilo Falls."}
+{"text":"San Francisco's Vulcan Iron Works built the wood-burning engine in 1861 for $4,000. Weighing only 8 tons and only 14.5 feet long, the \"Oregon Pony\" arrived in Oregon in 1862 and made her initial run on May 10, 1862 with engineer Theodore A. Goffe at the throttle. It replaced flat cars running on rails, equipped with benches for passengers and pulled by mules for 4.5 miles over iron-reinforced wooden rails for the Oregon Portage Railway. Shortly after the \"Oregon Pony\" was put into service, canopies were added to protect the passengers and their goods from the hot, sooty water that rained down on everything as the locomotive operates. The engine moved nearly 200 tons a day between the Cascades and Bonneville."}
+{"text":"The railway was bought by Oregon Steam Navigation Company (OSN). The company consolidated its Cascades rail portage monopoly on the Washington side of the Columbia River and moved the \"Oregon Pony\" to The Dalles, where it may have been used for portages around Celilo Falls."}
+{"text":"In 1866, OSN sold the locomotive and it was returned to San Francisco for work filling and grading the streets of that city. After the \"Oregon Pony\" was damaged in a 1904 fire, the owner partially restored it and donated it to the Oregon Historical Society in Portland, Oregon. It was displayed at the 1905 Lewis and Clark Exposition and afterward at the Albina Railyard. In the 1930s, the \"Oregon Pony\" was moved to Union Station; it was returned to Cascade Locks in 1970. The Port of Cascade Locks funded a 1981 restoration and built a permanent, covered display."}
+{"text":"The \"Oregon Pony\" is currently owned by the State of Oregon and is preserved in a climate controlled exhibition chamber next to the Cascade Locks Historical Museum at the Marine Park, Cascade Locks. In February 2016, \"Trains Magazine\" reported that the Union Pacific Railroad donated $10000 for a new shelter for the \"Oregon Pony\"."}
+{"text":"A decade later, 6325 had sat in static display with very little maintenance. In 1985, fundraising began to restore the engine. The locomotive, the siding it sat on and the fence surrounding it were all sold for $1 to 6325 Turntable, Inc., a nonprofit organization founded to restore it. After moving it in October 1986 from its display location to a track at Franklin Iron & Metal Co., work soon began to restore the locomotive to operable status. In 1992 the small Michigan restoration group was notified by the GTW\/Canadian National railroad that 6325 would have to be moved from its current siding. With little volunteers, low money and no place to call home, the Greater Battle Creek foundation was through."}
+{"text":"In stepped Jerry J. Jacobson of the Ohio Central Railroad System (OHCR) who purchased 6325 in 1993 and moved it to OHCR's steam shops at Morgan Run. But it wasn't until 1998 that restoration efforts began and on July 31, 2001, 6325 moved for the first time under its own power in 42 years. Jacobson sold his interest in OHCR in 2008, kept his vintage locomotives and began construction on large roundhouse, the Age of Steam Roundhouse, in Sugarcreek, Ohio, in order to house his collection. As of March 2012, No. 6325 remains in Jacobson's collection."}
+{"text":"6325 has one surviving sister engine, GTW 6323, which is famous for being the last GTW steam engine to run on GTW rails, under GTW ownership. GTW 6323 is on display at the Illinois Railway Museum in Union, Illinois."}
+{"text":"GTW 6327 was another well known sister engine, the 6327 is known for being the last steam engine to run in Port Huron, Michigan, as well as pulling the last steam train there. 6327 was among the last of GTW's steam engines still operating when the railroad dieselized in 1960 and it was scrapped that year."}
+{"text":"Soo Line 353 is a restored 0-6-0 type steam locomotive of the Minneapolis, St. Paul and Sault Ste. Marie Railway (\u201cSoo Line\u201d) B-4 class. It is now owned & operated by WMSTR (Western Minnesota Steam Threshers Reunion) every Labor Day weekend."}
+{"text":"In 1965, it was donated to the Minnesota Transportation Museum, where it was stored until 1972 when it was sold to the Western Minnesota Steam Thresher's Reunion, whose volunteers restored it to operation in 1978 for use during their threshing show at Rollag, Minnesota."}
+{"text":"Santa Fe 2926 is a former Atchison, Topeka and Santa Fe Railway (ATSF) class 2900 4-8-4 \"Northern\" type steam locomotive originally built in 1944 by the Baldwin Locomotive Works. This locomotive was part of the last group of steam passenger locomotives built for the Santa Fe railway. This class of locomotives were the heaviest 4-8-4's built in the United States and among the largest. The railroad used the locomotive in both fast freight and passenger service, accumulating over one million miles of usage before its last revenue run on December 24, 1953. The locomotive and a caboose were donated to the City of Albuquerque, New Mexico in 1956 in recognition of the city's 250th anniversary, and placed in Coronado Park."}
+{"text":"The city displayed the locomotive as a static exhibit in the park until it was sold to the New Mexico Steam Locomotive and Railroad Historical Society on July 26, 1999. On June 23, 2000, the locomotive was moved by Messer Construction Company to a BNSF Railway rail siding just south of Menaul Boulevard. Subsequently, in May, 2002, the locomotive was moved by the railroad to its current location near the intersection of 8th Street and Haines Avenue where it is undergoing restoration to operating condition by the Society. When the restoration is completed, No. 2926 will be the largest operating 4-8-4 \"Northern\" type steam locomotive in the United States. Norfolk and Western 611 is currently the largest operating 4-8-4 \"Northern\" type locomotive."}
+{"text":"On February 11, 2016, House Memorial 100, introduced by Don L. Tripp, and adopted by the New Mexico State Legislature recognized the Santa Fe No. 2926 steam locomotive as New Mexico's steam locomotive and a representative of the Railroads' contributions to the economic and cultural growth and stature of New Mexico."}
+{"text":"In January 2018, it was reported that the restoration was nearing completion and that the locomotive could potentially be operational by the end of the year. As of that date, NMSL&RHS members had put in 166,000 hours of volunteer labor and spent over $2.8 million on the project."}
+{"text":"On August 20, 2018, the boiler of ATSF No. 2926 was fired up for the first time in 63 years. The locomotive was scheduled for a test run on March 20, 2020, when it would move under its own power for the first time since 1953. However, that event and most other restoration efforts were suspended due to the COVID-19 pandemic in New Mexico."}
+{"text":"The locomotive has been listed in the National Register of Historic Places since October 1, 2007."}
+{"text":"E.J. Lavino and Company No. 3 is an inoperable steam locomotive preserved at Steamtown National Historic Site. It was built by the American Locomotive Company in 1927 as Poland Springs Railroad No. 2. No record exists that the locomotive was ever delivered to Poland Springs. In any case, it is known to have been sold to the E.J. Lavino Steel Company of Sheridan, Pennsylvania sometime by 1949. In 1966, the locomotive was donated to F. Nelson Blount and Steamtown, U.S.A. in Bellows Falls, Vermont in 1966. A sister , E.J. Lavino and Company 10, is at the Pacific Southwest Railway Museum."}
+{"text":"Southern Pacific #8 is a narrow-gauge steam locomotive, built by Baldwin Locomotive Works in August 1907."}
+{"text":"It was originally built for the Nevada\u2013California\u2013Oregon Railway as their second #8, and was sold to Southern Pacific in 1929. She spent the rest of its career hauling passengers and freight along Southern Pacific's Keeler Branch. The locomotive, along with sisters #9 and #18 were nicknamed \"The Desert Princesses\", having served the desert areas of Nevada and California."}
+{"text":"In 1954, an GE 50 Ton diesel locomotive was purchased, relegating steam power on the Southern Pacific's narrow-gauge line to backup duty. Locomotive #8 was retired in 1955 after 48 years of service and donated to the State of Nevada. It is now preserved and on display in Lillard Park at Sparks, Nevada."}
+{"text":"Southern Pacific 2472 is a 4-6-2 heavy \"Pacific\" type steam locomotive built by the Baldwin Locomotive Works for Southern Pacific Railroad (SP) in 1921. SP No. 2472 is one of three surviving Southern Pacific 4-6-2 Pacific locomotives, the other two bring Nos. 2467 and 2479. The 4-6-2 designation means it has 4 leading wheels, 6 driving wheels, and 2 trailing wheels."}
+{"text":"SP 2472 and the other \"Pacific\" locomotives served the \"Overland Route\" from Ogden, Utah, to Oakland, California. On November 30, 1929, SP's Ogden shops added a feedwater heater to the locomotive, which increased its overall weight to . SP 2472 again underwent a rebuild at SP's Bayshore shops in Brisbane, California (San Mateo County), completed on November 26, 1940, which increased its boiler pressure to and its tractive effort to ."}
+{"text":"After being replaced by the 4-8-2 \"Mountain\" type locomotives, 2472 and all other Pacific locomotives were sent to work Sacramento-Oakland passenger trains and San Francisco-San Jose commute trains, along with occasional freight service. This locomotive was retired from regular revenue service on February 7, 1957, during Southern Pacific's dieselization, and on April 10, 1959, 2472 was donated to San Mateo County, which put the unit on static display at the San Mateo County Fairgrounds. It remained there until 1976 when a group of volunteers decided to restore the locomotive."}
+{"text":"Restoration work was completed in May 1991 just in time to participate in \"Railfair 91\", which took place in Sacramento, and featured other famous steam locomotives, such as Southern Pacific GS-4 4-8-4 \"Northern\" 4449, Union Pacific FEF-3 4-8-4 844, Union Pacific 4-6-6-4 \"Challenger\" 3985, Union Pacific 0-6-0 4466, and British Great Northern Railway J13 0-6-0 tank locomotive 1247. In the 1990s and early 2000s, 2472 pulled several excursions and Caltrain specials such as the \"Toys for Tots\", and double-headed on an excursion in 1992 (during the NRHS Convention) with the 4449."}
+{"text":"SP 2472 received Federal Railroad Administration-mandated boiler work at Hunters Point Naval Base in San Francisco, during 2005\u201306 when the Golden Gate Railroad Museum (GGRM) was located there. The GGRM and all other tenants at Hunter's Point had to leave the former navy base in 2006 due to redevelopment. The initial equipment move took place in February 2006, although an extended lease on the shop building allowed work to continue on 2472 for ten more months. On December 31, 2006, SP 2472 and the remaining pieces of GGRM rolling stock completed relocation to the Niles Canyon Railway located in Sunol, California, on the east side of San Francisco Bay."}
+{"text":"The locomotive became serviceable in February 2008, and was stored in Niles Canyon at the Brightside Yard between operations. SP 2472 has operated in Niles Canyon, usually on Memorial Day weekends and Labor Day weekends, and on other dates as announced."}
+{"text":"In Spring 2015, the Golden Gate Railroad Museum announced that they will be leaving Niles Canyon and SP 2472 would pull the last excursions in Niles Canyon on the 2015 Labor Day weekend. The relocation move of SP 2472 to the Northwestern Pacific Railroad in Schellville, California started on March 1, 2020 when the P-8 Pacific-type steam locomotive, along with two former Southern Pacific Railroad diesel locomotives (both in operating condition) that belong to GGRM, were towed by two Union Pacific locomotives towards Schellville. The remaining pieces of GGRM rolling stock will also be moved from Niles Canyon to Schellville at a date yet to be announced."}
+{"text":"Atchison, Topeka & Santa Fe No. 5 \"Little Buttercup\" (former ATSF #2419, Santa Fe Terminal #1) is an 0-4-0 steam locomotive."}
+{"text":"\"Little Buttercup\" was originally built in 1899 by the Baldwin Locomotive Works as an 0-4-0 saddle tank locomotive for the Santa Fe Terminal Railway as their #1. The SFT was a subsidiary of the Atchison, Topeka & Santa Fe Railway, operating under the moniker of the San Francisco & San Joaquin Valley Railway, was designed to run a terminal operation in the China Basin around San Francisco, California. It was absorbed into the ATSF system in 1902, and SFT #1 became ATSF #2419. She was then moved to the shops at Needles, California to work there as the \"shop goat,\" and was renumbered at least 3 more times till finally running with the road number #9419 in 1948."}
+{"text":"That same year was the Chicago Railroad Fair, and Santa Fe had chosen #9419 to be their exhibition engine. She was rebuilt into a tender engine with an 1800s \"Old West\" style appearance with a diamond smokestack, gaining the #5 and the name \"Little Buttercup,\" after a 4-4-0 locomotive that had previously carried the name. That one had been scrapped in 1899. After 1948, the Santa Fe had kept \"Little Buttercup\" in storage, along with some ancient wooden coaches, for exhibitions and special events. She was the star a few commercials for the ATSF, even starring with Randolph Scott in the 1951 film \"Santa Fe\" where she was driven by a Native American chief."}
+{"text":"\"Little Buttercup\" was eventually donated with the rest of the ATSF's historical collection to the California State Railroad Museum in 1986, where she attended their famed \"Railfair\" event the same year. The locomotive is now on long-term loan to the California Trolley and Railroad Corporation, and is currently on display in their Trolley Barn at the History Park at Kelley Park."}
+{"text":"Flagg Coal Company 75 is a 0-4-0 saddletank steam locomotive built for the Flagg Coal Company in 1930. Restored and owned by John and Byron Gramling, the engine was loaned in 2002 to the Steam Railroading Institute where it is used for demonstrations and for powering train rides and excursions. Originally numbered Flagg Coal Company 2, the locomotive's number was changed to 75 when it was sold to the Solvay Process Quarry in 1935. It never actually wore \"Flagg Coal Company 75\" during its service life."}
+{"text":"Flagg Coal Company 75 has traveled around the country to operate, give demonstrations and educate the public about steam locomotive operation and history. The locomotive has made a few historic appearances, such as being the first steam locomotive to operate in Port Huron, Michigan, since the early 1960s."}
+{"text":"Atlantic was the name of a very early American steam locomotive built by inventor and foundry owner Phineas Davis for the Baltimore and Ohio Railroad (B&O) in 1832. It is in fact the first commercially successful and practical American built locomotive and class prototype, and Davis' second constructed for the B&O, his first having won a design competition contest announced by the B&O in 1830."}
+{"text":"Built at a cost of $4,500, the \"Atlantic\" weighed and had two vertical cylinders. It was commissioned after Davis' entry had won the competition for a steam locomotive design, but the contract was awarded to the inventor of the Tom Thumb; when the five locomotives commissioned failed the contracted delivery, B&O bought out the patents. A few of these were incorporated in the Atlantic by Davis, whether by specification or because Davis wanted them is unclear. The locomotives he delivered before his death in 1835 were the first commercially feasible, sufficiently efficient coal burning steam locomotives produced domestically in the United States and placed into traction service."}
+{"text":"Ox teams were used to convey the engine to Baltimore, where it made a successful inaugural trip to Ellicott's Mills, Maryland, a distance of . Nicknamed the 'Grasshopper' for its distinctive horizontal beam and long connecting rods, the locomotive carried of steam and burned of anthracite coal on a trip from Baltimore. Satisfied with this locomotive's operations, the B&O built 20 more locomotives of a similar design at its Mt. Clare shops in Baltimore. Despite this success, the \"Atlantic\" prototype engine was scrapped in 1835 after the death of Phineas Davis. The reason was unclear."}
+{"text":"Southern Pacific Lines number 975 is a 2-10-2 type of steam locomotive, built in 1918 by American Locomotive Company at the former Brooks Locomotive Works plant in Dunkirk, New York. It entered service on Southern Pacific subsidiary Texas and New Orleans Railroad in March 1918, where it worked until its retirement in 1957."}
+{"text":"The T&NO donated the locomotive to the city of Beaumont, Texas, on February 2, 1957, with the project spearheaded by then Mayor Jimmie P. Cokinos. 975 is now preserved in static display at the Illinois Railway Museum in Union, Illinois. It is one of only two Southern Pacific locomotives of this wheel arrangement to be preserved; the other is 982 moved to Union Station, Minute Maid Baseball Park in Houston, Texas in 2005."}
+{"text":"Chesapeake & Ohio Railway 2755 is a standard gauge steam railway locomotive of the 2-8-4 type, called \"Berkshire\" by most US railroads, but \"Kanawha\" by the Chesapeake & Ohio (C&O). It is one of a total of ninety built by"}
+{"text":"ALCO (which built seventy) and Lima (which built the remaining twenty, including 2755) between 1943 and 1947."}
+{"text":"A Berkshire type was the first of the Lima Super Power locomotives in 1925 and these followed in that tradition, with all the latest equipment -- Schmidt superheater, Elesco feedwater heater, booster on the trailing truck, roller bearings, and so forth. They carried Baker valve gear, which the C&O preferred to the simpler and much more widely used Walschaerts valve gear."}
+{"text":"It spent its nine-year working life hauling coal on the various mine branches out of Logan, West Virginia, usually to the Ohio River at Russell, Kentucky. Its last known run was from Handley, West Virginia, to Russell on January 18, 1956."}
+{"text":"After refurbishing at the Huntington, West Virginia, shops in the fall of 1960, it was delivered to its present location in Chief Logan State Park in March 1961. It was seriously vandalized in the late 1970s or early 1980s, with the glass broken and gauges stolen or destroyed. It has been repaired and fenced for protection. The Island Creek Model Railroad Club acts as curators."}
+{"text":"The locomotive was added to the National Register of Historic Places in 2006 as Chesapeake and Ohio 2755 Steam Locomotive."}
+{"text":"The Canadian National \u00a047 is a preserved class \"X-10-a\" 4-6-4T type tank locomotive located at Steamtown National Historic Site in Scranton, Pennsylvania. It is one of only three preserved CN 4-6-4Ts (CN \u00a049 at the Canadian Railway Museum in Delson, Quebec and CN \u00a046 at Vall\u00e9e-Jonction, Quebec) and is the only Baltic-type suburban tank locomotive remaining in the United States."}
+{"text":"The locomotive was put on static display in North Walpole after its last run and was later moved across the Connecticut River with the rest of the Steamtown, U.S.A. collection to Bellows Falls, Vermont. \u00a047 was later moved with the rest of the collection to the Steamtown National Historic Site in Scranton, Pennsylvania, where it currently remains on static display today."}
+{"text":"The Santa Fe 2900 Class was a series of 30 4-8-4 Northern type steam locomotives built between 1943 and 1944 for Atchison, Topeka and Santa Fe Railroad and pulled freight and passenger trains until retirement in the mid to late 1950s."}
+{"text":"Today, six 2900s survive, with most on static display and one, No. 2926, being restored to operating condition. Once fully restored, it will be the largest operating 4-8-4 Northern type steam locomotive in the United States."}
+{"text":"Being built during World War II, wartime shortages of material resulted in ordinary metals being used for their construction. This resulted in the class being the heaviest Northerns ever built. They out-weighed their nearest rivals by over 2000 pounds. They have Timken roller bearing on all axles."}
+{"text":"Though they were designed to haul passenger trains, wartime exigencies required that they haul freight until the war ended. After the war, they hauled passenger trains such as the Scout and Grand Canyon Limited. After diesels took over, the class was retired by 1959."}
+{"text":"The Reuben Wells is a steam locomotive in the permanent collection of The Children's Museum of Indianapolis located in Indianapolis, Indiana, United States. Beginning in 1868, it operated for 30\u00a0years in Madison, Indiana, pushing train cars up the steepest \"standard-gauge main-track grade\" in the United States."}
+{"text":"The \"Reuben Wells\" is a helper locomotive that was built in 1868. It was designed to push train cars up the 5.89% incline of Madison Hill in Madison, Indiana, the steepest segment of main-track in the United States. Weighing , it was the most powerful locomotive in the world at the time. It is long. The locomotive is named after its designer, engineer Reuben Wells."}
+{"text":"After the \"Reuben Wells\" was completed in the railroad shops in 1868, it pushed train cars up Madison Hill for thirty years before it was retired in 1898. It stayed in reserve for another seven years before it was retired permanently and sent to Purdue University in 1905. In the years that followed the \"Reuben Wells\" was included in several exhibitions, including the Chicago World's Fair in 1933\u201334 and the Chicago Railroad Fair in 1948\u201349. Afterward, it remained in Pennsylvania at Penn Central Railroad Company railroad yards. In 1968, the \"Reuben Wells\" was brought back to Indiana, where it was placed on permanent display at the Children's Museum of Indianapolis."}
+{"text":"No. 1309 was built from a 40-year-old design, with mechanical lubricators, stoker, and superheater, the last of a series of 2-6-6-2s that the C&O began in 1911. A very similar design, the USRA 2-6-6-2, was chosen by the United States Railroad Administration as one of its standard designs thirty years earlier during World War I."}
+{"text":"The Chesapeake and Ohio ordered 25 of these engines in 1948 to pull coal trains. When coal production dramatically fell due to labor unrest in 1949, the order was revised to just ten engines (numbered 1300 to 1309), and 1309 became the last domestic steam locomotive built by Baldwin."}
+{"text":"The Western Maryland's restoration, which began in July 2014, includes returning all parts to meet or exceed original specifications. The railroad claims the engine will be \"better and more reliable than it was in 1949\". The engine and tender were disassembled and then rebuilt with new parts where necessary. The engine's cab and floors were among the pieces replaced."}
+{"text":"In April 2016, Western Maryland Scenic Railroad No. 734, an ex-Lake Superior and Ishpeming 2-8-0 \"Consolidation\" type, was taken out of excursion service, as it was about due for a 1,472-day boiler inspection required by the Federal Railroad Administration. Without a steam locomotive to operate or maintain, most of the railroad's money would be focused on 1309's proceeding restoration work."}
+{"text":"In early January 2017, the railroad said the reassembly process at the shop in Ridgeley, West Virginia would begin that month and announced that the inaugural trip of the restored engine would be on July 1, 2017; it began selling tickets for the excursion. That schedule was not met due to funding issues. The railroad had spent $800,000 but needed a matching grant of $400,000 from the state of Maryland to continue work."}
+{"text":"In August 2017, planned operation in November was further delayed until 2018 after corrosion was found on the locomotive's axles requiring additional work on the axles, wheel boxes, and crank pins."}
+{"text":"Restoration almost stopped in the fall of 2017 due to a lack of funding, although work on the wheels continued with donations."}
+{"text":"The railroad announced in November 2017 that restoration had stopped. $400,000 provided by the state of Maryland had been spent and the railroad estimated it would take at least $530,000 more to complete the restoration, including $120,000 for the running gear and $115,000 for the boiler. The railroad was soliciting donations from individuals, seeking additional grants, and raising money with \"freight photo charters\"."}
+{"text":"In January 2018, Maryland state senator Wayne Norman proposed that Allegany County provide $530,000 to complete the restoration. The senator said there would be an economic benefit to the county in tourism, even drawing people from Europe and Asia. The county provides a $140,000 annual operating subsidy to the railroad, matched by $250,000 from the state of Maryland."}
+{"text":"In February 2018, the restoration project suffered another setback when the railroad learned that an employee had stolen parts, including bronze bearings and wear plates, and sold them for scrap at a salvage yard. The thefts were discovered by the Allegany County Sheriff's Office after they were alerted by the scrap yard. Stolen parts included 12 original crown brasses and 12 hub liners. The parts would have to be remade as they were damaged during removal. The scrap yard had paid the employee a total of $14,662 for the parts, some of which weighed . Formal charges have been filed against the employee."}
+{"text":"In June 2018, the boiler passed a hydrostatic test required by the Federal Railroad Administration. The boiler was pressurized to 25% above its maximum operation pressure of . Stationary test firings to check for boiler leaks occurred several months later. The restoration had cost $1.8 million as of mid-2018, including $800,000 provided by the state of Maryland. The Western Maryland Scenic General Manager estimated the final cost will be $2.4 million."}
+{"text":"In September 2019, the project was again halted due to a lack of funds shortly after the front drivers were attached to the engine. The railroad said it would no longer make estimates of when the restoration will be complete. The total spent on the project was at $2.8 million."}
+{"text":"In February 2020, a new Crowdfunding campaign has been announced to try and raise the remaining $390,000 needed to finish the restoration. Once the money is raised, the organizers claim the restoration can be completed in six months. In early May 2020, restoration work resumed. A successful fund raising effort promoted by Trains Magazine raised over $100,000.00 to get the work started again. The WMSR estimates they are still around $200,000.00 short of completing the work and developing a fund to cover initial operating expenses and facilities for fuel, water, and ash removal to name a few items."}
+{"text":"On December 31, 2020, the restoration has finally been completed and the locomotive moved under its own power for the first time in 64 years as part of a series of test runs to return it to operating condition. After the WMSR completes some track work to accommodate No. 1309's extra-heavy weight, the locomotive will enter excursion service hauling tourists later in 2021."}
+{"text":"The Santa Cruz Railroad no. 3 is a narrow gauge steam locomotive in Washington D.C.. It is one of three preserved Baldwin Class 8\/18\u00a0C locomotives in the United States, the other two being the North Pacific Coast Railroad no. 12, the \"Sonoma\" displayed at the California State Railroad Museum, and the Eureka and Palisade Railroad no. 4, the \"Eureka\" which is privately owned, the latter of which it is the only operable example. It was common practice for American railroads of the 19th century to name their engines after Jupiter, \"King of Gods\", and other mythological figures to attract attention, thus the engine should not be confused with the engine of Golden Spike fame."}
+{"text":"Norfolk and Western No. 1218 is a four-cylinder simple articulated steam locomotive with a 2-6-6-4 (Whyte system) wheel arrangement. The Norfolk & Western Railway built it in 1943 at its Roanoke Shops in Roanoke, Virginia and was part of the N&W's class \"A\" fleet of fast freight locomotives. It was retired from regular revenue service in 1959, it was later restored by Norfolk Southern Railway and operated it in excursion service from 1987 to 1991. Today, it is now on permanent static display at the Virginia Museum of Transportation in Roanoke, Virginia and is very unlikely to run again due to several missing parts from its uncompleted 1992 to 1996 overhaul."}
+{"text":"No. 1218 is the sole survivor of the Norfolk and Western's class A locomotives and the only surviving 2-6-6-4 steam locomotive in the world. While smaller than Union Pacific's famous and more numerous \"Challenger\" class of 4-6-6-4 locomotives, Norfolk and Western's design racked up unmatched records of performance in service."}
+{"text":"During 1218's excursion career, it was the most powerful operational steam locomotive in the world, with a tractive effort of , well above Union Pacific 3985, the next-strongest-pulling operational steam locomotive, with a tractive effort of ). Since May 2019, however, No. 1218 became the locomotive with the second highest tractive effort, after Union Pacific 4014, which has a tractive effort of . Unlike diesel-electric locomotives of similar high tractive effort (for starting heavy trains) but typical for a steam locomotive, it could easily run at 70 miles per hour (113\u00a0km\/h) and more."}
+{"text":"Norfolk and Western used No. 1218 and the other class A locomotives primarily for fast freight trains, but they also pulled heavy coal trains on the flatter districts of the Norfolk & Western system, and reportedly even pulled heavy passenger trains at times."}
+{"text":"In 1959, when No. 1218 was retired, it was purchased by the Union Carbide Co. in Charleston, West Virginia, where it was used as a stationary boiler at a chemical plant. In 1965, No. 1218 was repurchased by New England millionaire F. Nelson Blount for his locomotive collection at Steamtown, U.S.A. in Bellows Falls, Vermont. Three years later, its former owner Norfolk and Western did a cosmetic restoration on 1218 at their East End Shops in Roanoke, Virginia (the same place where it was built). After that, it was put on display at the Roanoke Transportation Museum in 1971."}
+{"text":"In 1982, the Norfolk and Western and the Southern Railway were both merged to form the new Norfolk Southern Railway (NS). On May 10, 1985, No. 1218 was moved out of the park by a pair of NS diesels to be restored to operating condition at the Norris Yard Steam Shop in Irondale, Alabama. In 1987, No. 1218 was moved under its power for the first time in 28 years and operated for main-line excursion service on Norfolk Southern's steam program. In 1989, it performed a rare doubleheader with Nickel Plate Road 2-8-2 587, which was very recently restored to operation by the Indiana Transportation Museum, for the Asheville National Railway Historical Society (NRHS) convention."}
+{"text":"In 1990, No. 1218 traveled to Saint Louis, Missouri, where it met up with locomotives Cotton Belt 4-8-4 No. 819, Frisco 4-8-2 No. 1522, and Union Pacific 4-8-4 No. 844 to participate in another rare NRHS convention, which took place at the former Union Station."}
+{"text":"On November 3, 1991, during Norfolk Southern's 25th Anniversary of their Steam Program, No. 1218 joined Southern Railway MS Class 2-8-2 No. 4501 and Norfolk and Western J Class No. 611 to triple head a 28-car passenger excursion train from Chattanooga to Atlanta. At Ooltewah, Tennessee, No. 4501 took a few coaches for a complete round trip, turning around at Cleveland, Tennessee. Afterwards, No. 611 and No. 1218 completed the rest of the trip to Atlanta."}
+{"text":"At the end of the 1991 season, No. 1218 returned to Irondale, Alabama for an extensive overhaul to have its flues replaced and the firebox repaired. Originally, the plan was to have the 1218 running again would be the start of the 1996 operating season, but Norfolk Southern chairman David R. Goode cancelled the steam program in 1994 due to serious safety concerns, rising insurance costs, the expense of maintaining steam locomotives, a yard switching accident with nine passenger cars in Lynchburg, Virginia, and decreasing rail network availability."}
+{"text":"On June 11, 1988, No. 1218 struck a Dodge Ramcharger that had become stuck on the former NKP mainline while pulling a Roanoke Chapter NRHS \u201cIndependence Limited\u201d between Portsmouth, Ohio and Fort Wayne, Indiana."}
+{"text":"Today, No. 1218 is owned by the Virginia Museum of Transportation in Roanoke, Virginia and is displayed in the museum's Claytor Pavilion. No. 1218 has been cosmetically restored, though not operational since the overhaul started in 1992 was never completed. Therefore, No. 1218 is very unlikely to ever run again anytime soon. Although the undertaking would be considerable, fans believe it to be capable of being returned to operation, with the incomplete boiler and firebox repairs being the primary scope of work remaining from the aborted overhaul. In 2007, Norfolk Southern pulled Nos. 1218 and 611 to its Roanoke Shops for the shops' 125th Anniversary celebration."}
+{"text":"N&W Class J No. 611 resides at the museum when it is not running excursions or at the NC Transportation Museum in Spencer, NC, where it was restored to operating condition in 2015. The Virginia Transportation Museum owns No. 611 and operates the excursions as Norfolk Southern no longer operates a steam program, though they continue to recognize the excellent corporate public relations that derive from the excursions and have been very cooperative in coordinating such trips. In the meantime, No. 1218 continues to sit on display inside a shed, next to another former N&W steam locomotive, G-1 class No. 6."}
+{"text":"Central Railroad of New Jersey No. 113, also known as CNJ No. 113, is an 0-6-0 \"Switcher\" type steam locomotive originally built in June of 1923 by the American Locomotive Company (ALCO) for the Central Railroad of New Jersey. The locomotive was designed solely for yard service and could only operate at slow speeds due to the locomotive not having any leading or trailing wheels, but only six driving wheels (thus the 0-6-0 wheel arrangement). No. 113 currently performs passenger excursion services and some freight assignments on Reading Blue Mountain & Northern operated tracks. It is owned and operated by the Railway Restoration Project 113 Organization out of Minersville, PA."}
+{"text":"Work to restore the locomotive to operating condition began in 1999 and it took more than twenty years for it to fully be operational again. The total cost to restore the engine was more than $600,000 and had countless hours of volunteer labor. No. 113 was also restored with minimal protection from the elements and no heavy machinery."}
+{"text":"Many of the parts on the locomotive had long been missing before the restoration had even started. As a result, many of the parts had to be made from scratch since there had not been any commercial builders that produced parts for steam locomotives in decades. One example is how the volunteers had to make a wooden cast of the original three-chime whistle by measuring an original CNJ whistle which was available to them. The engine was finally fired up after more than five decades of inactivity in late fall of 2012. The Railway Restoration Project 113 Organization conducted a test-run on the same day with the engine also doing some more test-runs in 2013 and 2014."}
+{"text":"Southern Pacific 4294 is a class \"AC-12\" 4-8-8-2 Cab forward type steam locomotive that was owned and operated by the Southern Pacific Railroad (SP). It was built by the Baldwin Locomotive Works in March 1944 and was used hauling SP's trains over the Sierra Nevada, often working on Donner Pass in California. Today it is preserved at the California State Railroad Museum (CSRM) in Sacramento, California."}
+{"text":"No. 4294 was the last of 20 Southern Pacific class AC-12 4-8-8-2 cab forward locomotives in a larger series of 256 Southern Pacific articulated cab forwards starting with class AC-1. Articulated locomotives are essentially two locomotives sharing fire box, boiler and crew. The front locomotive has its cranks quartered 90 degrees apart. The front and rear drive axles are free to roll out of phase with respect to each other. If unloaded, the locomotive has a vertical oscillation, near 50\u00a0mph, that can lift the tires above the rails."}
+{"text":"The cab forward design was useful in the long tunnels and snow sheds of Donner Pass and other mountainous regions where it kept smoke, heat, and soot away from the operating crew, allowing them to breathe clean air in such enclosed spaces. It entered service on March 19, 1944 and was retired from active service on March 5, 1956."}
+{"text":"The SP was convinced to preserve one of the class and donated No. 4294 to the City of Sacramento, California, where it was put on outdoor display October 19, 1958 at the SP station next to the \"C. P. Huntington\", the railroad's first locomotive. Construction for Interstate 5 necessitated a move for the locomotive and it was stored in the SP shops until May 1981. At that time it was moved again, this time to its current location, the California State Railroad Museum, where it remains on static display."}
+{"text":"Had it not been for the negotiating efforts of the Railway and Locomotive Historical Society in the 1950s, No. 4294 likely would have been scrapped along with all of the other SP cab forward locomotives. As a result, No. 4294 is the only SP cab forward that has been preserved."}
+{"text":"At one time, it was hoped that No. 4294 could be restored to operating condition. According to CSRM personnel, the biggest impediments toward such a project are the estimated costs and the current policies of both Union Pacific Railroad and BNSF Railway in regards to operations. The cost of such a restoration is estimated between $1\u00a0million and $1.5\u00a0million, an amount that the museum feels would be prohibitive given the current prospects for its eventual operation."}
+{"text":"No. 587 was originally built for the Lake Erie & Western Railroad (LE&W) and originally numbered as 5541. When LE&W was bought by Nickel Plate Road in 1922 the NKP spent the next 2 years consolidating and standardizing the locomotive number system. In 1924, LE&W 5541 was renumbered as NKP 587. Its cylinders were replaced with Lima Locomotive Works (LLW) castings during its late 1943 overhaul."}
+{"text":"NKP No. 587 served on the NKP railroad for 37 years on the route from Indianapolis to Michigan City. The locomotive remained relatively unchanged from its original design and operated until March 1955 when it was retired."}
+{"text":"On September 9th 1955, NKP 587 was donated to the city of Indianapolis and put on display in Broad Ripple Park, Indianapolis, Indiana. Prior to being put on display, the locomotive's original tender was switched with another NKP steam engine No. 639, because the tender on 639 was in need of repair and 587's original tender was in good mechanical condition. No. 587 was originally equipped with the 16-ton, 10,000 gallon tender used behind USRA 2-8-2s, but in the 1930s, it received a larger 16RA tender used on many NKP engines. This tender carried 19 tons of coal and 16,500 gallons of water. It is identifiable by having a six-wheel truck under the coal bunker and a four-wheel truck under the water cistern."}
+{"text":"In 1934, Lima Locomotive Works delivered 25 22RA tenders to the NKP for Mikados. These tenders were nearly identical to those behind the Berkshires (2-8-4) built by Lima."}
+{"text":"In 1955, another Mikado, No. 639 was shopped with a 22RA tender on which the stoker was inoperable, and the railroad switched tenders to keep the No. 639 running. No. 587 was displayed in Indianapolis's Broad Ripple Park with the larger 22RA tender in 1955. No. 639 was retired in 1957 and displayed in Bloomington, Illinois with No. 587's 16RA tender."}
+{"text":"NKP No. 587 remained in Broad Ripple Park until October 1983. At that time the city of Indianapolis was interested in building a new public library in the park, but the only available location was where the 587 was displayed."}
+{"text":"A group of people called \"Friends of 587\" did a feasibility study and determined that the locomotive was a good project for restoration. The locomotive was then leased by the Indianapolis Parks Department to the Indiana Transportation Museum."}
+{"text":"From October of 1983 to September 1988 the Indiana Transportation Museum leased a work area at Amtrak's Beech Grove Shops. During restoration the museum was surprised to find that when the welds holding the fire box doors closed (for safety purposes) were removed there were still ashes in the ashpan. This indicated that the locomotive was simply pulled from active service and stored until being donated to the city of Indianapolis."}
+{"text":"Restoration consumed many thousands of volunteer hours and nearly $250,000 in donated money and materials. NKP No. 587 returned to active service on September 17, 1988 by pulling an excursion train from Indianapolis to Logansport, Indiana."}
+{"text":"No. 587 was operated by the Indiana Transportation Museum and was considered its crown jewel. It was used primarily to pull the museum's fair train from Fishers, IN to the Indiana State Fair in Indianapolis, IN and other special events."}
+{"text":"In 1989, No. 587 teamed up with N&W 611 to pull the annual Independence Limited from Rocky River, Ohio to Roanoke, Virginia over a 4 day period from June 17th through 20th, with 587 being added at Bellevue, Ohio. On July 16th of 1989, 587 joined 611 and Norfolk and Western 1218 to led a tripleheader from Roanoke to Lynchburg, Virginia for the National Railway Historical Society(NRHS) Convention held in Asheville, North Carolina. The 587 led two excursions for the Convention, one of them with 1218. In October 1988-89 and 1993, The 587 made runs down to Bloomington, Indiana along with a side trip over Tulip Trestle, 20 miles west of Bloomington."}
+{"text":"The locomotive was inside ITM's shop undergoing additional work. It was lifted several inches off its supporting trucks and running gear to allow access to the leaf springs and bushings without the need to drop all the drivers. The bushings will be removed and replaced as most have worn thin from years of use."}
+{"text":"In 2008, the ownership of No. 587 was officially transferred from the Indianapolis Parks Department to the Indiana Transportation Museum."}
+{"text":"In 1988, 587 was featured in a program by Berkshire Productions, that out lined its History, Restoration, Initial test runs along with it's 1988 Excursion season with Trips to Logansport, Indiana along with Trips down to Bloomington Indiana and a trip over Tulip Trestle. the 587 also was featured in the Popular series I Love Toy Trains that reused footage from the Berkshire Productions program."}
+{"text":"In 2000, No. 587 was selected as the starring locomotive to appear in the children's movie \"Old 587: The Great Train Robbery\". In the film, a group of kids find the locomotive in a scrapyard. With the help of the locomotive's old engineer, they rescue the 587 from being cut up for scrap, and they donate her to a museum."}
+{"text":"Most railroads called their 4-8-4s \"Northerns\", which is short for the railroad first using the 4-8-4 type, Northern Pacific Railroad. The workers of the C&O could not see naming these locomotives \"Northerns\" as the railroad was based in the southeast. The famous Greenbrier Hotel in White Sulphur Springs, West Virginia, a major resort on the C&O mainline, was the inspiration for the name \"Greenbrier\" applied to these 4-8-4s."}
+{"text":"After just one year of revenue freight service, No. 614 was retired again and it was placed in storage with a group of other C&O steam locomotives in the form of a \u2018scrap line\u2019 in front of the C&O diesel shops in Russell, Kentucky where it remained for almost two decades."}
+{"text":"In 1975, No. 614, as well as 2-8-4 Kanawha No. 2705 and 2-6-6-2 No. 1309, were sent to the B&O Railroad Museum in Baltimore, Maryland and were cosmetically restored for static display, although in 2014, No. 1309 was purchased by the Western Maryland Scenic Railroad in Cumberland, Maryland and restored to operating condition on December 31, 2020."}
+{"text":"In 1992, Rowland's vision of the \"21st Century Limited\" was taking shape. To give the public an idea of the train, one side of 614 was decorated in a futuristic way with a blue streamlined shrouding and centered headlight. The 614 also came back to its former home at the B&O Railroad Museum for temporary display. In 1995, 614 was moved to the New Hope and Ivyland Railroad in New Hope, Pennsylvania for a complete overhaul. It was then used for a series of popular excursions between Hoboken, New Jersey and Port Jervis, New York in conjunction with New Jersey Transit (NJT) between 1996 and 1998."}
+{"text":"The 614 was required to pull 26 cars at 79\u00a0mph on some sections, and maintain speed up several hills. During this time, the 614 was equipped with cab signals, 26L brakes, speed control and an MU stand. The 614 was moved to storage on the Reading and Northern Railroad in Port Clinton, Pennsylvania. In 2000. Rowland put the 614 up for auction at the NJT maintenance facility, but no buyers were interested. The locomotive is still maintained by Iron Horse Enterprises, the most recent servicing of the locomotive being in 2006."}
+{"text":"Southern Pacific 1237 is an S-10 class 0-6-0 steam locomotive built by Baldwin Locomotive Works. The locomotive was put in service August 31, 1918, and retired August 19, 1956, it was donated to the City of Salinas, California by the Southern Pacific Railroad, in the summer of 1957. 1237 is an oil fired yard switcher."}
+{"text":"The locomotive is stationed east of Amtrak Depot in Salinas, California. The Monterey and Salinas Valley Railroad Club cares for the locomotive and has done a static restoration of it."}
+{"text":"Southern Pacific Railroad 2467 is one of 15 4-6-2 heavy \"Pacific\" type steam locomotives built by Baldwin Locomotive Works in 1921 for the Southern Pacific Railroad (SP), designated the P-8 class. No. 2467 was retired from service in 1956. On July 25, 1960, the locomotive was donated to Oakland, California, where it was placed on display at the Harrison Railroad Park. In July 1990 a restoration began by the Project 2467 Inc which later merged into the Pacific Locomotive Association. In June 1999 it was returned to operation and made an appearance at Railfair 1999. Although serviceable, SP 2467 is currently on static display while on loan from its operator, Pacific Locomotive Association, Inc., to the California State Railroad Museum in Sacramento, California."}
+{"text":"Southern Pacific 2467 has two surviving siblings. P-8 class Southern Pacific 2472 is owned by the Golden Gate Railroad Museum and once operated on occasional services at the Niles Canyon Railway until 2015. It is now at the Northwestern Pacific Railroad. P-10 class Southern Pacific 2479 is owned by the California Trolley and Railroad Corporation and is undergoing restoration to operating condition at the Santa Clara County Fairgrounds in San Jose, California."}
+{"text":"New York Central and Hudson River Railroad No. 999"}
+{"text":"New York Central and Hudson River Railroad No. 999 is a 4-4-0 \u201cAmerican\u201d type steam locomotive built for the New York Central and Hudson River Railroad in 1893, which was intended to haul the road's Empire State Express train service. It is claimed that in 1893 No. 999 was the first in the world to travel over 100\u00a0mph, although some dispute the accuracy of this record."}
+{"text":"New York Central's Chief Superintendent of Motive Power & Rolling Stock, William Buchanan, had designed a class of 4-4-0 locomotives known as the Class \"I\", which were already capable of reaching high speeds, so it was simply a matter of making some modifications to an existing design. In 1893, locomotive #999 rolled out of the New York Central's West Albany Shops."}
+{"text":"The 999 was mounted on diameter driving wheels rather than the driving wheels mounted on other engines of the class, and was the first of its kind to have brakes mounted to the front truck. The bands, pipes, and trim were highly polished; the boiler, smokestack, domes, cab, and tender were given a black satin finish, and \"Empire State Express\" was applied to the sides of the tender in high gold leaf lettering."}
+{"text":"One contemporary magazine stated: \"The information as to this seemed at that writing to be authentic, but since then a good deal of doubt, in which we share, has been thrown on the stated performance. We were misinformed as to the use of the speed indicator on the engine for one thing, and a careful consideration of all the conditions make the speed given improbable.\""}
+{"text":"Over 3,000 gauge scale replicas (most of which were made by the Cagney Brothers and thus were referred to as \"Cagneys\") were sold at $1,500 each and shipped to amusement parks as far away as South Africa and Thailand; one such unit, nicknamed the \"Little Puffer\" is in service today at the Fleischaker Zoo in San Francisco, California. Manufacturers of electric train sets began putting No. 999 on their locomotives."}
+{"text":"After the fair the engine continued to pull the \"Express\" between Buffalo and Syracuse. When the engine was sent to other parts of the road it was found to be slippery and hard to handle when pulling more than five cars. It was rebuilt with the same 70 inch drivers as the other engines of the class. In the 1920s it was given a new boiler and tender, operating local and branch line trains until 1924, when it was restored for exhibition at the Baltimore and Ohio Railroad's \"Fair of the Iron Horse\" the following year."}
+{"text":"Once there, while its preservation was assured, the engine was displayed outside where exposure to elements had taken its toll over the years. In 1993, the museum underwent a major renovation. This project included a cosmetic restoration of number 999, and it was placed inside the museum's main hall. As displayed, the locomotive features its later 70\" drivers as opposed to the original 86\" drivers."}
+{"text":"Robert Dollar Co. No. 3 is an operating steam locomotive on the Niles Canyon Railway. It is notable for having been the last wood-burning locomotive built for an American company."}
+{"text":"The No. 3 was built new by the American Locomotive Company for the Walter A. Woodard Lumber Company in November 1927. The Woodard Company assigned the 3 to its sawmill in Cottage Grove, Oregon."}
+{"text":"In 1942, the sawmill, and the locomotive along with it, was sold to J. H. Chambers & Son. They kept it for just four years before selling to facility and locomotive to the Lorane Valley Lumber Company in 1946. In 1951, the locomotive was sold again, to the Robert Dollar Lumber Company. The Robert Dollar company converted the locomotive to burn oil, and finally donated it to the San Francisco Maritime Museum Association."}
+{"text":"The San Francisco Maritime National Historical Park ended up not having much use for a locomotive, and she was leased in 1973 to the Bay Area Electric Railroad Association (it was eventually donated). The Western Railway Museum began restoration of the engine in 1979, but this project was not finished, and the disassembled No. 3 was donated to the Pacific Locomotive Association (Niles Canyon Railway)."}
+{"text":"Restoration on Robert Dollar Company No. 3 was completed in February 2007, and she has been operating in regular excursion service ever since. In a special event in 2009, she operated side by side with Southern Pacific 2472 and Union Pacific 844."}
+{"text":"Robt. Dollar No. 3 - Niles Canyon Railway"}
+{"text":"Santa Fe 2913 is a 4-8-4 locomotive, part of the Santa Fe Class 2900. It was built in the 1940s and is on display in a park in Fort Madison, Iowa, having been donated to the town upon retirement. It is currently undergoing cosmetic restoration."}
+{"text":"Florida East Coast Railway Locomotive No. 153"}
+{"text":"The Florida East Coast Railway Locomotive No. 153 is a historic Florida East Coast Railway 4-6-2 ALCO steam locomotive in Miami, Florida, USA."}
+{"text":"Due to age and damage by Hurricane Andrew in 1992, she is currently out of service. On February 21, 1985, it was added to the U.S. National Register of Historic Places. It is located at the Gold Coast Railroad Museum, 12400 Southwest 152nd Street, Miami, FL."}
+{"text":"Pere Marquette 1225 is a class \"N-1\" 2-8-4 \"Berkshire\" type steam locomotive built in October 1941 for the Pere Marquette Railway (PM) by Lima Locomotive Works (LLW) in Lima, Ohio. No. 1225 is one of two surviving Pere Marquette 2-8-4 locomotives, the other being 1223, which is on display at the Tri-Cities Historical Society near the ex-Grand Trunk Western (GTW) coaling tower in Grand Haven, Michigan. It is perhaps most famous for serving as the basis for the locomotive in the 2004 film, \"The Polar Express\"."}
+{"text":"The Pere Marquette Railway used No. 1225 in regular service from the locomotive's construction in 1941 until the railroad merged into Chesapeake and Ohio Railway (C&O) in 1947; it remained in use on C&O's Michigan lines until 1951. Slated for scrapping, 1225 was acquired by Michigan State University in 1957 and placed on static display."}
+{"text":"In 1971, work began to restore No. 1225 to operational status, an effort that culminated in its first excursion run in 1988. The locomotive, listed on the National Register of Historic Places, is now used on excursion trains over the former Tuscola and Saginaw Bay Railway, now Great Lakes Central Railroad."}
+{"text":"No. 1225 was built in 1941 by Lima Locomotive Works (LLW) for the Pere Marquette Railway (PM). PM ordered this type of locomotive in three batches from Lima: class N in 1937 (PM road numbers 1201\u20131215), class N-1 in 1941 (numbers 1216\u20131227) and class N-2 in 1944 (numbers 1228\u20131239). 1225 cost $200,000 to build in 1941 ($ in current dollars). The build was complete on December 6, 1941, and delivered to the Pere Marquette."}
+{"text":"The locomotives remained on the roster through the PM's merger into Chesapeake and Ohio Railway (C&O) in 1947; class N locomotives were renumbered to 2685\u20132699, class N-1 to 2650\u20132661, and class N-2 to 2670\u20132681. Part of the merger agreement, however, included the stipulation that locomotives that were acquired and fully paid for by PM would remain painted for PM after the merger. Although all the Berkshires received new numbers, only class N engines were repainted into standard C&O livery and renumbered. The majority of the class N locomotives were scrapped between 1954 and 1957, but class N-1s 1223 and 1225 were both preserved."}
+{"text":"For the first part of its service life, 1225 was used to shuttle steel and wartime freight between Detroit, Saginaw, Flint and northern Indiana steel mills."}
+{"text":"Baker received the gift of the locomotive in 1957 when it was brought to campus. The locomotive remained on static display near Spartan Stadium on the Michigan State campus in East Lansing, Michigan for more than a decade. While on display, a child by the name of Chris Van Allsburg used to stop by the locomotive on football weekends, on his way to the game with his father. He later stated that the engine was the inspiration for the story, Polar Express."}
+{"text":"The students fired up the boiler in 1975 and blew the 1225's whistle for the first time in two decades. The MSU Railroad Club had looked to engine 1223 at the State Fairgrounds for parts. The Michigan Railroad Club, then custodians of that engine, objected, so needed parts were fabricated. As of 2016, 1223 is preserved in a lakeside park in Grand Haven, Michigan."}
+{"text":"In 1976, Chuck Julian talked to Dr. Baker about the locomotive. He asked Baker if he understood what members were asking in 1970, when they said that they wanted to restore the locomotive. Baker said that he fully understood. He thought that he would rather students be known for being involved in restoring a locomotive than known for protesting the war."}
+{"text":"In 1977, Dr. Edgar Harden became the University Interim President. Chuck Julian, as President of the MSU Railroad Club, went to his reception and made an appointment to see him. Harden was asked about the engine's future. The Railroad Club had fired the engine and it was nearing operability. Harden said that the University was not interested in running a locomotive and if it was, it would be run by all university employees. He said that if the Railroad Club wanted to run the engine, it should form a 501(c)(3) corporation and then he would give the club the engine."}
+{"text":"Dr. Harden said that if the Club could find another place on campus that was suitable, it could move the engine to it. He assigned Ted Simmons and the head of the Landscape Arts Department the task of working with Chuck Julian to find a place. They visited several places. Ted Simmons was not willing to give up a siding at Power Plant 65 for the engine. The Club would need to build one if it wanted one. The Club would not be able to build a cheap structure. If the Club or later the Trust wanted a structure, it would need to be built by contractors after the university approved the design."}
+{"text":"This set Club members to looking for a new site. Several were looked at. The Ann Arbor Railroad had gone bankrupt at the time and the State of Michigan became the owner of its assets. Hank Londo spoke to his state Senator and arranged for the new Michigan State Trust for Railway Preservation (MSTRP) to lease the Owosso engine shop. The engine and all of its equipment were then moved there. This was a great place to move because the engine shop had a lot of equipment that would be useful in restoring the engine."}
+{"text":"The MSU Railroad Club and supporters of \"Project 1225\" formed the Michigan State Trust for Railway Preservation in 1978. Chuck Julian, then president of the MSU Railroad Club, became the Trust's first President. Soon after, the MSTRP was given ownership of 1225 by Michigan State University. The MSTRP moved 1225 to the former Ann Arbor Railroad steam backshop in Owosso in 1983."}
+{"text":"1225 moved under its own power on November 30, 1985 for the first time since its retirement in 1951. The first excursion service occurred in 1988 on a 17-mile trip between Owosso and St. Charles, Michigan. In August 1991, 1225 along with NKP 765 pulled a 31-car passenger train during the National Railway Historical Society's annual convention in Huntington, West Virginia."}
+{"text":"The Trust started using the name, Steam Railroading Institute because it was thought that this name better represented the goals of the organization. The official name is still Michigan State Trust for Railway Preservation. The SRI name is registered as a DBA (Doing Business As), with the State of Michigan."}
+{"text":"The flue failing was later repeated on December 5 of that year, so in January 2010, 1225 went down for its required 15-year inspection, and it was found that the firebox sheets had deteriorated to the point of needing replacement. That program was largely completed through small and large donations of funds and labor by the organization's supporters. Approximately $900,000 had spent on 1225's FRA overhaul and on October 20, 2013. 1225 will run again for another 15 years until 2028 when its next overhaul work is due."}
+{"text":"As of 2014, 1225 operates excursion trains over the Great Lakes Central Railroad (formally Tuscola and Saginaw Bay Railway) several times per year, including operations that leave Owosso and going to locations such as Alma, Clare, Mt. Pleasant, and Cadillac, Michigan. Since 2004, 1225 has hauled winter weekend excursions to Ashley, Michigan between Thanksgiving and the middle of December, due to copyright issues, as the \"North Pole Express.\""}
+{"text":"No. 643 is the sole survivor of the H-1 class 2-10-4 of the BL&E, which were the world's most power steam locomotives with a rigid frame. It is also the closest and the last locomotive that resembles a CB&Q \"Colorado\" type. The size concerns that plagued its restoration ensured that No. 643 has held the dubious honor of being the only steam locomotive to be restored to operating condition without actually moving."}
+{"text":"Upon arrival of the SC-1 class in 1916, the latter stole the B-4's title as the largest and most powerful consolidation ever built. No. 14 was possibly reassigned as a dock switcher in the docks in the Marquette division, and the locomotive operating in the mainline became less and less common, especially after being involved in a wash-out wreck roughly two months after the SC-1s arrived."}
+{"text":"In 1963, the railroad sold twelve of their consolidations, as well as some of their passenger cars, to the Marquette and Huron Mountain Tourist Railroad. This was intended to give the old consolidations another chance on life for use in excursion service. However, there are no known records of the 29 pulling any trains for that railroad. Only some of its distant sister engines, Nos 19, 22, 23, and 24, were known to pull tourist trains there between Marquette and Big Bay. Instead, No. 29 sat with the rest of the 2-8-0s in the form of a 'scrapline', facing an uncertain future. The M&HM was shut down in 1984 when the line's owner passed away, and the remnants of their active roster were also retired."}
+{"text":"In 1985, No. 29 was among a few of the 2-8-0s that were sold to the Ishpeming Steel Company for storage. Just a few months later, it was sold again along with No. 22 to the Mid-Continent Railway Museum in North Freedom, Wisconsin for static display."}
+{"text":"No. 29 received some minor to major modifications from as early as her revenue career for the LS&I in the early 1920s to as late as her excursion career for the GCRY in the mid 2010s."}
+{"text":"No. 29 is the oldest LS&I locomotive that is preserved, as well as the only LS&I survivor to ever experience an accident. It is also the only surviving example of the LS&I\u2019s SC-3 class."}
+{"text":"No. 29 is the world\u2019s only 2-8-0 to ever support a Worthington SA and the only 2-8-0 in the United States to support a Lempor ejector system."}
+{"text":"Pennsylvania Railroad 520 is a 2-8-2 \"Mikado\" type steam locomotive built in 1916 by the Baldwin Locomotive Works for the Pennsylvania Railroad for freight duties as a member of the L1s class. In 1942, the locomotive was involved in a devastating boiler explosion incident that required construction of a new, replacement boiler. After being retired in 1957, the locomotive was saved for preservation and placed on display at the Railroad Museum of Pennsylvania in Strasburg, Pennsylvania, and was listed on the National Register of Historic Places in 1979."}
+{"text":"The L1s is a class of 2-8-2 steam locomotives that was developed in 1914 to replace the H9s-class. The L1s used boilers identical to the ones eventually used for Pennsylvania Railroad's famed K4s-class steam locomotives. Most L1s locomotives were moved to other duties when the I1s was introduced in 1924."}
+{"text":"520 was built by the Baldwin Locomotive Works in December 1916. While pulling freight from Altoona, Pennsylvania, to Conway, Pennsylvania, on November 14, 1942, during World War 2 the boiler on 520 exploded near Cresson. The explosion killed both the engineer and the brakeman, injured the fireman and conductor, and shattered windows on a nearby house. Two occupants of the house were also injured by scalding water and flying embers, which also set a rug on fire. The force of the blast derailed the tender and six tank cars. 520 was eventually repaired and placed back into service."}
+{"text":"On October 20, 1957, 520 pulled a \"railfan special\" out of Baltimore, Maryland, from Enola to Northumberland, Pennsylvania. After a round trip from Northumberland to Enola, it was retired to the Pennsylvania Railroad's collection of historical locomotives. 520 was donated to the Pennsylvania Historical and Museum Commission in December 1979 by the Pennsylvania Railroad's successor Penn Central. It was listed on the National Register of Historic Places on December 17, 1979."}
+{"text":"Denver and Rio Grande Western No. 169 is a \"Ten Wheeler\" type narrow gauge steam railway locomotive. It is one of twelve similar locomotives built for the Denver and Rio Grande Railroad by Baldwin Locomotive Works in 1883. It was built as a passenger locomotive, with drivers, the second largest drivers used on any three foot gauge D&RGW locomotive. (The K-37s which were originally standard gauge have drivers.)"}
+{"text":"During its operational life it was used on all of the major D&RGW narrow gauge lines. It appears in two Otto Perry photographs on the branch to Santa Fe, New Mexico in April 1933. It was taken out of service in 1938 and then refurbished in 1939 to appear at the 1939 New York World's Fair. In 1941, the railroad donated it to the City of Alamosa and it has been in Cole Park there since. It was added to the National Register of Historic Places as Denver and Rio Grande Railroad Locomotive No.169 in 2001."}
+{"text":"No. 15's last run was on August 12, 1973, when a boiler tube blew out, scalding Andy Barbera, who was operating as the locomotive engineer at the time. Since the services of the locomotive were not needed at the time, the repairs were not done and remained undone by the time the \"Steamtown Special History\" was written. While in Blount's possession, the locomotive appeared in the movie \"The Cardinal\" (1963). \"The Steamtown Special History Study\" recommended that the engine be cosmetically and operationally restored, as it had served in the northeastern quarter of the United States and had been serviced, at least once, at the Lackawanna's Scranton shop."}
+{"text":"As of March 2012, the locomotive is still displayed inoperable at Steamtown National Historic Site."}
+{"text":"New York Central 2933 is 4-8-2 \"Mohawk\", (Mountain), type steam locomotive built in 1929 by the American Locomotive Company for the New York Central Railroad. The wheel arrangement is known as the Mountain type on other railroads, but the New York Central dubbed them \"Mohawks\" after the Mohawk River which the railroad followed. It pulled freight trains until being retired in 1955. Today the locomotive is on display at the Museum of Transportation in Kirkwood, Missouri. It is the second largest New York Central steam locomotive still in existence and is one of only two surviving New York Central \"Mohawks\", the other, No. 3001, is on display at the National New York Central Railroad Museum in Elkhart, Indiana."}
+{"text":"It was originally built for the Big Four Railroad and was numbered 6233, it was renumbered 2933 in 1936 when the locomotive was transferred to the New York Central."}
+{"text":"New York Central No. 2933 is a member of the class L-2d. It powered freight trains until retirement in 1955."}
+{"text":"The locomotive was used as a stationary steam boiler for the shops before it was placed in storage. After a request penned by the museum director in 1962, it was donated to the Museum of Transportation, making it the only large New York Central steam locomotive to be donated directly by the railroad."}
+{"text":"In May 2017, the museum completed a 10 year long full cosmetic restoration of the engine."}
+{"text":"One story says that New York Central employees hid 2933 behind large boxes in a roundhouse in Selkirk, New York, but there is little evidence to support this."}
+{"text":"New York Central 3001 - Another surviving \"Mohawk\" and the largest surviving New York Central steam locomotive."}
+{"text":"Southern Railway 385 is a preserved steam locomotive built in November 1907 by the Baldwin Locomotive Works for Southern Railway in the United States. It is a 2-8-0 \"Consolidation\" type of Southern's \"H-4\" class. It was also a sister locomotive to Southern No. 401."}
+{"text":"In No. 385's last years on the Southern, it worked on the Richmond Division hauling branch line mixed trains. On November 17th, 1952, No. 385 was sold to the Virginia Blue Ridge Railway and was renumbered to 6. The shortline put the engine on standby service in 1956 and on April 1st, 1959, the engine was officially retired."}
+{"text":"In 1963, the locomotive was sold to Earle H. Gil Sr. who restored it to run on the Morris County Central Railroad. The locomotive ran on the MCCRR hauling excursion trains until the MCCRR's defunction on October 14th, 1978. In 1982, the Delaware Otsego Corporation (the parent company of the NYS&W) acquired the assets of the Morris County Central, including No. 385. The DO \/ NYS&W had early plans to restore No. 385 to operation and run her over their lines in excursion service, but this did not come to pass. After many years of subsequent storage, and taking on the sad patina of neglect, the Delaware Otsego donated the locomotive to the Bergen County Vocational & Technical High School in Hackensack, New Jersey in June 1990."}
+{"text":"In October 1990, Joseph Supor, Jr., the founder of J. Supor & Son Trucking & Rigging Co., Inc. donated the cost of trucking No. 385 nearly 2 miles from the rails of the NYS&W to Bergen Tech, where the locomotive was lifted into place on a panel of display track in an area adjacent to the school athletic field, alongside the Hackensack River. By 1999, the direction had changed drastically at Bergen Tech, when the \u201cStationary Steam Course\u201d (which had been established in 1952) was totally eliminated and all facets of the program were disassembled and removed. Reportedly, preparations were being made to immediately dispose of No. 385 by scrapping her."}
+{"text":"At this point, Joseph Supor Sr. became aware of the dire situation and bought the locomotive at the very last minute, as it was due to be cut up within hours of his acquisition. Mr. Supor's rigging crew carefully removed No. 385 from the schoolyard and trucked the locomotive to his facility in Harrison, New Jersey."}
+{"text":"Mr. Supor stored No. 385 with intentions of cosmetically restoring the locomotive for display at his company headquarters. Unfortunately, this never occurred, although there were many discussions on what to do to preserve this unique relic from our Nation's Industrial past."}
+{"text":"In 2007, Joseph Supor Jr., the son of Joseph Supor Sr., donated the No. 385 to the Whippany Railway Museum in Whippany, New Jersey, where it sits on static display."}
+{"text":"Southern Railway 542 is a steam locomotive built in 1903 by the Baldwin Locomotive Works for Southern Railway. It is a 2-8-0 Consolidation of Southern's J class."}
+{"text":"542 first operated in North Carolina on the Southern Railway in Statesville and Winston-Salem in 1903. It was one of 25 similar locomotives built by Baldwin Locomotive Works in 1903 for the Southern to haul freight."}
+{"text":"Between April 3rd - 6th, and August 23rd - 24th, 1937, the locomotive was leased to the Atlantic and Yadkin Railway. In June 1946, the A&Y requested #542 in replacement of its sibling locomotive #531 in lease agreement. Although #542 needed $6,000.00 in boiler work, the A&Y begged to use the engine for few weeks before work is done. The Southern agreed and #542 was delivered to A&Y on June 14th, 1946 and was transferred to lease in place of #531. After the A&Y ceased operations in 1950, #542 went back to the Southern."}
+{"text":"By 1953, #542 was rostered in Spencer as a yard goat. #542 stayed on the job until July 1953 when it retired from a revenue life of 50 years. In 1954, the Southern donated the locomotive to the Tanglewood Park in Clemmons, North Carolina for static display until it was being trade for the ex-Illinois Central 0-8-0 #1894 in 1991. Today, #542 is on static display at the N.C. Transportation Museum in Spencer, North Carolina."}
+{"text":"Nickel Plate Road No. 763 is a class \"S-2\" 2-8-4 \"Berkshire\" type steam locomotive. It was built in August 1944 by the Lima Locomotive Works in Lima, Ohio, as the ninth engine of its class. It is a high powered fast freight locomotive that carried perishables between Chicago and Buffalo, New York."}
+{"text":"763 was retired from service on the NKP and is currently awaiting restoration at the Age of Steam Roundhouse."}
+{"text":"Nickel Plate 763's career consisted of pulling fast freights of perishables between Chicago and Buffalo. Pulling trains at up to 70\u00a0MPH, these engines quickly gained a reputation as high-speed brutes on the track. In 1958, due to lowering part supplies and the demand for more cheap and efficient motive power, the Nickel Plate removed all of its S-2's from service and sat dormant. The sister engine of 763, 765 was recommissioned to provide steam heat to a streamlined passenger train, and was the last Berkshire under steam for the Nickel Plate."}
+{"text":"Number 763 was ultimately retired at the end of 1958, and sat for nearly 2 years with the label of \"stored serviceable\" until 1960, when most of the Berkshires on the Nickel Plate were sent to scrap yards. Six berks were preserved, including 763. The 763 was put in a museum until in 1966, when the Norfolk & Western, NKP's new owner moved her to outdoor display at Wasena Park in Roanoke, Virginia."}
+{"text":"In 1976, 763 was moved to New Jersey for a possible overhaul as it was a contending locomotive to pull the American Freedom Train. Once the engine arrived it was to be checked over and restored to working condition and double head with No. 759. However, this plan fell through and 763 was sent back to Roanoke with Southern Pacific 4449 being chosen instead."}
+{"text":"After the AFT fall through, NKP 763 was returned to Roanoke, where it was placed on display at the Virginia Museum of Transportation. The VMT ended up selling 763 to Jerry Jacobson, president of the Age of Steam Roundhouse and then CEO of Ohio Central Railroad for $125,000. In 2007, Jacobson returned 763 to her home state Ohio. The 763 is currently on static display awaiting restoration at the Age of Steam Roundhouse in Sugarcreek, Ohio. 763's restoration will cost more than $1,000,000."}
+{"text":"Southern Pacific 2718 is a 2-8-0 \"Consolidation\" Class C-8 steam locomotive built by the Baldwin Locomotive Works in 1904 for the Southern Pacific Transportation Company (SP). It is one of three surviving members of its class, and one of many preserved SP 2-8-0s."}
+{"text":"2718 spent its entire life working on the Southern Pacific for 52 years until November 1956, when it was retired and donated to Modoc County, California, where it is preserved on static display outdoors in Rachael Dorris Park, near the Modoc County Historical Museum in Alturas. While in service for the SP, 2718 was used on the route previously established by the Nevada\u2013California\u2013Oregon Railway (N.C.O.) between Alturas and Reno, Nevada, primarily pulling livestock freight trains, but also including passenger service between 1927 and 1938."}
+{"text":"The \"Consolidation\" class is named for the merger of the Beaver Meadow, Penn Haven & White Haven, and Lehigh & Mahanoy railroads, which became the Lehigh Valley Railroad."}
+{"text":"The Great Northern P-2 was a class of 28 4-8-2 \"Mountain\" type steam locomotives built by the Baldwin Locomotive Works in 1923 and operated by the Great Northern Railway until the late 1950s."}
+{"text":"The locomotives were built as passenger locomotives and the class had the honor of pulling the first Empire Builder train."}
+{"text":"Today, two P-2s survive, No. 2507 is on display in Wishram, WA and No. 2523 is on display in Willmar, MN."}
+{"text":"The locomotives pulled passenger trains such as the \"Empire Builder\" and \"Oriental Limited\" and was the first to pull the former. While their performance in passenger service was excellent, they were replaced by the S-2 Class of Northerns in \"Empire Builder\" service, regulating them to other passenger trains and freight trains. As the Great Northern dieselized, retirement of the P-2s began in April 1955 and by April 1958, all have been retired. About half of the class received roller bearings."}
+{"text":"New Hope Railroad 40 is a 2-8-0 \"Consolidation\" type steam locomotive built in 1925 by the Baldwin Locomotive Works for the Lancaster and Chester Railroad in Lancaster, South Carolina. Today, No. 40 is the only operating and most iconic steam locomotive on the New Hope Railroad."}
+{"text":"In 1947, after L&C dieselized their entire roster, No. 40 was sold to the 3.7 mile long Cliffside Railroad, a short line in North Carolina. During its entire tenure on the Cliffside, the relatively diminutive 80-ton 2-8-0 was the largest locomotive the railroad owned. However, the locomotive was not used much as it was often overpowered for the small switching jobs and sharp track."}
+{"text":"In 1962, the Cliffside Railroad sold the 40 to Steam Trains Inc., located in New Hope, Pennsylvania. No. 40 was the first piece of equipment purchased by the group, in hoping to find a branch line to run it on. No. 40 was initially moved Reading Company's yard in Wilmington, Delaware, before being moved to the Reading Company shops in St. Clair, PA with the rest of Steam Trains Inc.'s equipment. In 1966, Steam Trains Inc. was reorganized as the New Hope & Ivyland Railroad and moved all of its equipment, including 40, to the former Reading Company yard in New Hope, PA."}
+{"text":"In 1990, the New Hope and Ivyland Railroad, now New Hope Railroad, came under new ownership and 40 was rebuilt to operational condition by shop forces from the Strasburg Rail Road, returning to operation in June 1991. No. 40 is dedicated to special excursions throughout the year such as The Buckingham Valley trains, Fall Foliage, and the Santa's Steam Train in December."}
+{"text":"On May 18, 2019, No. 40 powered four excursions over the SEPTA main line in Montgomery County between North Wales and Gwynedd Valley, PA as part of North Wales Borough\u2019s Sesquicentennial celebrations. This would be the locomotive's first trip on the mainline since 1985."}
+{"text":"Bullard Company No. 2 is a small tank locomotive at Steamtown National Historic Site. It spent its working life as an industrial switcher in Bridgeport, Connecticut. The locomotive joined the Steamtown, U.S.A. collection in Bellows Falls, Vermont in June 1963, and is displayed inoperable at Steamtown National Historic Site. It is among the smallest standard gauge locomotives in the world, being no larger than an average car."}
+{"text":"John Bull is a British-built railroad steam locomotive that operated in the United States. It was operated for the first time on September 15, 1831, and it became the oldest operable steam locomotive in the world when the Smithsonian Institution operated it in 1981. Built by Robert Stephenson and Company, the \"John Bull\" was initially purchased by and operated for the Camden and Amboy Railroad, the first railroad in New Jersey, which gave \"John Bull\" the number 1 and its first name, \"Stevens\". (Robert L. Stevens was president of the Camden and Amboy Railroad at the time.) The C&A used the locomotive heavily from 1833 until 1866, when it was removed from active service and placed in storage."}
+{"text":"After the C&A's assets were acquired by the Pennsylvania Railroad (PRR) in 1871, the PRR refurbished and operated the locomotive a few times for public displays: it was fired up for the Centennial Exposition in 1876 and again for the National Railway Appliance Exhibition in 1883. In 1884 the locomotive was purchased by the Smithsonian Institution as the museum's first major industrial exhibit."}
+{"text":"In 1939 the employees at the PRR's Altoona, Pennsylvania, workshops built an operable replica of the locomotive for further exhibition duties, as the Smithsonian desired to keep the original locomotive in a more controlled environment. After being on static display for 42 years, the Smithsonian commemorated the locomotive's 150th birthday in 1981 by firing it up; it was then the world's oldest surviving operable steam locomotive."}
+{"text":", the original \"John Bull\" was on static display in the Smithsonian's National Museum of American History and the replica was preserved at the Railroad Museum of Pennsylvania."}
+{"text":"Until the railroad was completed, the locomotive was placed in storage; horse-drawn cars served the construction efforts until 1833. The C&A applied both numbers and names to their first locomotives, giving this engine the number 1 and officially naming it \"Stevens\" (after the C&A's first president, Robert L. Stevens). However, through regular use of the engine, crews began calling it \"the old John Bull\", a reference to the cartoon personification of England, John Bull. Eventually the informal name was shortened to \"John Bull\" and this name was so much more widely used that \"Stevens\" fell out of use."}
+{"text":"In September 1836 the \"John Bull\" and two coaches were shipped by canal to Harrisburg, and became the first locomotive to operate there."}
+{"text":"Stephenson built the locomotive originally as an 0-4-0. The locomotive's power was transmitted to the driving axles through pistons that were mounted under the boiler between the two front wheels and in front of the front axle. These inside cylinders' main rods were connected to a rear crank axle with a connecting rod between the two axles to power the front axle."}
+{"text":"Due to poorer quality track than was the norm in its native England, the locomotive had much trouble with derailment; the C&A's engineers added a leading truck to help guide the engine into curves. The leading truck's mechanism necessitated the removal of the coupling rod between the two main axles, leaving only the rear axle powered. Effectively, the \"John Bull\" became a 4-2-0. Later, the C&A also added a pilot (\"cowcatcher\") to the lead truck. The cowcatcher is an angled assembly designed to deflect animals and debris off of the railroad track in front of the locomotive. To protect the locomotive's crew from the weather, the C&A also added a cab to the locomotive. C&A workshop crews also added safety features such as a bell and headlight."}
+{"text":"After several years serving as a switching engine and stationary boiler, the \"John Bull\" was retired in 1866 and stored in Bordentown, New Jersey. Toward the end of its life in revenue service, the locomotive worked as a pump engine and as the power for a sawmill."}
+{"text":"The locomotive remained on display in this location for nearly 80 years, but it was transported for display outside the museum on certain rare occasions. The most significant display in this time occurred in 1893 when the locomotive traveled to Chicago for the World's Columbian Exposition. The Pennsylvania Railroad, like many other railroads of the time, put on grand displays of their progress; the PRR arranged for the locomotive and a couple of coaches to be delivered to the railroad's Jersey City, New Jersey, workshops where it would undergo a partial restoration to operating condition. The PRR was planning an event worthy of the locomotive's significance to American railroad history\u00a0\u2014 the railroad actually planned to operate the locomotive for the entire distance between New Jersey and Chicago."}
+{"text":"In 1927 the \"John Bull\" again traveled outside the museum. The Baltimore and Ohio Railroad was celebrating its centenary that year in its Fair of the Iron Horse in Baltimore, Maryland. Since the locomotive's original tender (fuel and water car) had deteriorated beyond repair and was dismantled in 1910, the PRR built a replica of the tender at its Altoona, Pennsylvania, workshops. The locomotive was also refurbished in Altoona for operation during the fair. This fair was the last steam up for the locomotive until 1980."}
+{"text":"After the locomotive returned to the Smithsonian, it remained on static display. In 1930 the museum commissioned the Altoona Works to build a second replica of the locomotive's tender for display with the locomotive in the museum. This time, however, the replica tender re-used some of the fittings that the museum had retained when the original tender was dismantled twenty years earlier."}
+{"text":"The Smithsonian recognized the locomotive's age in 1931, but, since the museum didn't have the funds to refurbish the locomotive for full operation again, it was decided to run the locomotive in place (with the driving wheels lifted off the rails using jacks) with compressed air. The museum borrowed an 1836 coach from the Pennsylvania Railroad to display on the track behind the newly rebuilt tender, and the locomotive's 100th birthday was officially celebrated on November 12, 1931. The locomotive's semi-operation was broadcast over the CBS radio network with Stanley Bell narrating the ceremonies for the radio audience."}
+{"text":"The PRR again borrowed the locomotive from 1933 to 1934 for the Century of Progress exhibition in Chicago. Unlike its earlier jaunt to Chicago, for this trip, the railroad hauled and displayed it as a static exhibit. While this exhibit was progressing, the Altoona Works were busy again building a replica; this time the replica was an operable copy of the locomotive. The replica was then operated in 1940 at the New York World's Fair, while the original locomotive and rebuilt tender returned to the Smithsonian."}
+{"text":"The original locomotive was displayed outside the museum one more time in 1939 at the New York World's Fair, but the museum's curators decided that the locomotive was becoming too fragile for repeated outside exhibits. It was then placed in somewhat permanent display back in the East Hall where it remained for the next 25 years. In 1964 the locomotive was moved to its current home, the National Museum of American History, then called the Museum of History and Technology."}
+{"text":"The \"John Bull\" had remained on static display for another 15 years, but the locomotive's significance as one of the oldest locomotives in existence, or its use on the first railroad in New Jersey, was not very plainly noted in the display's literature. As 1981 and the locomotive's 150th birthday approached, the Smithsonian started discussions on how best to commemorate the locomotive's age and significance. There was very little question that special publications and exhibits would be prepared, but museum officials were left with the thought that the exhibit could still be so much more than that."}
+{"text":"Many superficial inspections were performed on the locomotive in 1980 and it was found to be in relatively sound mechanical condition. There wasn't a significant amount of deterioration noted in these early inspections, and when the wheels were jacked off the rails, as they had been 50 years earlier, the axles were found to be freely operable. One morning in January 1980, before the museum opened to the public, museum officials used compressed air to power the cylinders and move the wheels through the connecting rods for the first time since its last semi-operation. After the compressed air blew some dirt and debris out of the locomotive's exhaust stack, it was soon running smoothly."}
+{"text":"Spokane, Portland & Seattle 700 is the oldest and only surviving example of the class \"E-1\" 4-8-4 \"Northern\" type steam locomotive and the only surviving original Spokane, Portland and Seattle steam locomotive. It was built by the Baldwin Locomotive Works in May 1938. Nearly identical to the class \"A-3\" Northerns built for Northern Pacific Railway, it burns oil instead of coal."}
+{"text":"After years of running second-hand equipment, the Spokane, Portland and Seattle Railway (SP&S) was allowed by its parent companies, Great Northern Railway and Northern Pacific Railway, to purchase its first new locomotives. These included three Northern E-1 class locomotives (700, 701 and 702) for passenger service and six Z-6 class Challengers (4-6-6-4s) for freight service."}
+{"text":"After retirement from service in 1956, the SP&S 700 was donated to the City of Portland, Oregon in 1958. It was on static public display at Oaks Amusement Park until 1987, then moved to private quarters for the continuation of work to restore it to operating condition Since 1988\/1989. It began making occasional excursion runs in 1990. In 2012, the 700 was moved to a new facility where it can again be viewed by the public, the Oregon Rail Heritage Center."}
+{"text":"700 was delivered on June 21, 1938, joining the 702 pulling overnight passenger trains between Spokane and Vancouver, Washington, along the north shore of the Columbia River, with the 701 providing backup and pulling freight. Owing to an undersized turntable, the Northerns didn't reach Portland, Oregon until 1944."}
+{"text":"By 1947, the Great Northern Railway had begun to streamline its premier passenger train, The \"Empire Builder\", and had started adding diesels to the locomotive mix. SP&S also started purchasing diesels at this time, but they arrived after the streamlined cars were brought into service and for a few months, the 700s pulled the Portland section of Great Northern's \"Empire Builder\" and Northern Pacific's \"North Coast Limited\"."}
+{"text":"In 1947, the 700 suffered a catastrophic derailment and fell on her side while pulling a passenger train in Washington. It is unknown if the engineer, fireman, or leading brakeman were injured or killed."}
+{"text":"Through the late 1940s and early 1950s, the E-1s continued to pull secondary passenger trains, but by 1954, the diesels had completely replaced steam for passenger service and the E-1s were relegated to pulling freight trains until 1955."}
+{"text":"Finally, on May 20, 1956, a spruced-up 700, with its normally grey smokebox painted silver, pulled its last passenger train. The \"Farewell To Steam\" run had a total of 21 cars carrying 1,400 passengers from Portland, Oregon to Wishram, Washington, in the heart of the Columbia Gorge, and back again."}
+{"text":"After the trip, the 700, 701, 702, Challengers and other SP&S locomotives were sent to the scrap line. At the same time, however, Union Pacific Railroad was offering to donate a steam locomotive to the city of Portland, Oregon, and not to be outdone, the SP&S offered the 700. The two locomotives (SP&S 700 and OR&N 197) were moved into Oaks Park along the Willamette River in 1958 and were soon joined by SP 4449 where they sat for nearly 20 years."}
+{"text":"For nearly 20 years the 700, along with the other two locomotives, sat behind chain link fences, slowly fading and rusting away. Only the attention of a single Southern Pacific Railroad employee, Jack Holst, saved the locomotives from complete uselessness. Mr. Holst regularly visited the locomotives and kept the bearings and rods well greased and oiled. Unfortunately, Mr. Holst died in 1972, before the first locomotive, SP 4449, was removed from Oaks Park and restored. In 1975, 15-year-old Chris McLarney started working on the 700, cleaning and oiling various parts. He founded the PRPA (Pacific Railroad Preservation Association) in 1977 to provide support for the preservation work."}
+{"text":"Between 1987 and 1989, the SP&S 700 was moved from Oaks Park to the Southern Pacific's Brooklyn Roundhouse, in southeast Portland, for the continuation of restoration work. With the support of many individuals and the Burlington Northern Railroad, No. 700 returned to operation on May 15, 1990."}
+{"text":"The 700 was added to the National Register of Historic Places on January 25, 2006, as the Spokane, Portland and Seattle Railway Steam Locomotive."}
+{"text":"Until June 2012, the 700 and its two companions resided at the Brooklyn Roundhouse. The City of Portland was leasing the roundhouse from its owner, Union Pacific Railroad (UP), but after the railroad announced plans to demolish the roundhouse to allow expansion of the yard, the engines needed to find a new home. The Oregon Rail Heritage Foundation, with significant support from the City of Portland, raised funds for a new restoration and visitor center adjacent to the Oregon Museum of Science and Industry to provide the city's steam locomotives with a permanent and publicly accessible home before the closure of the roundhouse."}
+{"text":"Strasburg Rail Road (Canadian National) No. 7312, also known as Strasburg Rail Road No. 31, is an 0-6-0 \"Switcher\" type steam locomotive originally built by the Baldwin Locomotive Works in August 1908 for the Canadian National Railway. It is owned and previously operated by the Strasburg Rail Road outside of Strasburg, Pennsylvania. As of 2021, No. 7312 is currently undergoing restoration back to operating condition, however, the restoration progress has currently been put on hold for the foreseeable future. Whether or not No. 7312 will run again is still yet to be determined."}
+{"text":"No. 7312 was built by the Baldwin Locomotive Works in August 1908 for the Grand Trunk Railway as number 118. The 118 was renumbered 1708 in September 1919. In January 1923, the Grand Trunk Railway was merged into the Canadian National Railway. Three months after the creation of Canadian National, 1708 was renumbered 7157, a number the locomotive carried until February 1952 when it was renumbered 7240. In 1957, the locomotive received its final CN number of 7312. In July 1958, No. 7312 was retired at Stratford, Ontario where it had been working as the shop switcher."}
+{"text":"Sierra Railway 28 is a 2-8-0 steam locomotive owned and operated by Sierra Railway in California."}
+{"text":"2-8-0 Consolidation number 28 was built in January 1922 for the Sierra Railroad by the Baldwin Locomotive Works of Philadelphia, Pennsylvania. It was built in response to the increase of freight traffic on the Sierra with the construction of the Don Pedro and O'Shaughnessy Dams requiring carloads of rock and cement. After the dam projects were finished, the 28 was assigned to freight traffic on the Sierra's lower division between Oakdale and Jamestown, California."}
+{"text":"In the mid 1930s, the 28 was used in the upgrade of the O'Shaughnessy Dam and frequently ran on the Hetch Hetchy Railroad, which was operated by the Sierra Railway under contract from the city of San Francisco. The 28 also ran mixed freights between Oakdale and Tuolumne until 31 August 1938 when passenger service on the Sierra Railway was discontinued."}
+{"text":"By the 1940s, the 28 was one of only six remaining locomotives on the Sierra's roster and continued to handle freight and railfan excursions until 1955 when the Sierra dieselized. However, the Sierra kept the 28 along with 4-6-0 number 3, 2-8-0 number 18, 2-8-2 number 34 and 2-8-2 number 36 for occasional railfan trips and movie work. The railfan excursions were ended in October 1963 after the 28 derailed in the Jamestown yard."}
+{"text":"The 28 also made a few brief cameo appearances in several movies and TV show during this time including Overland Trail, Nichols, Little House on the Prairie, Bound for Glory and The World's Greatest Lover."}
+{"text":"On October 19, 1963 the locomotive derailed backing through a switch in Jamestown effectively ending all excursion trains on the railroad until the opening of Railtown 1897. In May 1971, the Sierra Railway opened its Jamestown shops and yards to the public in the form of Railtown 1897. The 28 quickly became the workhorse of this new tourist operation. In 1979, Crocker Industries, which owned the Sierra Railroad and Railtown 1897 decided to sell Railtown 1897 and all of its assets, including the 28, to the California Department of Parks and Recreation, which reorganized Railtown 1897 as Railtown 1897 State Historic Park."}
+{"text":"After the State of California took over Railtown's operations, 28 continued to serve as its locomotive, operating seasonally. In February 2009, the 28 was taken out of service after its crown sheet and other parts of the firebox were found to be too thin for legal operation. 28 sat stored in public view in the Jamestown roundhouse awaiting funds until August 2013 when it was torn down for repairs to its firebox along with new flues and Staybolts."}
+{"text":"After being out of service for a 5-year restoration, the 28 returned to operation on June 1, 2019."}
+{"text":"The Baltimore and Ohio\u2019s P-7 class was a class of 20 Pacific type locomotives built in 1927. Named for the first 20 Presidents of the United States, they were the prime motive power for the B&O\u2019s top passenger trains for 31 years. One example, No. 5300, \u201cPresident Washington\u201d, has been preserved."}
+{"text":"The P7s were rather simple locomotives when built. Bearing a considerable resemblance to the Pennsylvania Railroad\u2019s K4s, the two designs did differ in their style of firebox and boiler pressure. The engines produced an impressive 50,000 lbs. of starting tractive effort and could pull heavyweight passenger trains up to 80 miles an hour. Water scoops mounted on the underside of the tender allowed the locomotives to refill their 11,000-gallon tanks without stopping. The cabs of the locomotives were equipped with automatic train control, which improved safety by forcibly applying the brakes if the engineer failed to acknowledge an unfavorable signal."}
+{"text":"The engines would receive upgrades over their 31-year careers and some locomotives received streamlined shrouds, but the class never saw a major rebuild . In 1937 locomotive 5304 was rebuilt by the B&O into a Class P-7a streamlined locomotive. In 1942 locomotive 5306 was rebuilt into a Class P-7b streamlined locomotive. In 1944 locomotives 5305, 5308, 5309, 5318 were rebuilt into Class P-7c. In 1946 locomotives 5301-5303 were rebuilt into Class P-7d\u2019s. Locomotive 5304 was also rebuilt to Class P-7d in 1946 ."}
+{"text":"\"*The entries in this column are the numbers assigned to the locomotives when built. Some engines were renumbered before being retired.\""}
+{"text":"With the introduction of the P-7 class into its passenger fleet, the B&O sought to distinguish itself from its competitors, mainly the Pennsylvania Railroad. To accomplish this, instead of the usual simplistic black paint scheme, each of the P-7s would be adorned with names after the first 20 Presidents of the United States (a single locomotive, \u201cPresident Adams\u201d, symbolized both John Adams and John Quincy Adams). \u00a0Combined with a vibrant green paint scheme and gold trim, the railroad hoped to make the class more distinctive and memorable. The locomotives were put on display frequently for public relations, with the class making its debut performance at the Fair of the Iron Horse, which celebrated the railroad\u2019s 100th anniversary in 1927."}
+{"text":"The locomotives were used throughout the B&O\u2019s network in the eastern US, with their most famous efforts being the Royal Blue, a high-speed train connecting Washington DC and Jersey City. Also used between Baltimore and Philadelphia, the engines were used mainly in the Midwest leading up to their retirement."}
+{"text":"Being an early adopter of diesel power, the B&O retired the P7s by the late 1950s. In 1957, the President of the B&O Howard Simpson ordered the first P-7 built, No. 5300, to be saved from scrapping. The locomotive received a cosmetic restoration to its as-built appearance. Currently on static display at the Baltimore and Ohio Railroad Museum in Baltimore, Maryland, it is the only \"Pacific\" type locomotive built for the B&O to have been preserved."}
+{"text":"The Class P7 also made appearances in Thomas & Friends as the engine Caitlin is based on the streamlined P7, more specifically engine No. 5304 \u201cPresident Washington\u201d."}
+{"text":"Norfolk and Western Railway class J (1941)"}
+{"text":"The Norfolk and Western class J was a class of fourteen 4-8-4 \"Northern\" streamlined steam locomotives built by the railway's Roanoke Shops located in Roanoke, Virginia from 1941 to 1950. They were operated by the Norfolk and Western Railway (N&W) in revenue service until the late 1950s."}
+{"text":"These locomotives were built to run on the N&W main line between Norfolk, Virginia and Cincinnati, Ohio, pulling the \"Powhatan Arrow\", the \"Pocahontas\" and the \"Cavalier\" passenger trains as well as ferrying the Southern Railway's the \"Birmingham Special\", the \"Pelican\" and the \"Tennessean\" between Monroe, Virginia and Bristol, Tennessee. The class\u00a0J, with the class A and class Y freight locomotives, became the Norfolk and Western's \"Big Three\" considered to be at the pinnacle of steam technology."}
+{"text":"Only one class J locomotive, no. 611, survives. It was retired in 1959 from revenue passenger service and moved to the Virginia Museum of Transportation (VMT) in 1962. It has been restored twice: once as part of the Norfolk Southern Railway's steam program in 1982 and again as part of the VMT's \"Fire up 611!\" campaign in 2015."}
+{"text":"The Js' distinctive streamlining was designed by N&W's Tool Supervisor, Franklin C. Noel."}
+{"text":"The first class J locomotives (nos. 600\u2013610) had 275 pounds per square inch (psi) boilers, driving wheels, and Timken roller bearings on all wheels, rods, valve gear and wrist pins. After 1945, the boiler pressure was raised to . Calculated tractive effort was \u2013 the most powerful 4-8-4 without a booster. The driving wheels were small for a locomotive that was able to pull trains at more than . To overcome the limitation, the wheelbase was made extremely rigid, lightweight rods were used, and the counterbalancing was precise \u2013 so precise that it could theoretically allow the locomotives to reach speeds up to without the rail damage that could have occurred with conventional designs."}
+{"text":"As delivered, the class J locomotives had duplex (two) coupling rods between the main (second) and third drivers (tandem rods), but in the 1950s Norfolk and Western's engineers deemed them unnecessary a single coupling rod was substituted between the main and third drivers. The negative effect of the J's highly engineered powertrain was that it made the locomotives sensitive to substandard track."}
+{"text":"While on loan in 1945, no. 610 hauled a 1015-ton passenger train with 15 cars at speeds of more than over a section of flat, straight track on the Pennsylvania Railroad, known as the \"racetrack\", in the Fort Wayne Division."}
+{"text":"The class J locomotives were built with automatic lubricators at 220 points, allowing them to operate up to between refills. Despite their comparatively small driving wheels, they rode very smoothly at all speeds: the Pennsylvania Railroad's inspector stated that it rode better than any of their own steam locomotives except for the 6-4-4-6 class S1."}
+{"text":"The first five locomotives (nos. 600\u2013604) were outshopped between October 1941 and January 1942, costing the railroad US$167,000 apiece. The second batch of six locomotives was delivered in 1943 without either shrouding or lightweight side rods, due to the limitations on the use of certain materials during the war; they were classified J1. When N&W showed the War Production Board the reduced availability numbers because of this, the Board allowed the J1s to be re-fitted in 1945 as Js with the lightweight rods and shrouding. The last batch of three locomotives was rolled out in summer 1950: they were to be the last steam passenger locomotives built in the United States."}
+{"text":"The class Js pulled the network's prominent passenger trains, such as the \"Powhatan Arrow\", the \"Pocahontas\", and the \"Cavalier\" between Norfolk, Virginia and Cincinnati, Ohio, as well as ferrying Southern Railway's the \"Birmingham Special\", the \"Pelican\", and the \"Tennessean\" between Monroe, Virginia and Bristol, Tennessee. Because of their power and speed, the class Js were among the most reliable engines, running as many as per month, even on the mountainous and relatively short route of the N&W."}
+{"text":"In the late 1950s, N&W began purchasing first-generation diesel locomotives, experimenting with fuel and maintenance cost. They leased several sets of EMD E6s, E7s, E8s from the Atlantic Coast Line and Richmond, Fredericksburg and Potomac Railroads. As a result, the class Js were retired from passenger service. Doghouses were installed on their tenders to accommodate the head-end brakemen when the class Js were reassigned to freight service until they were all retired between 1958 and 1959."}
+{"text":"One locomotive, no. 611, has been preserved. Its survival was in part due to its excellent condition after its 1956 derailment and subsequent repair, and also in part to the efforts of photographer O. Winston Link, who offered to purchase 611 himself rather than see it scrapped. The locomotive was donated to the Roanoke Transportation Museum in 1962, where it sat dormant for two decades. Since then, it has had two excursion careers: from 1982 to 1994, after Norfolk Southern Railway restored the locomotive, and in 2015 (by Norfolk Southern) and afterwards by the VMT."}
+{"text":"Atlantic Coast Line 1504 is a 4-6-2 USRA Light Pacific steam locomotive built by the Richmond Locomotive Works in Richmond, Virginia in August 1919 for the Atlantic Coast Line Railroad (ACL) as a member of the P-5-A class."}
+{"text":"The locomotive was built for passenger service and was assigned to pull the ACL's mainline passenger trains such as the \"Florida Special\" and the \"South Wind\" until being retired in 1952 and donated to Jacksonville for display."}
+{"text":"The locomotive pulled passenger trains, including the \"Miamian\", the \"Florida Special\", \"Palmetto Limited\", the \"Southland\", the \"South Wind\" and the \"Dixie Flyer\". By the late 1940s, the railroad had dieselised its passenger trains and the locomotive was assigned to fast freight service and spent its last years in the Tampa, Florida area before 1952, the year it was retired and put into storage."}
+{"text":"1504 was chosen for preservation by ACL president Champion Davis and the Head of ACL's Mechanical Department, John W. Hawthornethe. In 1960, after some years in storage, the locomotive was given a thorough mechanical overhaul and then placed on display in front of the then new ACL General Office Building in Jacksonville. In 1986, CSX presented the locomotive to the city of Jacksonville, Florida. It was cosmetically restored and put on display at the Prime F. Osborn III Convention Center, where it currently resides. It is the only surviving original USRA Light Pacific steam locomotive and is in almost original condition."}
+{"text":"The locomotive was designated as a National Historic Mechanical Engineering Landmark in 1990. It is also on the National Register of Historic Places."}
+{"text":"In the late 1930s, when looking for heavier steam power to move freight and passenger trains swiftly, the New York Central looked at a dual service steam locomotive. The modern 1940 L3a from ALCo was able to move both heavy passenger trains and freights with relative ease. So, the NYC acquired both the L-3 and L-4 classes of Mohawks from the American Locomotive Company and Lima Locomotive Works from 1940 to 1943."}
+{"text":"As of 2021, No. 3001 is on display at the National New York Central Railroad Museum. Whether or not the locomotive would be restored to operating condition is up for debate."}
+{"text":"Southern Railway \"Maud\" 1509 is the oldest surviving steam locomotive of the Southern Railway. The engine was built by Baldwin in 1880 for the Atlanta and Charlotte Air Line Railway, originally numbered 27 and named \"Talullah\". The railroad was later absorbed by the Richmond and Danville Railroad which itself became the Southern Railway, with the engines being renumbered, and as such, \"Talullah\" ultimately became Southern #1509."}
+{"text":"A misprint in one of the Southern's early locomotive rosters had confused the engine with number 1101, a Baldwin 4-6-0. As a result, many believed the engine was originally built as a 4-6-0 for the Washington City, Virginia Midland, and Great Southern Railway (presumably 1101's original owner). Such mistakes were quite common from the Southern Railway's formation to the 1903 renumbering, with much of the locomotive records during that time being either incomplete or containing conflicting information. Thus very little of the 1509's early career is known, however, most railroad historians have concluded that the 1509 had most likely been built either as a 0-4-4T or possibly as a 0-4-0, as opposed to the larger 4-6-0 design."}
+{"text":"Southern rebuilt the engine in 1925, and from then until retirement, it served as a switcher for the railway's Pegram Shops in Atlanta. There, it was given the name, \"Maud\" by the shop employees. \"Maud\" was retired in 1949, and moved to Inman, Georgia, where it was to be scrapped. However, the shop's workers had favored \"Maud\", and wrote to then Southern Railway president E. E. Norris requesting the engine be preserved. Norris obliged, and \"Maud\" was placed on display outside of the shops until 1960. That year, the engine was donated to the Atlanta chapter of the National Railway Historical Society, who had placed it in their Southeastern Railway Museum in Duluth, Georgia."}
+{"text":"As of November 2020, Southern Railway 1509 is stored, disassembled outside the Southeastern Railway Museum's shops, where it is awaiting restoration."}
+{"text":"Canadian National 3254 is a class \"S-1-b\" 2-8-2 \"Mikado\" type steam locomotive built in 1917 for the Canadian National Railway by the Canadian Locomotive Company as a member of the Canadian National class S-1-b. It used to be a part of the operating fleet at the Steamtown National Historic Site in Scranton, Pennsylvania until being indefinitely retired from excursion service in 2012 due to serious frame issues, being replaced by Boston and Maine 4-6-2 #3713 as part of Steamtown's operating fleet for use on excursion trains."}
+{"text":"Canadian National 3254 was built in 1917 by the Canadian Locomotive Company for the Canadian Government Railways where it was numbered 2854. In 1918, the Canadian Government Railways combined with the Canadian Northern Railway formed the Canadian National Railways. The 3254 had considerable pulling power, could climb grades with ease, and was used to handle very heavy freight trains. On July 24, 1941, No. 3254 collided head on with Great Northern H-5 4-6-2 No. 1351 at North Road cut. This accident caused the locomotive's frame horns to be bent and the frame is also bowed to one side, causing the cab to sit off-center. Despite the bent frame, the Canadian National loosely repaired the locomotive, and it continued service, until it was retired in 1958."}
+{"text":"Steamtown also owns a Canadian National class S-1-d \"Mikado\", No. 3377 as a static display piece. No. 3377 was the target of copper thieves during her trip to Scranton. The locomotive was never repaired and became a spare parts provider for No. 3254, including the tender, which replaced the 3254's tender in 2010 due to rust leaks and 3254\u2019s old tender was scrapped."}
+{"text":"As a result of issues with either the boiler\/firebox or the frame, combined with other needed maintenance which made further operation impractical, No. 3254 was taken out of service indefinitely after the 2012 season. The early retirement is likely attributed to its 1941 collision. She has frequently been described as a \"rough rider,\" and had been chewing up bearings at an accelerated rate. It also consumed a staggering amount of coal compared to the amount consumed by No. 2317. As a result, No. 3254 will be replaced by Boston and Maine 4-6-2 No. 3713 as part of Steamtown's operating fleet for use on excursion trains. As of 2021, No. 3254 is unlikely to run again anytime soon due to its poor mechanical condition."}
+{"text":"Nahma and Northern Railway Locomotive No. 5"}
+{"text":"The Nahma and Northern Railway Locomotive #5 is a locomotive located at the corner of Main Street and River Street in Nahma Township, Michigan."}
+{"text":"The town of Nahma was established in 1881 by the Bay De Noquet Lumber Company as the base for its upper Michigan lumbering operations. The company began harvesting softwoods, but as the supply decreased, it was forced to turn to hardwood logging. In 1901, the Bay De Noquet Lumber Company began construction of a railroad system, the Nahma and Northern, leading from Nahma into the surrounding forest and various lumber camps. The railway eventually had 75 miles of track, The Nahma and Northern had seven locomotives, one caboose, and over 100 Russell Cars for hauling timber."}
+{"text":"The railroad was abandoned in 1948. In 1951, the town of Nahma was sold to the American Playground Device Co. for development into a resort. The planned resort, however, never got off the ground."}
+{"text":"This locomotive is a 2-6-2 coal-burning locomotive, built by the Baldwin Company of Philadelphia in 1912."}
+{"text":"Gov. Stanford is a 4-4-0 steam locomotive originally built in 1862 by Norris Locomotive Works. Following construction, it was disassembled and hauled by the ship \"Herald of the Morning\" around Cape Horn to California, then up the rivers aboard the schooner \"Artful Dodger\", arriving in Sacramento on October 6, 1863. With a dedication ceremony that included artillery discharge, it entered service on November 9, 1863, and it was used in the construction of the First Transcontinental Railroad in North America by Central Pacific Railroad bearing road number 1. It was Central Pacific's first locomotive and it is named in honor of the road's first president and ex-California governor, Leland Stanford."}
+{"text":"Southern Pacific Railroad (SP) 2579 is a heavy 2-8-0 type steam locomotives built by Baldwin Locomotive Works in 1906, a typical example of over 350 locomotives called \"Consolidations\". 2579 was retired from service in 1956 and is currently in display in the Veterans Memorial Park in Klamath Falls, Oregon. Last used in revenue service in November 1956, 2579 was donated to the City of Klamath Falls on September 1957."}
+{"text":"Locomotive #2579 is a typical example of steam locomotives called \"consolidations\" that were used by the Southern Pacific Railroad. It worked on many different duties for the Southern Pacific system from the early 20th century well into 1956, even handling passenger trains on rare occasions. At nearly 400,000 pounds and at 71 feet in length, #2579 was utilized for freight on the SP's Portland, Sacramento, Shasta, and Western Divisions. It was retired from steam freight operations in November 1956 and vacated from the active roster of locomotives in May 1957."}
+{"text":"Southern Pacific Locomotive #2579 was donated to the City of Klamath Falls on September 8, 1957. Since then, SP2579 has been on display in Veterans Memorial Park along the shores of Lake Ewauna, near the junction of Main Street and US97."}
+{"text":"C. P. Huntington is a 4-2-4T steam locomotive on static display at the California State Railroad Museum in Sacramento, California, USA. It is the first locomotive purchased by the Southern Pacific Railroad, carrying that railroad's number 1. The locomotive is named in honor of Collis P. Huntington, the third president of the Southern Pacific Company (parent company of Southern Pacific Railroad)."}
+{"text":"\"C. P. Huntington\" was originally purchased by Central Pacific Railroad (CP) in 1863 as that railroad's number 3, along with its sister engine \"T. D. Judah\" (CP no. 4). It was CP's third locomotive after \"Gov. Stanford\" (number 1, built by Norris Locomotive Works) and \"Pacific\" (number 2, built by Mason Machine Works). CP used the locomotive beginning on April 15, 1864, during construction of the western portion of the First Transcontinental Railroad in North America."}
+{"text":"Southern Pacific (SP) purchased \"C. P. Huntington\" from CP on February 5, 1871, gave it their number 1, and used it in light service in northern California. It was rebuilt twice, first in 1873 with new valves and again in 1888 with a new boiler built by CP's Sacramento shops. In 1888 the locomotive was also put on public display for the first time in Sacramento."}
+{"text":"In SP's 1891 renumbering plan, \"C. P. Huntington\" was assigned road number 1001. The locomotive was placed in storage for some time until it was rebuilt for use as a lineside weed burner in 1901. Its use as a weed burner proved unsatisfactory and the locomotive was again removed from active service. In 1910, \"C. P. Huntington\" was again rebuilt and it was then kept at SP's machine shops where it remained for a few years. The locomotive was nearly scrapped in 1914; it was spared this fate by SP management so that it could be displayed at the Panama\u2013Pacific International Exposition in 1915 after a cosmetic restoration."}
+{"text":"On May 3, 1939, \"C. P. Huntington\" participated in the grand opening ceremonies for the Los Angeles Union Station. Operating under her own steam, the \"Huntington\" was paraded past large, cheering crowds to the newly completed passenger terminal, along with several other engines, including the famous 4-4-0, Virginia & Truckee 22, the \"Inyo\" (still painted in Union Pacific livery, from the filming of Cecil B. DeMille's 1939 movie of the same name, which premiered two days later), and Southern Pacific 4120, a massive AC-5 class 4-8-8-2 cab forward. The moment was captured on film by Disney animator and lifelong train enthusiast, Ward Kimball, and may be some of the only known footage of the engine under steam."}
+{"text":"Southern Pacific donated the engine to the State of California in 1964. The locomotive was placed on display at the old state fairgrounds on Stockton Boulevard, in Sacramento, where it remained until a 1970 refurbishing at Southern Pacific's Sacramento Shops, when it was placed in the Central Pacific Railroad Passenger Station in Old Sacramento in 1979. In 1981 it was moved into the newly opened California State Railroad Museum, where it now remains on static display."}
+{"text":"The first \"C. P. Huntington\" locomotive was delivered to the now-defunct Joyland Amusement Park in Wichita, Kansas. This replaced the original miniature train that has operated since 1933. As the first locomotive, it carries the serial number 1 from the factory."}
+{"text":"There are three \"C.P. Huntington\" replicas operating the perimeter track at the Santa Barbara Zoo."}
+{"text":"Story Land in Glen, NH operates four \"C.P. Huntington\" locomotives."}
+{"text":"Pullen Park, a park run since 1887 in Raleigh, NC, has a CP Huntington train with millions of riders to ride on it since 1950."}
+{"text":"The Baton Rouge Zoo also runs a \"C.P. Huntington\" locomotive around the perimeter of its zoo. It was donated by the local Coca-Cola plant."}
+{"text":"Landa Park in New Braunfels, TX operates a gas powered version through the park surrounding the springs and headwaters of the Comal River."}
+{"text":"The Downtown Aquarium in Houston became the first operator of an electric version of the locomotive."}
+{"text":"Storyland & Playland in Roeding Park located in Fresno, CA, runs a Chance Rides C.P. Huntington locomotive between the two themed parks pulling a total of 6 passenger cars."}
+{"text":"As of 2018, Chance Rides has built over 400 different \"C. P. Huntington\" locomotives and coaches for customers around the world - such as \"Window on China\" in Taiwan that run 2 of these locomotives. Prices for locomotives run just under $200,000 and coaches run about $60,000 each. Locomotives and coaches can be customized in a variety of ways."}
+{"text":"The unique design of the \"C. P. Huntington\" inspired the appearance of \"The Little Engine That Could\" in most storybook renderings."}
+{"text":"Atlanta and West Point 290 is a steam locomotive built in 1926 by the Lima Locomotive Works (LLW) for the Atlanta and West Point Railroad. The engine is a 4-6-2 heavy \"Pacific\" type steam locomotive, remarkably similar to Southern Railway's Ps-4 class. With sister locomotive No. 190 built for the Western Railway of Alabama, the 290 pulled the \"Crescent\" passenger train from Atlanta, Georgia to Montgomery, Alabama until the engine's retirement from revenue-producing service in 1954."}
+{"text":"The engine entered service for the West Point Route in 1926, pulling the \"Crescent\" from Atlanta, Georgia, to Montgomery, Alabama."}
+{"text":"When the locomotive was taken out of service in 1954, fans of 290 established the \"290 Club\" which succeeded in persuading the Atlanta and West Point Railroad to preserve the locomotive rather than sell it for scrap. The locomotive remained on static display for several years before it was donated to the Atlanta Chapter of the National Railway Historical Society in 1961."}
+{"text":"In the late 1980s, the New Georgia Railroad, an Atlanta-based steam excursion railroad, needed another locomotive and 290 was quickly restored. Under steam again for the first time in 1989, 290 pulled regular excursions in the Atlanta vicinity and made several longer excursions to other cities including a historic trip to Montgomery in 1992."}
+{"text":"In 1991, 290 traveled to Norfolk Southern Norris Yard Steam Shop in Irondale, Alabama, for running-gear maintenance work to resolve hot-running bearings. Work was largely done by New Georgia Railroad personnel led by mechanic\/engineer Bill Magee(GBA Director-New Georgia Railroad), utilizing Norfolk Southern's shop equipment. Shortly thereafter, the New Georgia Railroad stopped operating steam locomotives when the state government discontinued its funding. The engine operated for three more years until 1992, were it was once again retired from service."}
+{"text":"Today, the 290 resides at the Southeastern Railway Museum in Duluth, Georgia, awaiting for cosmetic restoration. There have been no legitimate opportunities to operate the locomotive in such a manner that justifies restoring her to operation. Therefore, she will be placed back on display once the work is completed until such an opportunity presents itself to the engine to return to the rails once again."}
+{"text":"The locomotive was the subject of Pentrex's \"New Georgia Steam Excursions: A&WP #290\", a film appealing to railfans covering a ceremonial run between Atlanta and Montgomery over 290's home rails. The engine itself also made a cameo appearance in the motion picture Fried Green Tomatoes."}
+{"text":"Southern Pacific 2706 is a 2-8-0 \"Consolidation\" Class C-8 steam locomotive built by the Baldwin Locomotive Works in 1904 for the Southern Pacific Transportation Company (SP). It is one of three surviving members of its class, and one of many preserved SP 2-8-0s."}
+{"text":"2706 was retired along with the remaining Southern Pacific steam fleet in the late 1950s at the Bayshore Yard near Brisbane, California. After retirement, it was moved to Watsonville in 1962, and it was purchased by Rick Hammond and the Eccles and eastern railroad company it was moved to Santa Cruz on the day of the 1989 Loma Prieta earthquake, where it was purchased by John Manley in 1999 (from Mike Hart) and subsequently moved to Colusa in 2007. Previously, Manley had worked on the team which restored SP 2467."}
+{"text":"A new shop was constructed in 2012 to accommodate work on 2706."}
+{"text":"Chicago and North Western 1385 is a standard gauge class \"R-1\" 4-6-0 \"Ten Wheeler\" type steam railway locomotive built in March 1907 by the American Locomotive Company (ALCO) for the Chicago & North Western Railway (C&NW). It was used for hauling freight and passenger trains on the C&NW trackage until its retirement in 1956. In 1961, it was purchased by a preservation group that is known today as the Mid-Continent Railway Museum, and they have operated No. 1385 on several excursions on their tourist railroad, as well as the C&NW mainline, until 1998. As of 2021, No. 1385 is currently being rebuilt for operational purposes."}
+{"text":"Between 1901 and 1908, the Chicago and Northwestern Railroad, also known as the North Western, ordered 325 4-6-0 ten wheelers from the American Locomotive Company (ALCO), which were classified as the R-1 class. C&NW owned more R-1s than any other steam locomotive class. No. 1385 was one of the second to last ones built in March 1907."}
+{"text":"Although principally used for fast freight, the R-1 class also was used for slower passenger service and occasional switching over the North Western's extensive system, which at its peak extended through nine states from Illinois to Wyoming. When new, it was large, modern power, and required strengthening and enlarging turntables, engine houses, and bridges wherever used."}
+{"text":"No. 1385 was retired in 1956 and was used to thaw out ore cars during severe winters. The locomotive was then purchased by the Historical Society of Milwaukee in 1961 for $2600. The society purchased an abandoned line in North Freedom, Wisconsin, from the C&NW in 1963, moved No. 1385 there and the society changed its name to Mid-Continent Railway Museum."}
+{"text":"The locomotive operated on the Mid-Continent\u2019s tourist railroad since 1963, but from 1983 to 1995, No. 1385 was also used to operate mainline excursion trips on the CN&W. In 1985, the locomotive pulled the Circus World Museum\u2019s train from Baraboo to Milwaukee. There were plans to operate No. 1385 all the way to Chicago, Illinois to take part in the 1993 National Railway Historical Society\u2019s convention, which would have put it side by side with a few other steam stars, including Nickel Plate Road 2-8-2 No. 587 and Union Pacific 4-6-6-4 No. 3985 on the convention\u2019s last day. However, Midwest flooding has gotten in the way between North-Freedom and Chicago. Thus, No. 1385 never participated in the convention."}
+{"text":"After the Union Pacific purchased the C&NW in 1995, No. 1385 could no longer operate on the main line, since the UP has a policy against foreign steam locomotives. It has remained operational only for the Mid-Continent\u2019s tourist railroad, until it\u2019s flue ticket expired in 1998. As a locomotive that has turned 90 to 100 years old, no. 1385 has operated for so long with very little to no repairs, that running under its own power has taken its toll on the locomotive. It has sat idle at the Mid-Continent\u2019s property for several years until 2011, when it was announced that No. 1385 would receive a complete rebuild for operational purposes."}
+{"text":"As of 2021, the boiler has been completely replaced, the frame has been refurbished, and several of the smaller components, including the steam dome, the air compressors, the running gear, and the cab have been rebuilt and cleaned to meet up with FRA\u2019s standards."}
+{"text":"No. 1385 was added to the National Register of Historic Places in 2000 as Steam Locomotive #1385."}
+{"text":"Atchison, Topeka and Santa Fe Railway 3759 is a class 3751 standard gauge 4-8-4 \"Northern\" type steam railway locomotive built by the Baldwin Locomotive Works in 1928. It is on display in Locomotive Park, located between Andy Devine Avenue and Beale Street in Kingman, Arizona. The park was established in August 1957 with AT&SF 3759 donated to the City of Kingman in recognition of Kingman's history with the railroad. The locomotive erroneously is termed a Mountain type on the nearby information plaque, and also in the City's descriptive material."}
+{"text":"3759 was delivered in 1928 as a 3751 class \"Northern\" 4-8-4 passenger locomotive. Originally a coal-burning locomotive with 73-inch drivers, the fleet was converted to oil in 1936 and rebuilt between 1938 and 1941 with 80-inch drivers. Its regular service was pulling passenger trains on the Santa Fe's main line through Kingman, which was a water stop. Retired in 1953, the engine had traveled over 2,585,000 miles."}
+{"text":"In February 1955, 3759 was brought out of retirement at the request of the Railway Club of Southern California for a special excursion run, dubbed \"Farewell to Steam.\" This special ran on February 6, a round trip between Los Angeles Union Station and Barstow, California with stops in Pasadena and San Bernardino and was the last Santa Fe revenue steam train to leave Los Angeles and to traverse Cajon Pass. After this trip, 3759 went back into storage, until Santa Fe donated the locomotive to the city of Kingman in 1957."}
+{"text":"The locomotive was added to the National Register of Historic Places as AT & SF Locomotive in 1986, reference number 86001113. In 1987 caboose 999520 was retired and donated to Kingman to be added behind 3759. The residents of Kingman pulled the locomotive forward to make room for the caboose."}
+{"text":"In January 1991, Grand Canyon Railway owner Max Biegert sent a letter to Kingman city officials of his proposal to lease AT&SF 3759 to operation and donate his engine No. 19 to the city. 3759 would have run in the Grand Canyon Railway and an \"Orient Express\"-styled train between Los Angeles and Williams, Arizona. The community reacted negatively to the plan and it did not go forward."}
+{"text":"On the F&CC it was numbered 3 and named \"Elkton\". After the demise of the F&CC in 1915, the locomotive and sister locomotives sat unused in storage until the Denver & Rio Grande purchased it and four others in 1917 to help with war traffic. In D&RG service it was renumbered to No. 425, but was later renumbered to No. 315 when the Denver & Rio Grande reorganized\/merged with the Rio Grande Western and became the Denver and Rio Grande Western in 1921."}
+{"text":"It began its service on the D&RG at Alamosa, Colorado and was leased to the Rio Grande Southern for 1926-27 and then spent most of the next decade on the Gunnison Division, in Salida, Colorado, on the line to Montrose and on the branch to Ouray."}
+{"text":"As larger locomotives such as the K-27, K-36 and K-37 Mikado Locomotives were introduced to line, smaller engines like No. 315 were given yard switching duties or scrapped. No. 315 spent several periods in the Alamosa shops during the early 1940s, notably with a broken main rod and then later for flue work and to replace its pilot with a switch engine pilot where it was assigned to yard switching duties at Durango, Colorado. The locomotive was then taken out of service in 1949."}
+{"text":"The Durango area became known as Hollywood of the Rockies for a Period of time thanks to the scenery and the railroad, and No. 315 managed to score some roles on the silver screen. First appearing in the movie \"Colorado Territory\" in 1948, a year before its retirement."}
+{"text":"The scraping of C-18 No. 319 was postponed by a year to make an appearance in the 1952 film \"Denver & Rio Grande\" where the 319 and C-19 No. 345 were filmed in a head on collision. That could've easily been No. 315 had there been no attempt save it."}
+{"text":"After speaking with city officials, the first work session was held in October 1998. The project was assisted by the D&SNG's Museum Curator Jeff Ellingson who redid the lettering and also evaluated No. 315's overall condition. Later on the SJLS' Board of Directors decided the project would be too big to perform under the club name, and formed the \"315 Committee.\" Later in 1999, the Committee reconsidered the end goal of the restoration and also decided to reorganize as a Non-Profit Organization under the name of the \"Durango Railroad Historical Society\"."}
+{"text":"In 2002 the boiler received a Hydrostatic and Ultrasonic test and was deemed to be in good condition for returning the Locomotive to operational condition. It was then decided that the DRHS would go through with performing a complete restoration of No. 315. On August 24, 2007, a fire was lit inside No. 315's firebox at the D&S Roundhouse and that evening the locomotive moved under its own power for the first time in 58 years. The Locomotive first ran at the D&SNG after fixing some minor issues and having to borrow D&RGW 223's tender trucks. It made its official shake down run on September 7th and pulled its first excursions in late September."}
+{"text":"No. 315 was added to the National Register of Historic Places as Denver and Rio Grande Western Railroad Locomotive No. 315 in 2008 and the City of Durango transferred ownership of the locomotive to the DRHS in 2014."}
+{"text":"When the locomotive isn't out running on the D&SNG or at the C&TS, it is stored in the original Silverton Northern Railroad Engine house. The DRHS has teamed up with the San Juan County Historical Society to restore the structure and turn the area into a historic, informational park. Rails were laid back inside the engine house in 2009 and since then the DRHS and SJCHS has rebuilt an amount of track on the original SNRR Grade with the help of the D&SNG, also tying into D&S Trackage on the Shenandoah loop for easy access to the D&SNG. In 2019, two spurs were built to display their collection of restored D&RGW Freight and MOW equipment. The DRHS has currently restored:"}
+{"text":"Soo Line 2713 is an H-21 class 4-6-2 steam locomotive that was built for the Wisconsin Central Railway in May 1911. The WC had fallen under the control of the Minneapolis, St. Paul and Sault Ste. Marie Railway (\u201cSoo Line\u201d) in 1909, and the locomotive fleets of both railroads were operated in a single pool."}
+{"text":"The 2713 was used to power the Soo Line and Wisconsin Central passenger trains in Wisconsin, Minnesota and North Dakota. It was retired in 1955, and since 1957 has been on display in Veterans Memorial Park in Stevens Point, Wisconsin, United States. With it is Soo Line Caboose 99052, built in 1908 for the Wisconsin Central Railway, their No. 158."}
+{"text":"Norfolk and Western 611, also known as the \"Spirit of Roanoke\" and the \"Queen of Steam\", is a preserved class \"J\" \"Northern\" type steam locomotive built and operated by the Norfolk and Western Railway from 1950 to 1959. Built at the Roanoke Shops in May 1950, No. 611 is the only surviving example of fourteen class \"J\" locomotives."}
+{"text":"No. 611, along with the other class \"J\"s, pulled the Norfolk and Western's prominent passenger trains, such as the \"Powhatan Arrow\", the \"Pocahontas\" and the \"Cavalier\" between Norfolk, Virginia and Cincinnati, Ohio as well as ferrying Southern Railway's the \"Birmingham Special\", the \"Pelican\" and the \"Tennessean\" between Monroe, Virginia and Bristol, Tennessee. Because of their power and speed, the class \"J\"s were among the most reliable engines, running as many as per month, even on the mountainous and relatively short route of the N&W."}
+{"text":"In the late 1950s, N&W began purchasing first-generation diesel locomotives, experimenting with fuel and maintenance cost. They leased several sets of EMD E6s, E7s, E8s from the Atlantic Coast Line and Richmond, Fredericksburg and Potomac Railroads. The diesels proved to be cheaper in maintenance and fuel cost, but several were required to equal the power of a steam locomotive. In the end, with steam parts suppliers closing due to other railroads switching to diesel power, the N&W purchase some new diesel locomotives and retired their fleet of steam locomotives. In 1958 and 1959, the railroad ran several Farewell To Steam excursions, with No. 611 pulling the very last one in October 1959."}
+{"text":"Due to the efforts of several men, the 611 was saved. This was in part due to the locomotive's excellent condition after its 1956 derailment and subsequent repair, and also in part to the efforts of railway photographer O. Winston Link, who offered to purchase 611 himself rather than see it scrapped. The locomotive was donated to the Roanoke Transportation Museum in Roanoke, Virginia in 1962, where it sat dormant for two decades. The 611 was also a possible candidate for the American Freedom Train; however, Reading 2101, Southern Pacific 4449 and Texas and Pacific 610 were ultimately chosen instead."}
+{"text":"In the early 1980s, Robert Claytor, president of Norfolk and Western in its last months, had his eye on 611. His brother, W. Graham Claytor, once president of the Southern Railway, was in charge of the railway's steam program. This program had been around since 1966 with class \"Ms\" 2-8-2 \"Mikado\" type No. 4501, sending steaming ambassadors system wide. Robert Claytor envisioned a similar program for the N&W. He made a lease with the museum, and in 1981, 611 was sent to Southern Railway's Norris Yard Steam Shop in Birmingham, Alabama for an overhaul."}
+{"text":"The steam program looked for a stronger locomotive to pull the longer and heavier excursion trains by adding Norfolk & Western 1218, a simple articulated 2-6-6-4. The two continued to pull the systems' trains, with 611 even participating in a triple-header with N&W 1218 and Southern Railway 4501, until 1994, when another disastrous blow hit. In September 1994, there was a switching accident in Lynchburg, VA, involving the passenger cars of an excursion consist that 611 was about to pull the next day. This damaged several cars, causing a shortage and the consequent need for more cars. A month later, NS executives terminated the steam program due to rising insurance costs, increasing cost of maintenance, and low spare system capacity."}
+{"text":"The last steam excursion was on December 3, 1994 from Birmingham, Alabama to Chattanooga, Tennessee and back, pulled by 611. The next day, 611 set off on a three-day trek home to Roanoke. Between Salisbury, North Carolina and Roanoke, 611 displayed black flags on the last run of December 7. That evening, upon arrival at Shaffer's Crossing in Roanoke, 611 had its fire put out for the last time in the 20th century."}
+{"text":"In 1995, 611 was put back in the museum, now known as the Virginia Museum of Transportation, under a new train shed. In 2003, a major renovation of the railyard brought a bigger train shed (The Robert B. Claytor and W. Graham Claytor Jr. Pavilion) and 611 was joined by twice former stable-mate, No. 1218."}
+{"text":"As one of the last, most prominent, and most distinctive locomotives assembled in Roanoke, the 611 often serves as a symbol for Roanoke and its railroad history. It is also depicted on the Commonwealth of Virginia's \"Railway Heritage\" license plate."}
+{"text":"On April 2, 2012, The City of Roanoke officially donated both 611 & 1218 to the Virginia Museum of Transportation."}
+{"text":"In 2011, the Norfolk Southern brought back their steam program, under the name 21st Century Steam, leading to speculation among some about a possible restoration of 611. On February 22, 2013, the Virginia Museum of Transportation formed the \"Fire Up 611!\" committee to conduct a feasibility study with the goal of returning the 611 to active service."}
+{"text":"On June 28, 2013, museum officials launched the \"Fire Up 611!\" Capital Campaign to raise enough money to restore the 611. The restoration work would include repairing the engine truck, preparing a tool car and an auxiliary water tender, applying new safety appliances such as in-cab signals and an event recorder, installing new flues, boiler work, and hydro and fire testing, as well as test runs, inspection, and repairs of the tender, running gears, and air brakes."}
+{"text":"On March 31, 2015, the 611 was fired up with its maximum working boiler pressure of 300 psi and the crew open the throttle up to blow steam out of the cylinders' piston valves. The test fire was a complete success and the 611 was steamed up for the first time in nearly twenty-one years."}
+{"text":"On May 21, 2015, 611 made a brief test run from Spencer to Greensboro, North Carolina, pulling her auxiliary tender and tool car along with eight Norfolk Southern passenger cars behind her."}
+{"text":"On May 28, 2015, the North Carolina Transportation Museum held photo runbys with 611 leading passenger and freight consists, plus night photo session."}
+{"text":"The locomotive was scheduled to run several excursions during the summer of 2015 such as \"The American\" from Manassas, Virginia to Front Royal, Virginia on June 6 and 7, \"The Cavalier\" from Lynchburg, Virginia to Petersburg, Virginia on June 13 and 14, \"The Powhatan Arrow\" from Roanoke to Lynchburg and \"The Pelican\" from Roanoke to Radford, Virginia on July 3, 4, and 5."}
+{"text":"On April 9, 2016, the 611 ran \"The Virginian\" from Spencer, North Carolina to Lynchburg, Virginia and \"The Blue Ridge Special\" from Spencer to Asheville, North Carolina the next day. On April 23 and 24, 2016, the locomotive ran \"The Roanoker\" from Greensboro, NC to Roanoke, VA. on the ex-Virginian Railway main line."}
+{"text":"In late spring 2016, the 611 ran the excursions that it did last year such as \"The Powhatan Arrow\", \"The Pelican, and \"The American\". After that, the 611 stayed at the North Carolina Transportation Museum for the summer and moved back to Roanoke on August 8 and back to Spencer again on September 7 until October 24."}
+{"text":"On April 8, 2017, the locomotive ran \"The Virginian\" round-trip excursion again and the next day's \"The Charlotte Special\" round-trip excursion from Spencer to Charlotte, NC in the morning and a second round-trip excursion \"The Piedmont Limited\" from Spencer to Greensboro, North Carolina in the afternoon."}
+{"text":"In 2018, 611 was unable to perform any major excursions due to Amtrak's newest restrictions on private charter trips. However, The Virginia Museum of Transportation (VMT) was able to put on alternate events for 611, and the locomotive made a visit to the North Carolina Transportation Museum for routine maintenance. Moreover, the VMT is presently in negotiations and talks with various entities in order to set up excursions and events for 611. Presently, one key concern is the gradual introduction of the Positive train control (PTC) to the US railroad network, for which the VMT is asking for donations."}
+{"text":"In fall 2019, No. 611 visited the Strasburg Rail Road in Strasburg, Pennsylvania for the five weekend \"N&W Reunion of Steam\" events in late September and the rest of October along with a reunion with another N&W steam locomotive, 4-8-0 No. 475."}
+{"text":"In 2020, No. 611 was unable to perform any special events due to the COVID-19 pandemic as it was on display and occasionally operates at the North Carolina Transportation Museum."}
+{"text":"In 2021, the locomotive went under routine maintenance at the North Carolina Transportation Museum again. Afterwards, the locomotive will return to the Strasburg Rail Road starting in May running on selected weekends up until early October 2021. However, the 611's arrival in Strasburg was delayed due to the locomotive having some mechanical issues to its mechanical stoker which lead the May 21-23 excursion trips to be cancelled."}
+{"text":"The 611 was featured in the 2016 feature-length documentary, \"611: American Icon\" which documented the history of the locomotive and its restoration."}
+{"text":"Soo Line 1003 is a class \"L-1\" 2-8-2 \"Mikado\" type steam locomotive built by the American Locomotive Company (ALCO) in March 1913 as a member of the Minneapolis, St. Paul and Sault Ste. Marie Railroad (\"Soo Line\") L-1 class. It was retired from regular revenue service in 1954 and restored to operating condition on October 27, 1996. Today, it is occasionally operated on the major railroads of the American Upper Midwest."}
+{"text":"The locomotive was built in 1913 by the American Locomotive Company (ALCO). It was used by the Soo Line until retirement in 1954, when it went into serviceable storage in Gladstone, Michigan as part of the railroad's strategic reserve. In December 1959, the railroad donated the locomotive to the city of Superior, Wisconsin where it was put on public display. In the mid 1970s, Superior Shortline Steam Railroad Ltd. was organized to restore the locomotive to operations."}
+{"text":"It made a few short runs in 1983 in Superior, WI before going back in for a major overhaul. The work slowed due to a lack of money and some notable errors (including ordering boiler flues that were three quarters of an inch too short). The locomotive was sold partially disassembled in 1994 to Wisconsin Railway Preservation Trust (WRPT), another organization whose goal was to return the locomotive to operations. WRPT raised $250,000 for the locomotive's restoration. It was originally hoped that the locomotive could be used for excursion trips on the weekend of October 5, 1996, but boiler tests showed the engine to not be ready in time."}
+{"text":"No. 1003's first run after restoration under its own power occurred on October 27, 1996, when it steamed up the Duluth, Missabe and Iron Range Railway's Proctor Hill. It performed a few more test runs before its first public excursion in 1997. In 1998 it ran the \"triple-header\" excursion with Northern Pacific 328 and Soo Line 2719."}
+{"text":"The locomotive made its final journey under its FRA-mandated 15-year boiler certificate on November 13, 2010. But shortly afterwards, the operators raised funds to have the engine overhauled and certified for another 15 years of operation. No. 1003 returned to service in September 2012, but flue problems delayed its first excursion run until November 2014."}
+{"text":"Norfolk & Western 2156 is a four-cylinder compound articulated class \"Y6a\" \"Mallet\" type steam locomotive with a 2-8-8-2 (Whyte notation) wheel arrangement. The Norfolk & Western Railway built it in 1942 at its Roanoke Shops in Roanoke, Virginia as a member of the N&W's Y6a class. It is the strongest-pulling extant steam locomotive in the world, although it is not operational. It was retired from regular rail service in July 1959 and is now owned by the Museum of Transportation in St. Louis, Missouri."}
+{"text":"In 2014, the museum leased it for five years to the Virginia Museum of Transportation in Roanoke, Virginia. It was towed from St. Louis to Roanoke on May 10, 2015 and towed back to St. Louis on June 10, 2020."}
+{"text":"Norfolk & Western 2156 is the sole survivor of the railroad's Y5, Y6, Y6a and Y6b classes (in final form referred to as the \"Improved Y5\/Y6 class\"). These locomotives developed 152,206 lbs of tractive effort when built, with later modifications bringing them closer to 170,000 lbs. By comparison, the Union Pacific Big Boy locomotives developed of tractive effort. The only successful steam locomotives that developed somewhat more tractive effort, the Virginian AE class 2-10-10-2s, pulled trains at about 8\u00a0mph (13\u00a0km\/h), while the N&W Y6's regularly pulled trains 50\u00a0mph (80\u00a0km\/h), and some anecdotal evidence exists that they pulled trains up to 63\u00a0mph (101\u00a0km\/h)."}
+{"text":"N&W 2156 is also one of the Y6a's that received a new firebox with an extended combustion chamber of the type used on the Y6b class, which increased drawbar horsepower from 4400\u00a0hp (3.3 MW) at 20\u00a0mph (32\u00a0km\/h) to 5600\u00a0hp (4.2 MW) at 25\u00a0mph (40\u00a0km\/h)."}
+{"text":"Steam versus diesel tests, upgrades, and controversies."}
+{"text":"Coal traffic was N&W's largest source of revenue, and it had arguably the most modern and efficient steam locomotives of any major U.S. railroad. Accordingly, N&W resisted conversion from coal-burning steam locomotives to oil-burning diesels longer than most. In 1952, N&W tested its A-class and Y6b-class locomotives against a four-unit Electro-Motive Division (at that time, of General Motors) F7 diesel set. The tests indicated that fuel costs and similar items were roughly the same, and the test was considered a tie. However, diesels eventually won out for lower maintenance and other operational costs."}
+{"text":"Retrospective analyses of these tests have led to suggestions that diesel locomotive builder EMD and N&W cheated in the competition by using locomotives with secret modifications unsuited for daily work. However, the greater weight of evidence and analysis indicates that N&W did not cheat on these tests, and that the only improvements were the ones N&W publicized and later incorporated into many locomotives. Also, the major participants in this debate all appear to agree that N&W did ultimately modify most of its Y5, Y6, Y6a, and Y6b locomotives (including N&W 2156) with a new \"intercepting\/reducing valve\" and ballast on the front engine, which increased their tractive effort."}
+{"text":"Norfolk & Western used 2156 and the other Y6-class locomotives primarily for slower, heavy freight trains in the more mountainous districts in the Pocahontas, Radford and Shenandoah Divisions. They mostly hauled manifest freight and coal trains."}
+{"text":"When diesel locomotives took over the mainline steam operations, the Y6-type locomotives spent their last two years mostly on mine and other coal-field runs."}
+{"text":"In July 1959, N&W donated 2156 to the St. Louis Museum of Transportation."}
+{"text":"The museum cosmetically restored the locomotive in 1985."}
+{"text":"In 2014, the museum agreed to lease the locomotive to Norfolk Southern and the Virginia Museum of Transportation in Roanoke, Virginia, in return for an EMD FT B unit. On May 9\u201312, 2015, the locomotive was towed to its temporary home."}
+{"text":"On May 31, 2015, 2156 was reunited with N&W Class A No. 1218 and the recently restored Class J No. 611 as N&W's \"The Big Three\"."}
+{"text":"On June 10, 2020, 2156 left the Virginia Museum of Transportation in Roanoke, VA to go back to the St. Louis Museum of Transportation. It arrived back at the St. Louis Museum of Transportation on June 15, 2020."}
+{"text":"SP 4460 was built in July 1943 and was used during World War II. The engine was the first GS-6 ever manufactured and is famous for pulling the last steam-powered passenger train and being the last operational steam locomotive on the Southern Pacific Railroad in October 1958. That final run was from Sacramento, California to Sparks, Nevada, and return, with no diesel assistance except for when 4460 developed a hot bearing. A local Boy Scout Bugler from the Bay Area Council, played taps for the funeral of the 4460, staged by the Southern Pacific Railroad."}
+{"text":"Following the final excursion, SP 4460 was donated to the Museum of Transportation in St. Louis, Missouri, on April 16, 1959, where the engine has since sat along with many other historic steam and diesel locomotives from around the country. Besides having the nicknames \"Black Daylight\" and \"War Baby\", it is also known as the \"Forgotten Daylight\" as it has not seen the fame sister locomotive SP 4449 has when that engine was restored to operating condition. A full restoration to the operation of 4460 is unlikely to happen in the near future."}
+{"text":"California Western Railroad No. 45 is an operating logging \"Mikado\" type steam locomotive, located at the California Western Railroad, a.k.a. the world-famous Skunk Train, in Fort Bragg, California. The locomotive was built in 1924, by the Baldwin Locomotive Works for the Owen-Oregon Lumber Company, (Brownlee-Olds Lumber Co., later the Medford Corporation). The Medford Corporation sold No. 45 to the California Western Railroad in 1965. The Mendocino Railway, a subsidiary of Sierra Northern, purchased the railroad in 2003 after the California Western filed for bankruptcy."}
+{"text":"Between 1965 and 1980, No. 45, along with stablemate No. 46, (a Mallet), pulled the railroad's Fort Bragg - Willits summer steam excursion train, the \"Super Skunk\". The California Western discontinued steam service in 1981. In 1984, No. 46 was donated to the Pacific Southwest Railway Museum, as a result of high maintenance costs, and the opinion that the locomotive was too light on its feet. (No. 46 was a saddle-tank locomotive, before California Western added a tender and removed the aforementioned tank.)"}
+{"text":"In 1983, after two-year operational hiatus, the locomotive briefly returned to service, and was renumbered No. 44 for a role in \"Racing with the Moon\". The locomotive retained this number for several months."}
+{"text":"In 2001, the locomotive was removed from service for an overhaul. The locomotive returned to service in May 2004, and currently operates regular \"Skunk Train\" service to Northspur Wednesday through Saturday, May through October. No. 45 began to show its age, and, as a result, the Sierra Railroad discontinued the \"Super Skunk\" service to Willits. No. 45 occasionally travels to Willits for special events, although a diesel helper is required for additional power and dynamic braking. In fact, there are currently no trains that traverse the entire route; passengers must transfer at Northspur."}
+{"text":"Black River and Western Railroad (Great Western) No. 60 is a 2-8-0 \"Consolidation\" type steam locomotive built in September 1937 by the American Locomotive Company (ALCO) in Schenectady, New York. It currently operates on the Black River and Western Railroad (BR&W) in Ringoes, New Jersey"}
+{"text":"Locomotive No. 60 originally operated on the Great Western Railroad (GW) in Colorado where it pulled sugar beet and molasses trains. During World War II, a smokebox extension was added to allow the use of poor quality coal because of war-time restrictions. In 1963, No. 60 was purchased by the newly formed short line Black River and Western Railroad for tourist excursion service. It pulled the first train out of Flemington in May of 1965."}
+{"text":"During its tenure running on the Black River & Western, 60 has undergone several cosmetic changes through the years. The current paint scheme resembles a mid-sized freight locomotive, with a graphite smokebox and black drivers."}
+{"text":"While 60 has called the Black River & Western home since 1963, it has ventured off the railroad several times. In 1967, the locomotive ran excursions on the Long Island Railroad out of Jamaica, NY. It is rumored that she reached a speed of 55MPH with a 14-car long train during these trips. 60 also visited the Whippany Railway Museum in 1994 for a railroad festival along side NYSW 142."}
+{"text":"The locomotive was used as the primary motive power for the railroad when in service. The locomotive was taken out of service in November of 2000 for a mandatory 1472 inspection which took almost 12 years to complete. The locomotive returned to service in August of 2012."}
+{"text":"Pennsylvania Railroad No. 7002 is a class \"E7s\" 4-4-2 \"Atlantic\" type steam locomotive built for the Pennsylvania Railroad by their own Altoona Works in August 1902. Today, it is now on display at the Railroad Museum of Pennsylvania outside of Strasburg, Pennsylvania in the United States. Originally No. 8063, the PRR renumbered it to No. 7002 after the original, claimed to be a land-speed-record-setter, was scrapped. It is the only survivor of its class and was listed on the National Register of Historic Places in 1979."}
+{"text":"The E7s-class was created by replacing the slide valves above the cylinders on the E2a, E2b and E2c-classes with piston valves. Unlike the E2, the E2a, b, c and subsequent E7s class used Belpaire firebox instead of a \"radial stay\" firebox."}
+{"text":"The Chesapeake and Ohio Railway No. 2716 is a class \"K-4\" 2-8-4 \"Kanawha\" (Berkshire) type steam locomotive built in 1943 by the American Locomotive Company (ALCO) for the Chesapeake and Ohio Railway (C&O). While most railroads referred to these 2-8-4 type locomotives as \"Berkshires\", the C&O referred to them as \"Kanawhas\" after the Kanawha River which flows through West Virginia. Used as a dual service locomotive, No. 2716 and its classmates served the C&O in a variety of duties until being retired from revenue service in 1957."}
+{"text":"Donated to the Kentucky Railway Museum of New Haven, Kentucky in 1959, No. 2716 has been restored to operation in excursion service twice since its retirement from the C&O, first in 1981 for the Southern Railway's steam program until 1982, and again in 1996 for a few brief excursions for the Fort Wayne Railroad Historical Society (FWRHS) in New Haven, Indiana. Today, the locomotive is undergoing an extensive rebuild to operating condition for a third excursion career, under lease by the Kentucky Steam Heritage Corporation. The rebuild is currently estimated to be completed sometime around 2021."}
+{"text":"No. 2716 was the seventeenth member of ninety class \"K-4\" \"Kanawhas\" built for the C&O by both the American Locomotive Company (ALCO) and the Lima Locomotive Works (LLW) between 1943 and 1947. These locomotives were used for heavy freight trains, as well as fast passenger trains. After only thirteen years in revenue service, the C&O retired No. 2716 in 1957 in light of dieselization. With the exception of thirteen, including No. 2716, the C&O withdrawn most of their \"Kanawhas\" in 1961."}
+{"text":"In May 1959, the locomotive was donated to the Kentucky Railway Museum in New Haven, Kentucky, where it sat on display. Twenty years later, the Clinchfield Railroad leased No. 2716 for their steam program. However, as the locomotive was taken apart for restoration, the Clinchfield steam program was cancelled due to its parent company, the Seaboard Coast Line Industries oust the Clinchfield Railroad General Manager Thomas D. Moore Jr. Moore was fired for participating in a scandal of misappropriated money, the result of returning the disassembled No. 2716 to the Kentucky Railway Museum."}
+{"text":"Luckily in 1980, No. 2716 was leased by the Southern Railway to pull the longer and heavier passenger trains for their popular steam excursion program. Southern brought the locomotive to their Irondale, Alabama steam shops, where some modifications were made to No. 2716 by"}
+{"text":"Purdie's general idea was to make the locomotive appear if the Southern would have purchased a 2-8-4 type from new; No. 2716 was painted black with gold pinstriping as well as its headlight moved from its pilot to the center of its smokebox door, decorated with brass flag holders, and General Counsel Jim Bistline's brass eagle. In addition, No. 2716 had its bell swinging from the top of its smokebox, and carried the round \"SR\" emblems on its air pump shields."}
+{"text":"After operating on a test run on October 10 and 11, 1981, No. 2716 pulled its first Southern Railway excursions on October 17 and 18, running a round-trip from Chattanooga, Tennessee to Rockwood, Tennessee. In November, No. 2716 pulled excursion trains in Alabama and Georgia. In April 1982, the locomotive resumed its excursion duties, pulling trains through North Carolina, South Carolina, Tennessee, and Virginia. But three months later, a very inexperienced fireman damaged the locomotive's firebox, resulting No. 2716 to be taken out of excursion service for repairs and Nickel Plate Road No. 765, another 2-8-4, based in Indiana, was called into service as a replacement."}
+{"text":"Following the merger between the Southern Railway and the Norfolk and Western to form the new Norfolk Southern Railway, No. 2716 was retired in favor of N&W No. 611 in 1982, along with N&W No. 1218 later on in 1987, serving as the main motive power for the steam program. The former was put into storage at the Irondale Steam Shop in 1985, after attempts to weld cracks in the firebox failed."}
+{"text":"After Norfolk Southern ended their steam program in late 1994, the Fort Wayne Railroad Historical Society (FWRHS), same owner as NKP No. 765, moved No. 2716 to their facilities a year later. In July 1996, the FWRHS restored it to its original C&O appearance, repaired its firebox, and operated it on brief push-pull excursions through Logansport, Indiana before the Federal Railroad Administration (FRA) inspectors ordered to give either No. 2716 new flues, or No. 765 a complete overhaul; the latter was the end result. The FWRHS decided to return the former back to its display site at the Kentucky Railway Museum in 2001."}
+{"text":"On February 7, 2016, the Kentucky Steam Heritage Corporation (KSHC) was formed and announced that it had signed a long-term lease with the Kentucky Railway Museum to restore and operate No. 2716."}
+{"text":"By May 2018, the KSHC partnered with the CSX Transportation to move the locomotive to a former Louisville and Nashville rail yard in Ravenna, Kentucky to build a new rail-based tourist and community development center."}
+{"text":"In November 2018, the KSHC acquired three items of rolling stock from the Indiana Transportation Museum (ITM) such as an auxiliary tender No. 251958, which was originally used behind Norfolk & Western 611 in the 1980s, and went to ITM in 1988 for use behind Nickel Plate Road 587. In addition, the KSHC purchased a railway post office car No. 6565 and baggage car No. 9036, which were both originally owned by the Pennsylvania Railroad."}
+{"text":"In early 2019, the Big Rivers Electric Corporation in Henderson, Kentucky salvaged a pair of Buckeye three-axle, roller bearing trucks from a flatcar, which was abandoned at their facility property in Hawesville, Kentucky; and donated them to the KSHC to replace the old friction bearing trucks underneath No. 2716's tender."}
+{"text":"From July 26th to 28th, 2019, No. 2716 was moved out of the Kentucky Railway Museum for the first time in 18 years and went to Ravenna, Kentucky for restoration along with the help of CSX Transportation and R.J. Corman Railroad Group. The locomotive was officially moved into the Ravenna workshop on July 31st and the restoration work on No. 2716 started shortly after. The restoration of 2716 is currently expected to be completed in 2021 if all work goes as planned."}
+{"text":"By 2008, almost all the Ex-LS&I 2-8-0s rostered by the GCRY were sold off. No. 19 was sold to the city of Frisco, Texas, where it resides today in Frisco livery. In 2007, the GCRY purchased Ex-Spokane Portland and Seattle 2-8-2 No. 539 from Brian Fleming with the hopes of refurbishing it to operation, and in exchange, Nos 18 and 20 were transferred to the Mount Hood Railroad in Oregon. Then, they ended up at the Rio Grande Scenic Railroad in Alamosa, Colorado, where No. 18 is put up for sale under the Ozark Mountain Railcar Equipment. No. 20 was sold to the City of Allen, Texas, in October 2020, where it also stays put with Frisco lettering."}
+{"text":"The 4960 received multiple modifications from as early her revenue career for the CB&Q in the late 1930s to as recent as her excursion career for the GCRY in the late 2000s."}
+{"text":"While No. 4960 was sold to the Circus World Museum, Nos 4963 and 5632 were sold to steam locomotive caretaker, Richard Jensen, who moved them to the Chicago and Western Indiana roundhouse for storage. In 1969, both locomotives were moved to a Chicago scrapyard, where No. 5632 was scrapped, after derailing on a switch. After Richard Jensen passed away in 1991, No. 4963, which was still in dead storage at a Chicago scrapyard, was acquired by the Illinois Railway Museum, who moved it to their property in Union, Illinois for static display. The 4963 still resides there today."}
+{"text":"Chicago Burlington and Quincy 4978 was retired from revenue service in 1960 and sat idle in Galesburg for five years, until it was donated to the South County Historical Society to be placed on static display at Ottawa, Illinois. In 1997, it was relocated to Mendota Amtrak station in front of an Ex-CB&Q caboose No. 14451 in Mendota, Illinois, where it still remains on static display."}
+{"text":"Chicago Burlington and Quincy 4994 is the youngest survivor of the CB&Q 2-8-2s. It was retired in 1960 and sat idle, until 1964. That year, it was acquired by the Texas Tech University, who put it on display on their property in Lubbock, Texas. Since then, it has been renumbered 401, in order to represent the CB&Q\u2019s E-4 locomotives that operated on the Fort Worth and Denver Railway."}
+{"text":"Southern Railway 154 is a 2-8-0 G class steam locomotive built in 1890 by Schenectady Locomotive Works for Southern Railway."}
+{"text":"When Knoxville's 1982 World's Fair was being planned, restoration of the locomotive for local excursions was seriously considered. However, Southern Railway inspectors deemed the task too daunting and, as a result, unworthy of the expense. In 1989, the locomotive was given to the Old Smoky Railway Museum which donated the locomotive to the Gulf & Ohio Railway in August 2008. The City of Knoxville and Old Smoky Chapter of the National Railway Historical Society made plans to restore 154 and it became the oldest operating Southern Railway steam locomotive. On July 3, 2010, #154 made its debut at the Three Rivers Rambler and pulled its first passenger train on the Gulf & Ohio Railways."}
+{"text":"However, in August 2013, #154's bell had been stolen by a thief who had climbed over the fence and cradled to the Gulf & Ohio Railway yard where the locomotive was parked last night. On January 20, 2015, #154's bell was finally recovered when the Knox County Sheriff's Office deputies investigate a house on Kimberlin Heights Road, recovering everything from stolen cars to lawn equipment."}
+{"text":"Baldwin Locomotive Works 26 is an 0-6-0 \"Switcher\" type steam locomotive built by the Baldwin Locomotive Works in March 1929 as one of several \"stock\" switchers equipped with a slope-backed tender. It is currently a part of the operating fleet at the Steamtown National Historic Site in Scranton, Pennsylvania for use on excursion trains."}
+{"text":"During the first 19 years of its existence, the 26 worked at the Baldwin Locomotive Works plant in Eddystone, Pennsylvania. Painted in Baldwin's standard olive green with aluminum trim and lettering livery, the 26 labored hauling raw materials and completed locomotives around the plant with at least two other identical sister locomotives (numbers 21 and 24). Other locomotives of this design were built for the Atlantic Coast Line Railroad, Lehigh and New England Railroad, and General Steel Castings."}
+{"text":"Following the end of World War II, the 26 was purchased by the Jackson Iron and Steel Company of Jackson, Ohio, becoming their number 3 in 1948. While working at JI&S, the locomotive's career is relatively unknown, but the locomotive's career is known to have lasted unusually late for a steam locomotive in revenue service, before being retired in the 1970s. In 1979, the locomotive was purchased by Jerry Jacobson who saved the locomotive from scrap with only hours to spare; the scrapper hired to cut up the locomotive already had his gear in the enginehouse in preparation to dismantle the locomotive."}
+{"text":"In 1983, Jacobson had the locomotive moved from Jackson, first to Grand Rapids, Ohio, then to the Mad River & NKP Railroad Museum in Bellevue, Ohio where it was painted as Nickel Plate Road 17. Three years later in 1986, Jacobson traded the switcher with the Steamtown Foundation of Scranton, Pennsylvania for their ex Canadian National 4-6-0 No. 1551. Later that same year, Steamtown was taken over by the National Park Service becoming Steamtown National Historic Site. The locomotive arrived at Scranton in January 1990 and was renumbered back to Baldwin Locomotive Works 26."}
+{"text":"After arriving at Steamtown, the 26 erroneously painted black with white lettering albeit in the same style as her original Baldwin Locomotive Works livery. Prior to the official opening of Steamtown National Historic Site, the 26 frequently ferried passengers between the temporary visitors center and the former Delaware, Lackawanna and Western Railroad roundhouse and turntable complex then undergoing renovations to become the permanent visitors center, museum, and locomotive storage and servicing facility for the park. Following the completion of the museum complex in June 1995, 26 ceremonially \"cut\" a ribbon laid across one of the yard tracks during the official opening ceremony."}
+{"text":"The Great Northern H-5 was a class of 25 4-6-2 \"Pacific\" type steam locomotives that were originally built as E-14 4-6-0 \"Ten Wheelers\" by the Baldwin Locomotive Works in 1909 and operated by the Great Northern Railway until the mid 1950s."}
+{"text":"The locomotives hauled passenger trains on the Great Northern mainline, such as the \"Empire Builder\" and the \"Oriental Limited\"."}
+{"text":"Today, only one H-5 survives, No. 1355. It was retired in July 1955 and moved to the Milwaukee Road shops in Sioux City, Iowa where it still resides today."}
+{"text":"Only one H-5 has been preserved, No. 1355. It was retired in July 1955 and put on display at the Milwaukee Road shops in Sioux City, Iowa, where it still resides today. It was also added to the National Register of Historic Places in 2004 as Great Northern Railway Steam Locomotive No. 1355 and Tender 1451. Furthermore, it is the sole surviving Great Northern \"Pacific\" type steam locomotive."}
+{"text":"Great Northern 2507 is a 4-8-2 \"Mountain\" type steam locomotive built by the Baldwin Locomotive Works in Philadelphia, Pennsylvania in October 1923 for the Great Northern Railway (GN) as a member of the P-2 class."}
+{"text":"Built for passenger service, the locomotive was assigned to pull the Great Northern's mainline passenger trains such as the \"Empire Builder\" and \"Oriental Limited\" until being retired in December 1957 and sold the Spokane, Portland and Seattle Railway. The locomotive is now on display at the Wishram depot in Wishram, Washington."}
+{"text":"With the intention of passenger service, 2507 was used to pull the \"Empire Builder\" and \"Oriental Limited\" and has also pulled fast mail trains and other passenger trains, but as the main passenger trains were dieselized by 1949, it was reassigned to secondary passenger trains and freight service."}
+{"text":"No. 2507, while pulling train #27, the Fast Mail, hit a landslide near Picnic Point, south of Mukilteo, Washington in the pre-dawn hours of February 18, 1948. The engineer and fireman survived, but were both injured when the slide rolled the engine, tender and a baggage car off the track and went over the rock sea wall into Puget Sound. The locomotive was eventually repaired and returned to service."}
+{"text":"2507 was retired in December 1957 and sold to the Spokane, Portland and Seattle Railway, as it promised a steam locomotive to the county of Klickitat, Washington steamer to display at Maryhill State Park, overlooking the Columbia River eight miles east of the SP&S division point of Wishram. It was then moved to Pasco, Washington for restoration, but it didn't go through and on July 7, 2003, it was pulled by BNSF to its current home in Wishram, Washington and is displayed near the station."}
+{"text":"Southern Pacific Railroad (SP) 2355 is one of 10 heavy 4-6-0 'Ten Wheel' steam locomotives built by Baldwin Locomotive Works in 1912, designated the T-31 class. 2355 was retired from service in 1957 and was converted to a static display at Pioneer Park in Mesa, Arizona."}
+{"text":"The locomotive was fenced off for safety concerns in the 1990s. Since 2008, efforts have been underway to relocate 2355 within Pioneer Park and perform cosmetic restoration. Restoring the locomotive to a running state from its current condition is deemed to be cost-prohibitive."}
+{"text":"Southern Pacific 2355 has one surviving sibling. Southern Pacific 2353 is on static display in Campo, California's Pacific Southwest Railway Museum."}
+{"text":"Southern Pacific 2355 still sits where it was left in Pioneer Park. It was not relocated. The locomotive and tender have undergone a complete cosmetic restoration. Asbestos material and lead-based paint have been removed. Its paint was stripped completely using an environmentally-friendly blasting material. Polyurethane paint was applied and the train's electronics have been updated. Informational, interactive signage has been installed along with a completely new lighting arrangement. Cab control restorations continue. There also plans to mount plaques listing all the donors and persons helping with the train's restoration."}
+{"text":"Southern Pacific Railroad (SP) 2353 is one of 10 heavy 4-6-0 'Ten Wheel' steam locomotives built by Baldwin Locomotive Works in August 1912, designated the T-31 class. It was delivered to Southern Pacific in October and the boiler was changed in 1917. In 1927, 2353 was leased to the San Diego & Arizona line, and later returned to Southern Pacific in 1939, serving in the San Francisco Bay Area. 2353 was retired from service on and displayed for the next 29 years at the California Mid-Winter Fairgrounds in Imperial, California."}
+{"text":"In 1984, the Mid-Winter Fair's operator donated 2353 to the Pacific Southwest Railway Museum, with physical transfer of the locomotive occurring in summer 1986. Over the next ten years, volunteers restored 2353 to working order, with its first public appearance under steam happening on . 2353 was withdrawn from service again in 2001, with extensive boiler repairs required before it can run again. Since then 2353 has been on static display."}
+{"text":"Southern Pacific 2353 has at least one surviving sibling. Southern Pacific 2355 has been on static display in Mesa, Arizona's Pioneer Park since 1958. Efforts to cosmetically restore 2355 have been underway since at least 2008."}
+{"text":"The 2353 was used for a brief action scene in the 2001 movie \"Pearl Harbor\". The filming occurred on its last day of operation. The locomotive was also seen when the Irish girl group B*Witched filmed the music video of their hit single \"Jesse Hold On\" in 1999. And it can also be seen passing Barbara Stanwyck at the beginning of the film \"Clash By Night\" (1953)."}
+{"text":"The Norfolk and Western A was a class of 43 2-6-6-4 steam locomotives built by the railroad's own Roanoke Shops between 1936 and 1950 and operated until the late 1950s. The locomotives hauled fast and heavy freight trains for the railroad and only one has been preserved, No. 1218."}
+{"text":"The Atchison, Topeka and Santa Fe Railway ATSF 5011 Class locomotive, was the last class of steam locomotives to be purchased by AT&SF. The 5011 Class was introduced by Baldwin Locomotive Works in 1944."}
+{"text":"A total of 25 of these large engines were built. They were nicknamed \"War Babies\" by the AT&SF from being built and used during World War II."}
+{"text":"The AT&SF ran the 25 locomotives from the mid-1940s to the mid-late 1950s. Despite being mainly freight haulers, their driving wheels were unusually tall for a \"Texas\" type, which led to them also being successful in passenger service."}
+{"text":"Numbers 5011 to 5035, when built, were the largest and most powerful class of 2-10-4 \"Texas\"-type locomotives ever built."}
+{"text":"The engines had a maximum output of , at a top speed of ."}
+{"text":"Four of the ATSF 5011 class locomotives were saved by the AT&SF for museums. The other 21 were scrapped."}
+{"text":"Southern Pacific Railroad (SP) number 5021 is an SP-2 class 4-10-2 steam locomotive built in 1926 by ALCO at their Schenectady, New York, shops. It is the only member of this class of SP locomotives to be preserved, and it is one of only five 3-cylinder locomotives preserved in North America."}
+{"text":"It was designed to haul mixed freight and passenger trains over the Sierra Nevada range between northern California and Nevada. Later in its career, 5021 was shifted to service in Oregon, until its retirement in 1955. SP donated 5021 to the Railway and Locomotive Historical Society on March 8, 1956. It was restored to operating condition in 1961 and ran until 1963 in the Pomona Fairplex. In the early 1970's, a Possible excursion career for the 5021 was being arranged by the Santa Fe, but the plans were scrapped. 5021 sat in San Bernardino till 1976 when it was moved back to the museum when Southern Pacific 4449 was on display with the American Freedom Train in the Los Angeles County Fairgrounds."}
+{"text":"5021 is currently on static display at the Los Angeles County Fairgrounds in Pomona, California."}
+{"text":"The engine itself made a cameo appearance in the 1994 Kidsongs Video: \"Boppin' with the Biggles\", and also played the ghost train in the 1991 film \"Sometimes They Come Back\"."}
+{"text":"No. 30 has received multiple modifications from as early as its revenue career in the early 1920s to as late as its excursion career in the late 2010s."}
+{"text":"Strasburg Rail Road (Great Western) No. 90 is a 2-10-0 \"Decapod\" type steam locomotive owned and operated by the Strasburg Rail Road outside of Strasburg, Pennsylvania. Built by the Baldwin Locomotive Works in 1924, No. 90 originally pulled sugar beet trains for the Great Western Railway of Colorado. In 1967, No. 90 was sold to the Strasburg Rail Road where it now resides and operates today for use on excursion trains. Today, No. 90 is one of only two operational Decapod type steam locomotives in America, the other being Frisco No. 1630 at the Illinois Railway Museum in Union, Illinois."}
+{"text":"By the late 1950s, the engine was occasionally used in excursion service on the Great Western. On one such excursion in 1963, Strasburg Rail Road's Chief Mechanical Officer, Huber Leath, met the Great Western's superintendent, a man who grew up in the vicinity of the Strasburg Rail Road and struck a deal in which the Great Western would contact the Strasburg Rail Road as soon as the engine was available for purchase. The Strasburg Rail Road purchased No. 90 on April 5, 1967 for a price of $23,000.00(~$175,000 in 2019) and the locomotive arrived on Strasburg's property a month later on May 5th."}
+{"text":"As it was on the Great Western, the engine is also the most powerful of the four steam locomotives in operation at the Strasburg Rail Road in Lancaster County, Pennsylvania, rated for 1,211 tons on the line. She is currently one of the only two operating Decapods in the United States, the other one is former Frisco No. 1630, which operates at the Illinois Railway Museum."}
+{"text":"90 has undergone a number of modifications by the Strasburg in order to better suit their needs."}
+{"text":"Other changes made include the addition of radio and the removal of a sheet metal cover on the pilot."}
+{"text":"McCloud Railway No. 25 is a 2-6-2 \"Prairie\" type steam locomotive that worked on the McCloud River Railroad. It was purchased new from the American Locomotive Company (ALCO) in 1925. Shortly after retirement, on July 3, 1955, the 25 ceremoniously opened the Burney Branch by bursting through a paper banner with a special excursion train. In 1962, No. 25 was restored for excursion service and served in that capacity until passenger service was once again terminated in 1975. It has since been used in the films Bound For Glory, Stand By Me and Changeling and is presently in Oregon, providing excursion service on the Oregon Coast Scenic Railroad."}
+{"text":"The 25 was one of four Prairies from ALCO, numbered 22\u201325, which were purchased for a total cost of $90,000. The 25 was the largest and last steam locomotive purchased by the McCloud River Railroad. At the time, the McCloud was a logging railway and the 25 was used in this function until June 1955, when it was replaced by GE 70-ton switcher No. 1."}
+{"text":"It wasn't long, however, before the locomotive was brought out again on July 3, 1955 to open the Burney Branch by breaking a paper banner with a special excursion train. After this, however, the locomotive was truly retired, but it remained on the property\u2014the only steam locomotive to do so."}
+{"text":"In the following years, there were many requests for the 25 to be restored for excursion service. This was finally done in 1962. The locomotive ran special excursions, usually for railfan organizations. A contractor called the Mt. Shasta Alpine Scenic Railway ran regular excursions in the summer of 1964, and another contractor called the Shasta Huffen-Puff ran the service between 1967 and 1971, when equipment prices, insurance prices, and falling interest."}
+{"text":"This era of excursions ended in 1975, when the locomotive travelled to the Tidewater Southern Railway to be used in \"Bound for Glory\". After that, it was retired for the second time."}
+{"text":"The McCloud River Railroad came under new ownership in 1977, and the new owners ordered President Bill Herndon to scrap the 25, but he resisted."}
+{"text":"Beginning in late spring of 1982, the 25 was put on long-term lease to the Great Western Railroad Museum, which ran it on the McCloud in several annual excursions. This third career also ended with a performance in a movie: \"Stand by Me\", filmed in 1986. Right after this, the Great Western Railroad Museum sued the McCloud River Railroad for Breach of Contract, and in the settlement, obtained possession of the locomotive. They did not do anything with it, however, keeping it in storage on the McCloud property."}
+{"text":"The renewed McCloud Railway re-obtained the 25 in January 1996 and began restoration efforts. The locomotive's fourth career began on Labor Day in 1997. No. 25 again returned to occasional excursion service, but in February 2001, McCloud Railway 18 reentered service, and after a doubleheader excursion, the 18 replaced the 25. The 25 was stored again, and it was restored once again between the summer of 2007 and the summer of 2008. It made two excursions for railfan groups on November 1 and 2, but because most of the McCloud Railway is being abandoned, the locomotive ran on its homerails for the last time, and was put up for sale."}
+{"text":"In late March, 2011, 25 was moved from McCloud, California to Tillamook, Oregon after it was purchased by the Oregon Coast Scenic Railroad. The locomotive is stored in the World War II-era blimp hangar and was steamed up on May 20 with passenger excursions planned to begin in the summer. It was moved to the Oregon Coast Scenic Railroad shop in Garibaldi, Oregon in July 2011 and is still in service as of 2020."}
+{"text":"Southern Railway 1643 is a steam locomotive built in 1905 by the Pittsburgh Works of the American Locomotive Company for the Southern Railway. It is a 0-6-0 Switch engine of Southern's A-7 class."}
+{"text":"In 1952, the engine was sold to the Morehead and North Fork Railroad in Morehead, Kentucky. Renumbered 12, the locomotive operated on the M&NF until the road dieselized on April 1, 1963. After the engine was retired, it remained stored in one of the road's engine sheds. In 2011, the engine was purchased by Jerry Jacobson, and moved to his Age of Steam Roundhouse in Sugarcreek, Ohio. Here, the engine was restored to operating condition, and operated for the first time on 16 July, 2018."}
+{"text":"Grand Trunk Western No. 4070 is a class \"S-3-a\" 2-8-2 type USRA Light Mikado steam locomotive originally built by the American Locomotive Company (ALCO) in December 1918 for the Grand Trunk as No. 474, later re-numbered by Grand Trunk Western Railroad, after the GT was absorbed into Canadian National as GTW No. 3734. In the late 1950's the locomotive was given a larger tender, from an S-3-c, and re-numbered 4070. The locomotive has pulled passenger excursions in Illinois, Indiana, Ohio and Pennsylvania over the years. It also made a special \"guest appearance\" in the movie \"The Natural\", starring Robert Redford. That movie portion was filmed on the NY&LE railroad, in South Dayton, NY."}
+{"text":"In 2011 the process started of restoring the locomotive to operational condition at the Midwest Railway Preservation Society in Cleveland, Ohio. The locomotive boiler and tender have both been tested using ultrasound. The locomotive must have its drypipe, and front and rear tube sheets replaced. In addition, the smokebox, firebox, frame, running gear, driving boxes, tender and many assorted parts all need major work before 4070 can be operational. The estimated cost of 4070's restoration is $1,290,000. When the money is funded, the restoration time would be set at around two years or more."}
+{"text":"\"Evening Before The Diesel\" by Charles R. Foss"}
+{"text":"Elk River Coal and Lumber Company No. 10"}
+{"text":"Elk River Coal and Lumber No. 10 is a , Mikado type steam locomotive built by American Locomotive Company in 1924 and used by its owners to haul mine waste from Rich Run Mine in Widen, West Virginia. It was retired in 1959 and moved to its present location at Huntington, West Virginia, in 1977."}
+{"text":"It was built for the Toledo Angola and Western as their No. 100 in 1924. It was purchased sometime thereafter by Elk River Coal and Lumber Company."}
+{"text":"It was added to the National Register of Historic Places as Elk River Coal and Lumber Company #10 Steam Locomotive in 2006."}
+{"text":"In 1924, the LS&I received some additional 2-8-0s, including some more of 11's sister engines, after purchasing the Munising, Marquette and Southeastern Railway, so a renumbering system and reclassification system were in order, and 9\u201313 were reclassified as SC-4s and renumbered 18\u201325. No. 11 was renumbered 18, taking its new road number from an SC-1 class."}
+{"text":"The following year, the railroad sold twelve of their 2-8-0s, as well as some of their passenger cars, to the Marquette and Huron Mountain Tourist Railroad. This was intended to give the old consolidations another chance on life. However, there are no known records of the 18 pulling any excursion trains for the M&HM. Only some of its sister engines, Nos 19, 22, 23, and 24, were known to pull tourist trains there between Marquette and Big Bay. Instead, the 18 sat with the rest of its sisters in the form of a 'scrapline', facing an uncertain future. The M&HM ran its last train and shut down in 1984, when the line's owner passed away."}
+{"text":"In 1985, No. 18 was among a few of the SC 2-8-0s that were sold to the Ishpeming Steel Company. Within just a few months, it was sold several times; like the North American Railroad dealership, and the Harvey Corporation. It was finally sold by the end of 1985 to the Lake States Steam Association, who moved it to the Lumberjack Steam Train and Camp 5 Museum in Laona, Wisconsin. They supposedly did some boiler work on the locomotive, and yet, there are no known records of the locomotive operating for their tourist line."}
+{"text":"In 1988, the Grand Canyon Railway, a former Atchison, Topeka and Santa Fe Railway branch line lying between Williams, Arizona and the South Rim of the Grand Canyon National Park, was purchased by Max and Thelma Biegert, a couple from Phoenix. They purchased No. 18, as well as sister engines 19, 20, and 29 to operate on the line. Nos 19 and 20 were also being planned for operational restoration work for short-distance passenger service between the Williams depot and a four-mile branch linking from the GCRY's mainline and the nearby airport, but instead, they ended up receiving cosmetic restoration for static display."}
+{"text":"No. 18 left Wisconsin and arrived in Williams on August 20, 1989, for restoration. During the process, No. 18 was given some modifications, including a centered headlight, a mounted bell, and a conversion to oil firing. On September 17, after twenty-eight days of restoration work, the little consolidation was restored to operating condition for the first time in twenty-seven years. That same day, the Grand Canyon line was re-inaugurated for public excursion service."}
+{"text":"In April of the 1990, fellow LS&I sister engine, No. 29 was restored and both consolidations would operate for the new tourist railroad from Williams to the Grand Canyon Village and back. During the early years of GCR operations, steam trains would run year-round with at least one month dedicated to maintenance."}
+{"text":"In February 1991, the 18 pulled a three-car special down the Santa Fe's Peavine line to Phoenix to take part in the \"Union Station Days\" to help promote rail awareness with the Arizona Rail Passenger Association. The engine stayed for three days before the event ended and then returned to Williams."}
+{"text":"In 1993, sister engine No. 19 was sold to the MGM Grand Adventures Theme Park in Las Vegas, Nevada. The locomotive is now on display in Frisco, Texas to represent the St. Louis-San Francisco Railway's own fleet of 2-8-0s. In late 1989, the Grand Canyon Railway purchased ex-Chicago Burlington and Quincy 2-8-2 'Mikado' No. 4960. Rebuilding of this engine began in 1993 and ended in 1996, joining Nos. 18 and 29 as an operable stablemate and becoming the railway's flagship locomotive. In 1998, GCR began a six-year overhaul on No. 29, leaving the 18 and 4960 to manage the steam-hauled trains."}
+{"text":"No. 18 participated in the National Railway Historical Society's 2002 convention in August along with No. 4960 and guest engine Santa Fe 3751. Highlights of the event included the three engines in a rare tripledheader and night photoshoots. Once the convention was over, the 3751 returned home, and the 18 and 4960 resumed regular service."}
+{"text":"Throughout the early 2000s the Grand Canyon Railway passenger trains were becoming longer and exceeding the hauling capacity of No. 18. In January 2003, the 18 was removed from revenue service, and placed on static display in front of the Williams Depot. In 2007, the GCRY acquired Ex-Spokane Portland and Seattle 2-8-2 No. 539 from Brian Fleming with the hopes of restoring it to operation. In exchange, the Fleming received both the 18, and sister engine No. 20. The two consolidations were shipped on flatcars from Williams to Hood River, Oregon in June of that year. Shortly afterwards, the Grand Canyon Railway company was purchased by Xanterra Travel Collection at an undisclosed cost. Restoration of No. 539 never came to fruition."}
+{"text":"In 2007, Fleming moved 18 and 20 to the Mount Hood Railroad, in Hood River, Oregon. On the tourist line, passengers get to have a good view Mount Hood. While the 20 was put on display still in GCRY livery, the Mount Hood Railroad 18 was once again back under steam, and ready to pull more tourist excursions between Hood River and Parkdale. Just one month after its return to steam, however, the 18's time on the MHRR was already cut short. The railroad ceased steam operations, because they, as many other American tourist railroads, just couldn't afford to keep steam locomotives operable or maintained."}
+{"text":"On the RGSR, the little consolidation would find, yet, another steam powered running mate; Southern Pacific 1901-built 2-6-0 'Mogul' No. 1744, a locomotive that also returned to steam in 2007, but was taken out of service after only four months, as firebox repairs needed to be done. While in operation, the 18 did be part of some occasional late or morning photoshoots either alone, or with the railroad's fp7 and f40ph diesel units. The 18 even occasionally operated during the freezing weather, just like how it often did so on the GCRY. In September 2012, the 18 travelled westbound to Walsenburg for a night photo session alongside Union Pacific 4-8-4 \u201cNorthern\u201d 844, which was in the course of pulling \u201cUP 150\u201d at the time."}
+{"text":"No. 18 was the subject for Berkshire Productions' \"Climbing to the Canyon\", hauling passenger trains along a snow-covered Grand Canyon Railway around the New Year season of 1990. Footage from this VHS program was subsequently featured in the \"I Love Toy Trains\" series as well as the \"Shining Time Station\" Christmas Special, \"Tis a Gift\"."}
+{"text":"The Great Northern F-8 is a class of 125 2-8-0 \"Consolidation\" type steam locomotives built by the Rogers Locomotive and Machine Works, their corporate successor the American Locomotive Company, and Baldwin Locomotive Works between 1901 and 1907 and operated by the Great Northern Railway until the mid 1950s. They operated throughout the Great Northern pulling freight trains with some being rebuilt with larger cylinders and higher boiler pressure, giving them more tractive effort. Retirement of the F-8s started as early as 1932, but some would last and continue to pull freight until 1956, when the last F-8 was retired."}
+{"text":"Berlin Mills Railway 7 is a steam locomotive at Steamtown National Historic Site. It was built in 1911 by the Vulcan Iron Works for the Berlin Mills Railway, an industrial line in Berlin, New Hampshire. Number 7 worked there as a switcher until November 1944, when it was sold to the Groveton Papers Company of Groveton, New Hampshire. In 1956, it was finally replaced by a diesel locomotive, ending 45 years of use. After a few years of idleness, though, the locomotive was leased to the Woodsville, Blackmount and Haverhill Steam Railroad, a new tourist railroad near Haverhill. Number 7 operated as the only locomotive for this company until it folded after 1963. It was ultimately donated to Steamtown by the Groveton Paper Company in 1969."}
+{"text":"Denver and Rio Grande Western No. 168 is a class \"T-12\" \u201cTen Wheeler\u201d type narrow-gauge steam railway locomotive. It is one of twelve similar locomotives built for the Denver and Rio Grande Railroad (D&RG) by the Baldwin Locomotive Works in 1883. It was built as a passenger locomotive, with drivers, the largest drivers used on any three foot gauge D&RGW locomotive. The large drivers made it suitable for relatively fast passenger service."}
+{"text":"As is the case with many small, early locomotives, we know little of their operating history. In the case of 168, what we know comes entirely from photographs taken of it. The first shows it in the Black Canyon of the Gunnison River in 1904. The second pair show it in Montrose, Colorado, west of Gunnison, at the head of a special train taking President William Howard Taft to the opening of the Gunnison Tunnel which, at the time, was the longest irrigation tunnel in the world. There are also photographs, taken by Otto Perry, showing it in Alamosa in 1923 and Salida in 1929. It was retired in 1938 after a service life of 55 years, later than most of its class."}
+{"text":"The railroad gave it to the City of Colorado Springs on August 1, 1938. It was added to the National Register of Historic Places as Rio Grande Engine No. 168 in 1979. Although it sat in Antlers Park, unprotected from the elements, behind a low fence, for so many years, it appeared to be in immaculate cosmetic condition when removed for restoration to operating condition in early 2016."}
+{"text":"The city has entered into an agreement with the Cumbres and Toltec Scenic Railroad (C&TSRR) to have the engine restored to working order. The locomotive is now located in Antonito, Colorado."}
+{"text":"Restoration was completed in October 2019. The restoration project was headed up by Cumbres and Toltec Special Projects department and lead by Assistant General Manager Efstathios Papas. The project cost $508,000 and took 27 months to complete. The railroad intends to use this engine frequently and put it into normal service as much as possible."}
+{"text":"In 1993, No. 14 was selected as the locomotive used to be recorded in the \"Arrowhead\" region for the 1994 \"Walt Disney\" film \"Iron Will\", which starred Mackenzie Astin and was directed by Charles Haid. It is a fictionalized account of a 1917 cross-country sled dog race sponsored by the Great Northern Railway. In some scenes, No. 14 would appear in its original livery, and in other scenes, including many of the racing scenes, it would masquerade as Great Northern No. 807 with a golden smoke stack and a red number plate. Although, the original GN 807 was a 4-8-0 \"Mastodon\", not a 2-8-2."}
+{"text":"No. 14 is the only surviving locomotive ever owned by the D&NM, and it is the only surviving 2-8-2 that was ever owned by the LS&I. It was also the last steam locomotive to ever operate in regular service in the state of Michigan."}
+{"text":"Canadian Pacific 2317 is a class \"G-3c\" 4-6-2 \"Pacific\" type steam locomotive built in June 1923 by the Montreal Locomotive Works for the Canadian Pacific Railway. As a member of the G-3 Class, the 2317 was in use in fast passenger service until being retired in 1959 after having its duties taken over by diesel locomotives. The locomotive was placed in storage until 1965 when it was purchased for display in the Steamtown, U.S.A. collection in Bellows Falls, Vermont. In 1978, the locomotive was restored to operating condition for the purpose of pulling excursion trains for Steamtown until it was taken out of service in 2010. Currently, the 2317 is stored awaiting a future overhaul."}
+{"text":"2317 was built in 1923 for the Canadian Pacific Railway for fast express passenger trains. While little is known about its career on Canadian Pacific, it is known that it was stationed in Winnipeg, Manitoba for a good portion of its working life. Upon its retirement from active service in 1959, it was placed into storage. In 1965, seafood magnate and steam locomotive enthusiast F. Nelson Blount purchased the locomotive and moved it to Bellows Falls, Vermont with the rest of his Steamtown, U.S.A. collection."}
+{"text":"In 1978, 2317 was restored to operating condition and joined Steamtown's operating fleet, painted in the Canadian Pacific gray-blue and Tuscan red livery (which it never wore in regular service). 2317 was moved with the rest of the Steamtown collection to Scranton, Pennsylvania, arriving on 31 January 1984. The 2317 was fired up four days later for the \"Grand Entrance Ceremony\" on February 4, 1984. 2317 was fired up once more on September 1, 1984 for the first Steamtown excursion in Scranton which ran on the former Delaware, Lackawanna and Western mainline between Scranton and Elmhurst, Pennsylvania."}
+{"text":"In 1986, 2317 was painted in the Delaware, Lackawanna and Western Railroad's \"Pocono Mountain Route\" livery. It remained this way until after the National Park Service took over Steamtown in 1987 when it was repainted into the livery it wore in active service with Canadian Pacific."}
+{"text":"2317 was present at the grand opening of Steamtown National Historic Site along with Baldwin Locomotive Works 26 and Canadian National 3254 and ran several excursions on the former Lackawanna main line. 2317 then settled down and would often pull Steamtown's excursions in tandem with 3254 until 2004 when problems with its trailing truck, dry pipe and tires were found. Between 2004 and 2007, 2317 only ran the \"Scranton Limited\" yard shuttle trains. New tires were installed in 2007, which allowed 2317 to pull a few of the longer excursions to East Stroudsburg, Pennsylvania and the Delaware Water Gap."}
+{"text":"After the end of the 2009 operating season, 2317 was used only sparingly as its flue-time was running short. 2317 last ran during Steamtown's 2010 Lackawanna Railfest. After which, 2317 was placed into storage in the Steamtown Roundhouse where it is viewable to the public. 2317 currently awaits Federal Railroad Administration (FRA) mandated repairs before it can operate again. According to Steamtown, they plan to restore 2317 once the restoration project on Boston and Maine 3713 was finished."}
+{"text":"Canadian National 3377 is a preserved class \"S-1-d\" 2-8-2 \"Mikado\" type steam locomotive currently on display at the Steamtown National Historic Site in Scranton, Pennsylvania."}
+{"text":"After being retired, the locomotive was sold to the Edaville Railroad in September 1961, and then was later moved to Bellows Falls, Vermont and became part of the Steamtown, U.S.A. collection in 1969. Unfortunately, the 3377 was the target of copper thieves during her trip to Steamtown, it was never repaired and has been cannibalized for parts for Steamtown's operating Canadian National 2-8-2, the 3254. Even the pilot wheels and trailing truck were removed, making it an oversized 0-8-0. The locomotive sits on static display south of the Steamtown shops, although Steamtown is considering on possibly restoring 3377 to operating condition as part of their operating fleet in the near future once Boston and Maine 3713 and Canadian Pacific 2317 are both restored and return to service."}
+{"text":"Southern Pacific 4449, also known as the \"Daylight\", is the only surviving example of Southern Pacific Railroad's \"GS-4\" class of 4-8-4 \"Northern\" type steam locomotives and one of only two GS-class locomotives surviving, the other being \"GS-6\" 4460 at the Museum of Transportation in St. Louis, Missouri. GS is abbreviation from \"Golden State\", a nickname for California (where the locomotive was operated in regular service), or \"General Service\"."}
+{"text":"The locomotive was built by Lima Locomotive Works in Lima, Ohio for the Southern Pacific in May 1941; it received the red-and-orange \"Daylight\" paint scheme for the passenger trains of the same name which it hauled for most of its service career. No. 4449 was retired from revenue service in 1956 and put into storage. In 1958, the Southern Pacific donated the locomotive to the City of Portland, Oregon. The City then put the locomotive on static display in Oaks Amusement Park, where it remained until 1974."}
+{"text":"After this, the 4449 was then restored to operation for use in the \"American Freedom Train\", which toured the 48 contiguous United States as part of the nation's 1976 Bicentennial celebration. The locomotive has operated in excursion service throughout that area since 1984."}
+{"text":"The locomotive's operations are based at the Oregon Rail Heritage Center in Portland, Oregon where it is maintained by a group of volunteers named the \"Friends of SP 4449\". In 1983, a poll of \"Trains\" magazine readers selected 4449 as being the most popular locomotive in the nation."}
+{"text":"4449 was the last steam engine manufactured in Southern Pacific's first order of GS-4 (Golden State\/General Service) locomotives. 4449 was placed into service on May 30, 1941, and spent its early career assigned to the \"Coast Daylight\", Southern Pacific's premier passenger train between San Francisco and Los Angeles, California, but it also pulled many other of the SP's named passenger trains."}
+{"text":"After the arrival of newer GS-4s and GS-5s, 4449 was assigned to \"Golden State Route\" and \"Sunset Route\" passenger trains. 4449 was reassigned to the Coast Division in the early 1950s."}
+{"text":"One of 4449's career highlights occurred on October 17, 1954, when SP 4449 and sister Southern Pacific 4447 pulled a special 10-car train for the Railway and Locomotive Historical Society from Los Angeles to Owenyo, California, and return. In late 1955, after being one of the last few Daylight steam engines in Daylight livery, 4449 was painted black and silver and its side skirting (a streamlining feature of the Daylight steam engines) was removed due to dieselization of the \"Coast Daylight\" in January of that year."}
+{"text":"No. 4449 was then assigned to Southern Pacific's San Joaquin Valley line, occasionally pulling passenger trains such as the \"San Joaquin Daylight\" between Oakland and Bakersfield as well as fast freight and helper service. 4449 was semi-retired from service on September 24, 1956, and was kept as an emergency back-up locomotive until it was officially retired on October 2, 1957, and was placed in storage along with several other GS-class engines near Southern Pacific's Bakersfield roundhouse."}
+{"text":"In 1958, when most of the GS class engines had already been scrapped, a then black-and-silver painted 4449 was removed from storage and donated on April 24, 1958, to the City of Portland, Oregon, where it was placed on outdoor public display in Oaks Park. Since the equipment was considered obsolete, 4449 was not actively chosen for static display. It was picked only because it was the first in the dead line and could be removed with the fewest switching moves."}
+{"text":"During its time on display, 4449 was repeatedly vandalized and had many of its external parts stolen, including its builder's plates and whistle. As a result, the locomotive quickly deteriorated. However, Jack Holst, a Southern Pacific employee, looked after SP 4449 along with two other steam locomotives, Spokane, Portland and Seattle 700 and Oregon Railroad and Navigation 197. Holst kept the engines' bearings and rods oiled in case they were ever to move again. Holst died in 1972 and sadly never got to see 4449 return to operation."}
+{"text":"In 1974, 4449 was evaluated for restoration after becoming a candidate to pull the \"American Freedom Train\", as its size, power and streamlining made it a good fit for that Bicentennial train. After the evaluators determined that 4449's bearings and rods remained in good condition, they selected the locomotive for that task."}
+{"text":"4449 was removed from display on December 13, 1974 and restored at the Burlington Northern Railroad's Hoyt Street roundhouse in Portland. The locomotive returned to operation on April 21, 1975 wearing a special paint scheme of red, white and blue. Because the original whistle was stolen, two replacement whistles were fitted to the locomotive: a Hancock 3 chime from a Spokane, Portland and Seattle Railway Challenger which was taken off the Spokane, Portland and Seattle 700 and a Southern Pacific Railroad 6 Chime whistle."}
+{"text":"As part of the \"American Freedom Train\", the locomotive pulled a display train through most of the contiguous United States. The 4449 only pulled the Freedom Train in the Western portions of the country, whereas in the Eastern portions, the train was pulled by Reading 2101, which was recently restored by Ross Rowland, and in Texas, the train was pulled by Texas and Pacific 610."}
+{"text":"After the Freedom Tour ended, 4449 pulled an Amtrak special, the \"Amtrak Transcontinental Steam Excursion\" during 1977. After nearly two years on the road, 4449 was returned to storage in Portland, this time under protective cover and not exposed to the elements."}
+{"text":"In 1986, 4449 went to Hollywood to appear in \"Tough Guys\" and pulled business trains for the Southern Pacific. 4449 had a notable moment in 1989 when it and another famed locomotive, Union Pacific 844, made a side-by-side entrance into Los Angeles Union Passenger Terminal in 1989 for the station's 50th anniversary celebrations. The two locomotives then ran side by side on Santa Fe's and Southern Pacific's parallel main lines through Cajon Pass, although 4449 eventually had to stop due to a hot axle box."}
+{"text":"Sometime between May and July 1989, the 4449's SP&S whistle was set aside for the SP&S 700 and a Northern Pacific Hancock 3 chime was fitted on the engineer's side. This whistle would remain on the locomotive for the next 21 years. Later that same year, 4449 would later appear in the 1990 drama film \"Come See the Paradise\". In late 1990 or early 1991, the SP 6 chime on the fireman's side was stolen off the engine while sitting in the Brooklyn Roundhouse."}
+{"text":"No. 4449 was repainted into the American Freedom Train paint scheme again in early 2002 after the events of the September 11th terrorist attacks. In the fall of 2004, 4449 returned to the classic Daylight paint scheme, this time in its \"as delivered\" appearance. It appeared in the autumn of 2004 with the then-extant Montana Rockies Rail Tours company pulling (with a diesel helper behind it) two summer excursion trips between Sandpoint, Idaho and Billings, Montana, including stops at the Livingston Depot."}
+{"text":"On May 18 and May 19, 2007, SP 4449 made another appearance with UP 844 in the Pacific Northwest for the \"Puget Sound Excursion\", on BNSF Railway tracks from Tacoma to Everett, Washington, round-trip."}
+{"text":"On March 24, 2009, it was announced that 4449 would attend Trainfestival 2009 in Owosso, Michigan from July 23\u201326 with an all-day excursion planned on the 23rd and 24th and a photo run-by planned for each trip. The engine was then placed on display for the rest of the event."}
+{"text":"The historic 2,500-mile move from Portland to Owosso was arranged by the \"Friends of the 4449\", Amtrak, Steam Railroading Institute of Owosso and the Friends of the 261. The Milwaukee Road 261 organization loaned some of their first-class passenger cars, including the former Milwaukee Road Super Dome #53 and the Cedar Rapids Skytop Lounge for the 4449 and for the other excursion trains at the festival."}
+{"text":"The train left its home at Brooklyn Roundhouse on July 2nd and left the city of Portland the following day on July 3rd. It returned to the city Portland and Brooklyn Roundhouse on October 20. In December 2010, 4449's whistle, greatly worn from years of use with only one Chime working properly, was replaced with an authentic Hancock 3-chime that had been used on a long-lost brother locomotive or sister locomotive."}
+{"text":"Following a two-year hiatus needed to accommodate the locomotive's mandatory 15-year inspection and overhaul, SP 4449 returned to service on November 25, 2015. From 2016 to 2019, SP 4449 pulled several excursion trains during each year. In late 2019, the locomotive was scheduled to haul the annual 40 minute round trip \"Holiday Express\" fundraisers through Portland's Oaks Bottom Wildlife Refuge along the Willamette River during November and December of that year."}
+{"text":"As of 2021, the locomotive is most commonly pulled out for the Holiday Express in late November and December, as well as the occasional mainline excursion. The reason 4449's mainline runs are limited is due to Amtrak's policy against special excursions."}
+{"text":"4449 is maintained by Doyle McCormack, a retired Union Pacific engineer and collector, along with many others volunteers. From 1981 to 2012, No. 4449 resided at Union Pacific's (formerly Southern Pacific) Brooklyn roundhouse in Portland along with several other historic steam and diesel locomotives. The Oregon Rail Heritage Foundation, a partnership of non-profit organizations that owned or maintained historic rolling stock at the roundhouse, began a campaign in late 2009 to construct a permanent, publicly accessible engine house for the City of Portland's steam locomotives."}
+{"text":"Upon the closing of the Brooklyn Roundhouse in June 2012 in order to make the yard larger, the 4449 was moved with its stablemates SP&S 700 and OR&N 197 to the Oregon Rail Heritage Center (ORHC), a new restoration facility and public interpretive center adjacent to the Oregon Museum of Science and Industry (OMSI) in southeast Portland. The ORHC opened to the public on September 22, 2012."}
+{"text":"Only one other true Southern Pacific GS-class steam engine survives, Southern Pacific 4460, a GS-6, which is on static display at the Museum of Transportation in St. Louis, Missouri. She was built during World War II, but was never painted in the famous Daylight paint scheme. Instead, she was painted black and silver, thus giving she the nicknames \"War Baby\" and \"Black Daylight\". No. 4460 has the third nickname of \"Forgotten Daylight\", as it remains unrestored."}
+{"text":"Nickel Plate Road 779 is a 2-8-4 or \"Berkshire\" type steam locomotive built for the New York, Chicago and St. Louis Railroad in May 1949, for use on fast freight trains. It was the last new steam locomotive to be delivered to the Nickel Plate Road, and alongside L&N 1991, another 2-8-4 for the Louisville and Nashville, is the last steam locomotive ever completed by Lima Locomotive Works, and the final 2-8-4 locomotive on standard gauge completed in the world."}
+{"text":"Upon her retirement in early 1958, the locomotive had logged 677,095 miles."}
+{"text":"In 1966, she was donated to the City of Lima, Ohio and placed on display in Lincoln Park, where she remains to date."}
+{"text":"St. Louis Southwestern No. 819 is a class \"L1\" 4-8-4 \"Northern\" type steam locomotive and is also the official state locomotive or Arkansas. It was completed in 1943 and was the last engine built by the St. Louis Southwestern Railway, which was affectionately known as \"The Cotton Belt Route\" or simply \"Cotton Belt\". It was also the last locomotive built in Arkansas. It was restored to operating condition in 1986 and operated in excursion service until October 1993. Today, it is now located at the Arkansas Railroad Museum, currently being restored back to a static display condition with an intention to restore the locomotive for an eventual second excursion career."}
+{"text":"The Cotton Belt initially purchased ten \"Northern\" 4-8-4 engines (#800\u2013809) from Baldwin Locomotive Works located at Eddystone, Pennsylvania in 1930. Seven years later, the Cotton Belt built five more Northern engines (#810\u2013814) from their own shops in Pine Bluff, Arkansas in 1937. These Northern locomotives were Class L1 on the Cotton Belt."}
+{"text":"In 1942, Cotton Belt officials petitioned the War Production Board for authorization to buy five new EMD FT diesel locomotives for their growing freight business. Instead, they were granted approval to produce five more 4-8-4 type locomotives (#815\u2013819). Although similar to the previous set of five steam engines, these new locomotives had many modern improvements."}
+{"text":"Since 819 was built during World War II, some materials were in short supply. The Cotton Belt emblems, which would have normally been made of brass, were made of steel to save brass for the war effort. Decorative emblems, numbers, etc., were also made of steel and chromium plating was entirely eliminated. Work on the new L1 Northerns began on Tuesday June 2, 1942. But delivery of the boilers from the Baldwin Locomotive Works lagged. The five new boilers were shipped by Baldwin to Pine Bluff between November 5 and December 12, 1942. The rail journey from Philadelphia to Pine Bluff took about five days for each boiler. Work by the Cotton Belt shop forces took an additional five or six weeks to complete each new locomotive."}
+{"text":"On Monday February 8, 1943, the last of these five steam locomotives, Engine 819, was placed in active service. It was the final locomotive constructed by the Cotton Belt's own staff of mechanical engineers, mechanical officers, foremen and workers in the company shops at Pine Bluff, Arkansas. The cost to build was $143,607.00 and it was to be the last locomotive produced in Arkansas."}
+{"text":"Engine 819 traveled more than 804,000 miles during its 10\u00bd years of service, before being forced aside by the more modern diesel locomotives. On July 19, 1955 Cotton Belt's President H. J. McKenzie presented retired Engine 819 to the City of Pine Bluff to show the Cotton Belt's gratitude for the part the city had played in their steam locomotive operations. McKenzie commented that this model engine is generally conceded to be one of the best designed and most attractive of its type ever built. He recalled how the engine had been built by local craftsmen, who were very proud of them and he hoped that the people of Pine Bluff would be equally proud to display it in their public park."}
+{"text":"However, just four years later, the \"Pine Bluff Commercial\" ran this note in the October 6, 1959 edition:"}
+{"text":"It took most of a year to get 819's situation improved. It was decided to move the engine to a new location approximately 150 yards west of its old spot, near the front of the Reserve building. The Pine Bluff Jaycees spearheaded the drive to build a green and white steel shed at the new location, while the move and reconditioning was being coordinated by members of the Brotherhood of Railroad Trainmen and Cotton Belt employees. Several civic organizations talked of undertaking the project of restoring the engine to better condition, only to find out that such a project required technical know-how that only railmen possessed. That was when BRT stepped in and offered to assist with the engine."}
+{"text":"\"Before we're through,\" one of the men said \"that old engine will look just like it did the day it rolled out of the shop she was built in. We hope to have her fixed where she'll be better taken care of, too.\""}
+{"text":"During the move to her new location between Townsend and Oakland Parks, Engine 819 \"broke loose\" and coasted down an incline on her temporary track. The locomotive, after starting to coast, rammed the park's lake embankment and finally stopped against a large black oak tree. The workmen labored the next day to get the engine back on her rails and into place. Crews stated they expected to have the locomotive in her new quarters in about two more weeks."}
+{"text":"Upon completion of Engine 819's new home in 1965, Mayor Austin Franks shared one of the two keys to the gate with long-time railfan James Norris. Norris' father had taken the locomotive out for her first run in 1943 and young James always remembered his late-father when he saw the engine. Despite being in his late 50s and in failing health, James Norris faithfully visited the locomotive every week to knock off the bird nests and occasionally replace some broken glass in the cab. He would open the gate on Sundays while he was there to let kids climb on the locomotive, ring the bell and answer their many questions."}
+{"text":"\"Every time I come out here I can see my daddy standing right on that step.\" Norris said \"It kinda gets down in your heart.\""}
+{"text":"It is uncertain when Mr. Norris' health got so bad that he could no longer continue his weekly maintenance visits to the 819, but he admitted in 1965 that his doctor had told him to stay away from the locomotive. Records indicate that Mr. Norris died in 1970 and by 1983 the \"Arkansas Democrat\" described the locomotive as \"covered in graffiti and vandals have removed, or tried to take, whatever wasn't too heavy to carry off.\" Miss Arkansas of 1958, Sally Miller Perdue, from Pine Bluff complained \"It had been abandoned and stripped of all its dignity. It has become the iron-horse that was put out to pasture, neglected and abused.\""}
+{"text":"Ms. Perdue, whose family had a long history with the railroad, agreed to chair a sub-committee of the Chamber of Commerce's Publicity & Tourism to get the 819 rejuvenated and relocated. With a slogan of \"Let's Put the Steam Back in Pine Bluff\", she felt that a lot of volunteers, mainly retired Cotton Belt craftsmen and engineers, would be interested in working to restore the 819. Superintendent R. R. McClanahan of the Cotton Belt Pine Bluff Division worked hard to get the locomotive and tender transported from the park back to the shops to make those repairs."}
+{"text":"On December 1, 1983, a force of between 50 and 100 Cotton Belt employees, most of them volunteers, assisted railfans and rail historical groups, placed Engine 819 back on Cotton Belt rails for the first time in nearly three decades and transported the engine from the park back to the site of its manufacturing 40 years earlier. Members of the newly formed Cotton Belt Rail Historical Society moved the locomotive back to the Cotton Belt shops, where it was to be restored in a bold project to show Arkansans what past gigantic locomotives looked like."}
+{"text":"Although the ownership of the locomotive was retained by the city, the restoration of the 819 was the responsibility of \"Project 819\", an all-volunteer effort by two rail historical preservation groups: the Arkansas Railroad Club and the Cotton Belt Rail Historical Society. The project leased space needed at the Cotton Belt shops in Pine Bluff to complete the restoration, which was projected to take 18\u201324 months."}
+{"text":"While the engine languished in the park, various parts disappeared including its bell, whistle, Cotton Belt emblems and many of the gauges. Jake Commer, President of the Cotton Belt Rail Historical Society at the time, offered a \"no questions asked\" policy for the return of these items and received many of the parts back, including the whistle and one of the emblems. The original bell was never located however and the one currently on the engine is from another 800 class locomotive. That bell was used for many years by the Wesley United Methodist Church in Pine Bluff before being donated to Project 819."}
+{"text":"Led by Bill B. Bailey, the Restoration Director for \"Project 819\", seven separate volunteer groups worked six days a week on various sections of the locomotive and tender in hopes of getting the engine totally restored and federally certified as worthy to run on the rails again. Mr. Bailey estimated that about 20% of the volunteers had actually worked on the locomotive or went through an apprenticeship in the early 1940s when the 819 or other 800-class steam locomotives were built in the Cotton Belt Shops at Pine Bluff."}
+{"text":"Twenty days later, on April 26, 1986, Engine 819 pulled into Fordyce on her first full-fledged trip out of Pine Bluff in 31 years. School children from Pine Bluff, Rison, Kingsland and Fordyce waved and shouted their delight at the engine. Cars of railfans followed the train's path, taking pictures."}
+{"text":"During the summer of 1986, film crews came to Pine Bluff for the production of the movie \"End of the Line\". Engine 819 played a minor role along with 35 Pine Bluff residents turned-actors, many of them members of the Cotton Belt Rail Historical Society who had helped restore the steam engine. Arkansas-born actress Mary Steenburgen was the film's executive producer, who worked hard to be able to use the newly restored locomotive for the movie. On August 27, Pine Bluff residents were treated to a special premiere showing of the Orion Pictures film at the Pine Mall Cinema. Proceeds from the $5.00 tickets were given to the Cotton Belt Rail Historical Society."}
+{"text":"For the next seven years, the locomotive traveled on numerous excursions, including a trip to the 1990 NRHS convention in St. Louis, where it stood at Union Station with Union Pacific Railroad's No. 844, Frisco No. 1522 and Norfolk & Western No. 1218. No. 819 ran its final excursion train to Tyler, Texas and return in October 1993."}
+{"text":"Engine 819 was listed on the National Register of Historic Places in May 18, 2003."}
+{"text":"The locomotive is partially disassembled for its mandated 15-year Federal Railroad Administration inspection. The boiler has been \u201cultra-sounded\u201d and documented, with only a small area of the firebox remaining to be checked. The flue tubes were removed with plans made for their replacement. A sudden increase in material costs and various emergency repairs needed at the museum over the years have exhausted funds that were hoped to be used to complete the project. The locomotive is sat idle inside the museum, awaiting its return to steam and possible future travels although current plans only call for the restoration of the locomotive to a static display condition."}
+{"text":"In March 2021, the Arkansas State Legislature passed an act designating the 819 the official locomotive of Arkansas with the hope that the passing of this act would encourage and provide for future funds for restoration and protection for the locomotive."}
+{"text":"Southern Railway 4501 is a class \"Ms\" 2-8-2 \"Mikado\" type steam locomotive built in October 1911 by the Baldwin Locomotive Works of Philadelphia, Pennsylvania as the first of its wheel arrangement type to be built for the Southern Railway. In 1948, the locomotive was retired from the Southern in favor of dieselization and was sold to the shortline Kentucky and Tennessee Railway (K&T) in Stearns, Kentucky to haul coal trains."}
+{"text":"No. 4501 worked on many different divisions of the Southern Railway system from Tennessee, Virginia, Kentucky, and Indiana. In October 1948, the Kentucky and Tennessee Railway (K&T) headquartered in Stearns, Kentucky purchased the locomotive and renumbered it as their No. 12. When the Kentucky and Tennessee Railway purchased three ALCO S-2s from the Denver & Rio Grande Western in February 1964, the locomotive, along with the K&T's other steam locomotives, were retired from revenue service. Railfan Paul H. Merriman bought the locomotive for the 4501 Corporation with $5,000 of his own money and restored it for excursion use on the Southern Railway System."}
+{"text":"On June 6, 1964, after running to Chattanooga from the K&T, an initial restoration was done by Tennessee Valley Railroad Museum (TVRM) volunteers at the facilities of the Lucey Boiler Company in Chattanooga near the TVRM's storage facilities, which were at the time located on former Western Union Company tracks."}
+{"text":"No. 4501 was stripped down for an extensive overhaul with the thin cab floor, the rotted ash pan, and the rusty smokebox front replaced. The dented cab roof was straightened and a radio antenna was installed. In addition, the cylinder cocks were reworked and the throttle was lapped with a new airline run to the repacked reverse gear. With the blessing of Southern Railway executives, the No. 4501 was repainted in Southern's Virginia green with gold lining instead of its original freight black livery."}
+{"text":"After the restoration was completed in August 1966, the No. 4501 launched its first public run between Chattanooga and Richmond, Virginia. In 1969, No. 4501's tender, which could hold of coal and of water, was replaced by a larger ex-Central of Georgia (CG) tender from a maintenance of way wreck train in Georgia. The new tender holds of coal and of water."}
+{"text":"In November 1969, during the 75th anniversary of the Southern Railway, a historic photo session, which featured three steamers, took place in Anniston, Alabama, along the Birmingham to Atlanta mainline. This event was dubbed \u201cSteam-O-Rama\u201d. It featured the 4501, as well as, Savannah and Atlanta 4-6-2 No. 750, which also recently returned to steam by the Railway, and London and North Eastern Railway A3 No. 4472 \u201cFlying Scotsman\u201d, which was in the course of its USA tour at the time."}
+{"text":"In the 1970s, No. 4501 was run off of Southern Railway property for a series of excursion trips on the Illinois Central (IC), the Chicago and North Western (CNW), the Milwaukee Road (MILW), the Rock Island Line (RI), and the Norfolk & Western (NW). The locomotive became famous for pulling the \"Old Milwaukee Special\" Circus World Museum train via the CNW line between Baraboo, Wisconsin and Madison, Wisconsin and the MILW line to Milwaukee, Wisconsin in summer 1973. On March 28, 1979, No. 4501 was listed on the National Register of Historic Places."}
+{"text":"On April 11, 1981, the locomotive suffered a cracked front flue sheet at Dalton, Georgia during an excursion trip from Atlanta, Georgia to Chattanooga. A diesel locomotive pulled the remainder of the trip and No. 4501 was towed back to the Irondale Workshop in Birmingham, Alabama for a long-term rebuild. The locomotive would not operate again until November 1984. Following the rebuild, No. 4501 received a newly-welded tender body with the water tank capacity decreased to and the tender's old Andrews pilot trucks were replaced with modern roller bearing trucks. At the same time, No. 4501 was repainted into a lighter Sylvan Green (later diesel era) scheme with dark gray smokebox, black wheel centers, unpolished rods, and no bell acorn."}
+{"text":"In 1985, the locomotive was retired from main line excursion service and moved back to TVRM due to the steam program being expanded by Southern's successor, Norfolk Southern with larger Norfolk & Western steam locomotives, 4-8-4 J Class No. 611 and 2-6-6-4 A Class No. 1218."}
+{"text":"On November 3, 1991, during Norfolk Southern's 25th anniversary steam program, No. 4501 returned to main line excursion service and joined Norfolk & Western No. 611 and No. 1218 to triple head a 28-car passenger excursion train from Chattanooga to Atlanta. At Ooltewah, Tennessee, No. 4501 took a few coaches for a complete round trip, turning around at Cleveland, Tennessee. Afterwards, No. 611 and No. 1218 completed the rest of the trip to Atlanta."}
+{"text":"In 1994, Norfolk Southern announced that they would discontinue their steam program due to serious safety concerns, rising insurance costs, the expense of maintaining steam locomotives, and decreasing rail network availability due to a surge in freight traffic. No. 4501 made its last public Norfolk Southern main-line steam excursion trip from Birmingham to Columbus, Georgia on April 30, 1994. The locomotive was taken off the excursion trip at Alexander City, Alabama due to overheated bearings, and the Norfolk Southern GP59 diesel locomotive No. 4610 finished the rest of the trip. After its last excursion on the Norfolk Southern, the No. 4501 returned to the TVRM on May 25, 1994."}
+{"text":"After Norfolk Southern ended their steam program in late 1994, No. 4501 remained at TVRM operating their excursions through North Georgia on the former Central of Georgia \u2019C\u2019 line that became the Chattooga and Chickamauga Railway shortline. In 1996, the locomotive was repainted into its circa 1930s freight black livery during TVRM's 35th anniversary, until it was retired due to the expiration of its boiler ticket on September 20, 1998."}
+{"text":"In June 2010, Norfolk Southern announced that they would run excursions with No. 4501 and 2-8-0 \"Consolidation\" No. 630 with their new 21st Century Steam program. In March 2011, Southern No. 630 returned to service pulling tourist trains for the TVRM and some of the first main-line excursion trips for the 21st Century Steam program. With No. 630 in operating condition, the restoration of No. 4501 began in 2012."}
+{"text":"During the restoration of No. 4501 around 2013, the locomotive received upgrades to its trailing wheels that included the addition of roller bearings to help guide the locomotive through track curves. A replica of a Worthington SA type feedwater heater from a China Railways QJ Class 2-10-2 was built to improve the locomotive's performance. Its tender was given a mechanical stoker from Canadian National Railway No. 5288, a 4-6-2 steam locomotive that was also on display at TVRM. The Armstrong lubricators that spring-loaded the driving wheels were replenished by an automatic lubricator from the North Yorkshire Moors Railway in North Yorkshire, England. No. 4501's boiler also received attention and was recertified from its operating pressure of to , which created a slight increase in tractive effort."}
+{"text":"On September 6, 2014, No. 4501 was steamed up for the first time since 1998 and its first public debut took place at TVRM's 2014 Railfest. The locomotive made a test run from Chattanooga to LaFayette, Georgia on the Chattooga and Chickamauga Railway line on September 25, 2014 to prepare it for the TVRM's upcoming seasonal \"Summerville Steam Special\" on October 4 that year."}
+{"text":"On May 1, 2015, No. 4501 successfully completed a test-run on the Norfolk Southern mainline from TVRM to Cleveland, Tennessee and back."}
+{"text":"On June 26, 2015, No. 4501 ran the \"Radford Rambler\" excursion from Bristol, Virginia to Radford, Virginia. On June 27, the locomotive pulled the \"Lonesome Pine Special\" excursion from Bristol, Tennessee to Bulls Gap, Tennessee, and ran the \"Radford Rambler\" excursion again on June 28."}
+{"text":"On September 12 and 13, 2015, No. 4501 ran a round-trip excursion from Chattanooga to Cleveland, during TVRM's 2015 Railfest. Two weeks later, the locomotive ran the \"Nancy Hanks Special\" excursion from Macon, Georgia to Tennille, Georgia."}
+{"text":"No. 4501 was also planned to run the \"Piedmont Limited\" excursion from Atlanta to Toccoa, Georgia on October 3 and 4, 2015. However, it was cancelled on October 1 due to Hurricane Joaquin. As a result, Norfolk Southern officially concluded their 21st Century Steam program. Despite this, the N&W J Class No. 611 locomotive, which had been restored since 2015, continued to run various excursions across the Norfolk Southern system in Virginia and North Carolina. No. 4501 remained at the TVRM to continue regular operations and became the main motive power for its annual \"Summerville Steam Special\" excursion from Chattanooga to Summerville, Georgia."}
+{"text":"In September 2019, No. 4501 was dressed up as Louisville & Nashville steam locomotive J-3 class No. 1593 for the L&N Historical Society annual convention."}
+{"text":"The Great Northern O-1 was a class of 145 2-8-2 \"Mikado\"-type steam locomotives built by the Baldwin Locomotive Works between 1911 and 1919 and used by the Great Northern Railway until the late 1950s."}
+{"text":"The O-1s, along with other O Class Mikados of the Great Northern, were used system-wide to pull freight trains. As of today, only one O-1 has been preserved, No. 3059, from the second batch of O-1s. It was retired in December 1957 and is on display near the Williston depot in Williston, North Dakota."}
+{"text":"The class featured a Belpaire firebox deep by wide; giving a grade area of . This was attached to a tapered boiler that was pressed to \u2013 even though it had been designed for \u2013 feeding steam to two cylinders, which were connected to diameter driving wheels by Walschaerts valve gear. The last five locomotives were delivered with Southern valve gear; however, these were later replaced with Walschaerts."}
+{"text":"All 145 locomotives were built by Baldwin Locomotive Works in four batches between August 1911 and February 1919. Baldwin class 12-50--E was assigned."}
+{"text":"Two engines were built as oil burners: 3020 and 3021."}
+{"text":"All were assigned to haul freight trains system wide. During the 1940s, twelve (3004, 3022, 3033, 3048, 3071, 3100, 3106, 3135, 3137, 3138, 3142, 3144) were equipped with boosters, which added between of tractive effort; these were removed in the early 1950s. Between 1925 and 1944, thirteen O-1s (Nos. 3023, 3024, 3026, 3028, 3029, 3039, 3043, 3064, 3099, 3108, 3121, 3122 and 3134) were sold to the Spokane, Portland and Seattle Railway."}
+{"text":"Two engines were retired after being involved in wrecks: 3113 in 1946, and 3128 in 1949; the latter was so badly damaged it was scrapped on site."}
+{"text":"The remaining locomotives were retired between 1948 and 1958. The Great Northern were in no hurry to scrap them as it was as late as 1963 that the last locomotive to be scrapped was cut up."}
+{"text":"The Spokane, Portland and Seattle Railway scrapped its O-1s between 1945 and 1950."}
+{"text":"Only one O-1 has survived into preservation, No. 3059 of the second batch. It was built in February 1913 and retired in December 1957. On August 2, 1958, it was donated for display near the Williston Depot in Williston, North Dakota and currently resides there. It is the sole surviving Great Northern \"Mikado\" type steam locomotive."}
+{"text":"Baltimore and Ohio 4500 is a 2-8-2 \"USRA Light Mikado\" steam locomotive built by the Baldwin Locomotive Works in Philadelphia, Pennsylvania in July 1918 for the Baltimore and Ohio Railroad (B&O) as a member of the Q-3 class."}
+{"text":"The locomotive hauled freight for the B&O until retirement in August 1957 and was donated for display at the B&O Railroad Museum in Baltimore, Maryland. It is the sole surviving Baltimore and Ohio Mikado type steam locomotive."}
+{"text":"The locomotive was the very first USRA locomotive built and it was constructed in. It was also finished on July 4th, 1918 and it was decked out with American Flags for the occasion. While is remained as built mechanically, it received some of B&O's distinctive cosmetic changes throughout its service life, but the locomotive retains the original tender and trailing truck. During its service life, the locomotive was in freight service primarily on the Ohio and St. Louis divisions of the railroad. In 1957, the locomotive was renumbered 300 to make room for four-digit diesel locomotives."}
+{"text":"In August 1957, 4500, still numbered 300, was retired and in 1964, it was put on display at the B&O Railroad Museum in Baltimore, Maryland and was renumbered back to 4500, its original number. In 1990, the locomotive was designated as a National Historic Mechanical Engineering Landmark. Today, it still resides there on display."}
+{"text":"Soo Line No. 2645 is a preserved class E-25 4-6-0 \"Ten Wheeler\" type steam locomotive. It was built in November 1900 by the Brooks Locomotive Works as part of the E-25 class for the Wisconsin Central as No. 247. In 1909, the Wisconsin Central leased by the Soo Line Railroad, and from there on, the locomotive was renumbered 2645. No. 2645 spent its entire career in Wisconsin. Often it was stationed in Manitowoc and, Fond du Lac. The locomotive also received a class 5 overhaul in early 1952, and it was reassigned to Neenah."}
+{"text":"Its last revenue freight assignment occurred on October 29, 1952, and it was afterwards donated to Frame Park in Waukesha, Wisconsin, where it remained on static display until 1972. That year, it was moved to the nearby ex-Chicago and North Western station that eventually became a restaurant. On September 20, 1988, the Waukesha City Council donated No. 2645 to the Mid-Continent Railway Museum. The following year, a realignment of ex-C&NW trackage was made for a new connection on the Wisconsin Central mainline, and the Wisconsin & Calumet Railroad ordered the locomotive to be moved, so when volunteers arrived at Waukesha, they quickly prepped the locomotive for movement to North Freedom on its own wheels."}
+{"text":"No. 2645 arrived on the property in July of 1989. During the Soo Line Historical & Technical Historical Society\u2019s annual convention during the summer of 2004, it received a cosmetic restoration to improve its overall appearance as a static display. As of 2021, No. 2645 continues to reside at North Freedom for static display. Whether or not it will be restored for operational purposes is yet to be determined."}
+{"text":"Southern Railway 1401 is a steam locomotive that is the sole survivor of Southern Railway's Ps-4 class. Today it is on permanent display at the Smithsonian Institution's National Museum of American History in Washington, D.C. It has a Pacific-type or 4-6-2 (Whyte notation) wheel arrangement and was built in 1926 by the American Locomotive Company (ALCO) at their Richmond works."}
+{"text":"Today Southern Railway 1401 is one of the exhibits in the Smithsonian Institution's National Museum of American History in Washington, D.C. Southern cosmetically restored the locomotive just before sending it for display at the Smithsonian, and it was probably stored serviceable when it was retired from active service, but it has not operated in more than half a century. When Graham Claytor was a Southern executive in the mid-1960s, he attempted to lease 1401 from the Smithsonian for operational use in Southern's steam excursion program. The Smithsonian refused, and Claytor leased Southern Railway No. 4501 (originally a freight locomotive with a 2-8-2 wheel arrangement) and painted it in the green, gold, and silver scheme instituted for the Ps-4s."}
+{"text":"In 2012, the locomotive made an appearance in an episode of \"Parks and Recreation\". Andy (Chris Pratt) mistakes it for Sierra #3, the locomotive seen in \"Back to the Future Part III\", and attempts to climb on it."}
+{"text":"Sierra Railway No. 3, often called the \"Movie Star locomotive\", is a 19th-century steam locomotive owned by the State of California and preserved at Railtown 1897 State Historic Park in Jamestown, California. Former Transportation History curator at the Smithsonian Institution William L. Withhuhn described the locomotive's historical and cultural significance:"}
+{"text":"Sierra Railway No. 3 has appeared in more motion pictures, documentaries, and television productions than any other locomotive. It is undisputedly the image of the archetypal steam locomotive that propelled the USA from the 19th century into the 20th."}
+{"text":"Built in 1891, the locomotive returned to operation in July 2010 after a fourteen-year absence from service and a three-year-long overhaul, requiring the replacement of its original boiler."}
+{"text":"The locomotive, a 4-6-0 ten-wheeler, was built by the Rogers Locomotive and Machine Works of Paterson, New Jersey. Construction of the locomotive was completed on March 26, 1891, and it was given Rogers construction number 4493. It has cylinders, driving wheels and weighs in working order. It was built for the Prescott & Arizona Central Railway (P&AC) as their locomotive #3 and named \"W.N. Kelley\" after the company's treasurer."}
+{"text":"The P&AC went bankrupt in 1893 and its owner, Thomas S. Bullock, relocated to California bringing much of his railroad equipment, including the No. 3. He then entered into a partnership with Prince Andr\u00e9 Poniatowski and William H. Crocker, and together in 1897 they incorporated the Sierra Railway Company of California to connect Oakdale, California with the timber producing regions of Tuolumne County and Calaveras County."}
+{"text":"The locomotive became Sierra No. 3 (dropping the \"W. N. Kelley\" name) and played a key role of the construction of the railroad to Jamestown, California in 1897, Sonora, California in 1899 and Tuolumne, California in 1900. It was the primary locomotive pulling freight trains on the railroad until 1906, when the Sierra Railway purchased a new Baldwin Locomotive Works 2-8-0 locomotive. It played a significant role in logging, mining and dam building operations in the Sierra foothills."}
+{"text":"Originally built to burn coal, the locomotive was converted to burn oil sometime between 1900 and 1902."}
+{"text":"Sierra No. 3 was involved in several wrecks. In February 1898, a switch mishap killed conductor William G. Bailey. In September 1899, its tender derailed while backing up on a trestle, causing it to collapse. The locomotive turned on its side in 1918 just above Sonora, destroying its original wooden cab, which was replaced with a second-hand steel Southern Pacific Railroad cab in February 1919. Two years later, Sierra No. 3 made her first known Hollywood film appearance, in a silent film \"The Terror\" starring Tom Mix."}
+{"text":"During the Great Depression, the Sierra Railway went into bankruptcy, and was reorganized as the Sierra Railroad Company in 1937. Sierra No. 3 was taken out of service in 1932, and sat on a siding in the Jamestown yard for 15 years. It managed to avoid being scrapped during World War II, and again received attention from Hollywood in 1946, when David O. Selznick, the producer of \"Duel in the Sun\" being filmed on the Sierra Railroad, proposed to destroy her in a train wreck scene for the movie. The Sierra Railroad's Master Mechanic Bill Tremewan persuaded the railroad ownership not to consider a notion so \"ridiculous\", and instead shop crews restored the locomotive to operation for potential charter and movie service."}
+{"text":"Inspection of the boiler proved it was in serviceable condition, however the resulting work required a reduction of the Maximum Allowable Working Pressure from . The rebuild was completed in 1948, and the locomotive officially returned to service heading a Railway and Locomotive Historical Society sponsored excursion train on May 30. Over the next half-century, Sierra No. 3 pulled tourist excursion trains and appeared in dozens of films, TV shows, and commercials. Among them were \"High Noon\" in 1952, for which Gary Cooper won the Academy Award for Best Actor, and \"Unforgiven\", starring and directed by Clint Eastwood, which won the Academy Award for Best Picture for 1992."}
+{"text":"The locomotive was often redecorated for various movie and television appearances, one of its most famous roles being the \"Hooterville Cannonball\" from the mid-1960s series \"Petticoat Junction\". False smokestacks were also often installed to alter the appearance of the locomotive."}
+{"text":"In 1979, Crocker and Associates announced their intention to sell their interest in the railroad to Silverfoot, Inc. based in Chicago, but the deal did not include the locomotive facilities in Jamestown. The complex, including Sierra No. 3, was acquired by the State of California as a result of legislation passed in April 1981, and signed by Governor Jerry Brown. The acquisition was completed on September 15, 1982, and since then, the locomotive has been the property of the State of California. In May of 1991, No. 3 paid a visit to Sacramento to take part in \"Railfair '91\", an even that celebrated the tenth anniversary of the grand opening of the California State Railroad Museum."}
+{"text":"In 1995, the Federal Railroad Administration issued new safety standards for steam locomotive boilers. In order to comply with these revised regulations, Sierra No. 3 was removed from service until a complete evaluation of the locomotive's condition could be made."}
+{"text":"Preliminary repairs were completed in 2000\u20132001 with deferred maintenance funding from the State of California. This included dismantling the locomotive. The project progressed very slowly until 2007, when a major fundraising campaign began. At that time, the budget for the project was estimated at US$600,000, based on the assumption that the existing boiler could be saved."}
+{"text":"In a fundraising appeal, Clint Eastwood described Sierra No. 3 as \"like a treasured old friend.\" Eastwood had ridden the locomotive early in his career on the TV series \"Rawhide\", and later used the locomotive in his own movie productions \"Pale Rider\" and \"Unforgiven\". Eastwood wrote, \"Sierra No. 3 resides at Railtown 1897 State Historic Park. It is housed in the original roundhouse which is still in use. Together these two assets provide a rare opportunity to experience history just as it was 109 years ago.\" Funding for the renovation project was provided by the California Cultural and Historical Endowment, the Irving J. Symons Foundation, the Sonora Area Foundation, the California State Parks Foundation, the Teichert Foundation, DuPont and many individual donors."}
+{"text":"The rebuild included boring out the cylinders and turning the drive wheel tires on a lathe."}
+{"text":"The current configuration of the locomotive represents her appearance during the year 1929, when the movie \"The Virginian\" was filmed and provided the first known evidence of the presence of \"3-spot's\" steel cab. Final cost of the rebuild was US$1.6 million, and the locomotive officially returned to service on July 3, 2010."}
+{"text":"Sierra No. 3 has appeared in many movies."}
+{"text":"According to Railtown 1897, these include the following:"}
+{"text":"Sierra No. 3 has also appeared in many television shows. According to Railtown 1897, these include the following:"}
+{"text":"The Pere Marquette 1223 is a steam locomotive on permanent display in Grand Haven, Michigan. She is one of two surviving Pere Marquette 2-8-4 \"Berkshire\" type locomotives, along with sister engine No. 1225, which is in operating condition."}
+{"text":"Built in 1941 by the Lima Locomotive Works for $90,000 ($1.6 million in 2019 dollars), 1223 hauled freight between Toledo and Chicago in the years immediately before and after World War II. When Pere Marquette was absorbed by the Chesapeake and Ohio Railway, 1223 was assigned number 2657 but never had the new number applied. The locomotive was not paid off at the time and the merger agreement stated that equipment still under trust was to remain in Pere Marquette livery. 1223 was retired from service in 1951."}
+{"text":"After retirement, 1223 was moved to New Buffalo, Michigan to be scrapped. However she was repainted and moved in 1960 for display at the state fairgrounds in Detroit. The money for that was provided by the donations collected by school children around the Detroit Area. In 1980, Michigan state fair officials wanted to expand the grandstands but 1223 stood in the way. The city of Grand Haven won the bidding process. With the help of the Michigan National Guard as well as Grand Trunk Western and Chessie System railroads, 1223 was moved to Grand Haven on September 1, 1981."}
+{"text":"The 1223 was cosmetically restored in 1982. Considering the number of years that it has stood out in the elements, it would be an expensive and time-consuming project to restore it to operation. Such a restoration is unlikely since sister locomotive #1225 has been restored to operating condition. During 1225's restoration, no parts from 1223 were used, due to the objections of the Michigan Railroad Club, then unofficial custodians of the engine. However, the MSU Railroad Club did hold some successful fundraising events at the 1223 during the State Fair. That money was used in the restoration of the 1225."}
+{"text":"1223 was added to the National Register of Historic Places on December 7, 2000."}
+{"text":"On February 28th, 2020, 1223 and the rest of the display was vandalized, with the locomotive being spray-painted several times and a caboose door kicked in."}
+{"text":"The Eureka is a privately owned steam locomotive in Las Vegas, Nevada. It is one of three preserved Baldwin Class 8\/18\u00a0C locomotives in the United States, of which it is the only operable example. It is listed on the United States National Register of Historic Places."}
+{"text":"The locomotive was built by Baldwin Locomotive Works of Philadelphia, Pennsylvania in 1875 for the Eureka & Palisade Railroad in Nevada, which was built to transport passengers and goods from the mining town of Eureka to connect with the Central Pacific Railroad in Palisade. The engine served on this railroad until 1896, when it was sold to the Sierra Nevada Wood and Lumber Company. It operated on the Sierra Nevada Wood and Lumber until 1938 when the company dissolved and the engine was sold to a scrap dealer."}
+{"text":"A year later, the engine was discovered by Las Vegas attorney Dan Markoff, who then purchased the engine and restored it to operating condition with the help of his father. The restored \"Eureka\" debuted at Railfair '91 at the California State Railroad Museum. It was then operated on U.S. Gypsum's private tracks in Plaster City, California, in 1993. The locomotive was listed as a structure on the National Register of Historic Places on January 12, 1995 and was the first transportation listing in Las Vegas."}
+{"text":"In 1997, \"Eureka\" was transported to Chama, New Mexico, for a series of operational excursions over the Cumbres and Toltec Scenic Railroad in late June. The engine continues to make appearances at various narrow gauge tourist railroads during special events, such as the Cumbres and Toltec, Durango and Silverton Narrow Gauge Railroad, the Nevada State Railroad Museum, and the Nevada Southern Railroad Museum among others. When the engine is not participating in such events, it is kept stored in Markoff's specially constructed shed, which is not open to the public. Dan Markoff is rather cautious as to how often the engine operates, and does not intend to have the engine operating regularly as the engine still retains its original boiler and several other components."}
+{"text":"LNER Class A4 4496 Dwight D Eisenhower"}
+{"text":"60008 \"Dwight D Eisenhower\" is an LNER Class A4 steam locomotive named after Dwight D. Eisenhower, the United States General of the Army."}
+{"text":"Built for the London & North Eastern Railway in 1937, this locomotive was originally numbered 4496 and named Golden Shuttle. It was renamed \"Dwight D. Eisenhower\" after World War II and renumbered 8 on 23 November 1946, under Edward Thompson's LNER 1946 renumbering scheme. After nationalisation in 1948, British Railways renumbered it 60008 on 29 October 1948. It was retired from service in 1963 and was moved to the National Railroad Museum in Ashwaubenon, a suburb of Green Bay, Wisconsin, United States, where it is currently on display. It returned to England in 2012 for display at the National Railway Museum in York, when all surviving A4s were reunited. It returned to Green Bay in 2014."}
+{"text":"Like the other members of the A4 class, \"Dwight D. Eisenhower\" has carried numerous liveries during its career. When first introduced into traffic on 4 September 1937, locomotive 4496 was named \"Golden Shuttle\" and painted in LNER garter blue with stainless steel trim on the base of the valances and tender. The numbers and LNER lettering on the tender were also stainless steel. This livery design was also used on the A4s that were named after countries, on the \"Coronation\" service in order to match with the rolling stock."}
+{"text":"4496's next livery was wartime black with 'LNER' on the tender, applied 30 January 1942. This livery was modified to read just 'NE' on the tender in a repaint on 12 March 1943. LNER garter blue was reapplied 25 September 1945 and the name \"Dwight D. Eisenhower\" applied, but the name was covered until February 1946. The next livery applied was British Railways dark blue livery with black and white lining on 14 June 1950. The final livery applied was British Railways Brunswick green, applied 9 November 1951."}
+{"text":"\"Dwight D. Eisenhower\" had a non-standard red background to the nameplate c. 1958. During its time allocated to Grantham motive power depot, the name of the depot was stencilled on the buffer beam."}
+{"text":"Like all the early A4 locomotives prior to \"Mallard\", \"Golden Shuttle\" was released to service with a single chimney and side valances covering the wheels. The valances were removed to aid in maintenance during a general overhaul on 30 January 1942. Experimental Automatic Train Control equipment was fitted on 23 June 1950. A double chimney and Kylchap double blastpipe was installed to help performance, during an overhaul 20 August 1958. A Smith-Stone type speed indicator was installed 30 June 1960."}
+{"text":"\"Dwight D. Eisenhower\" has had eleven boilers during its career: 8959 (from new); 8945 (from 4482 \"Golden Eagle\"), 30 January 1942; 8906 (spare) from 23 November 1946; 8955 (from 60026 \"Miles Beevor\"), 14 June 1950; 29314 (new), 9 November 1951; 29303 (from 60030 \"Guillemot\") 18 June 1954; 29296 (from 60033 \"Seagull\"), 8 July 1955; 29308 (from 60032 \"Golden Fleece\"), 20 December 1956; 29312 (from 60010 \"Dominion of Canada\"), 20 August 1958; 27964 (new), 30 June 1960 and finally 29335 (from 60019 \"Bittern\"), 17 May 1962."}
+{"text":"\"Dwight D. Eisenhower\" had two tenders during its career: 5651 from new and 5671 from 1 April 1957."}
+{"text":"Locomotive 4496 was to have been named \"Sparrow Hawk\", but was instead named \"Golden Shuttle\". \"Sparrow Hawk\" was later used on 4463. 25 September 1945 locomotive 4496 was ex-works and the next day was at Marylebone station for the directors of the LNER to view it. The nameplates were covered and it was intended that the Supreme Commander, Allied Forces would attend an official unveiling, but this could not be arranged."}
+{"text":"From new, \"Golden Shuttle\" was allocated to Doncaster shed for just nine days from 20 to 29 September 1937. It was transferred to Kings Cross Top Shed until 4 December 1939, when it was reallocated to Grantham. On 4 June 1950, \"Dwight D. Eisenhower\" was reallocated back to Top Shed. On 7 April 1957, it moved back to Grantham until it was sent back to 'Top Shed' on 15 September 1957. Its final depot allocation was New England shed in Peterborough from 16 June 1963."}
+{"text":"On 4 October 1962, \"Dwight D. Eisenhower\" hauled a special train from Stratford station in East London to York, after being specially cleaned by Kings Cross Top Shed staff. It was withdrawn from service on 20 July 1963. By this time, the Deltic diesel electric locomotives had displaced steam from premier services, so the A4 fleet was reduced and concentrated further north. \"Dwight D. Eisenhower\" was donated to the United States of America and sent to Doncaster Works for restoration."}
+{"text":"Earmarked for the National Railroad Museum in Ashwaubenon, a suburb of Green Bay, Wisconsin, the locomotive was cosmetically restored at Doncaster Works on 19 July 1963. The following spring, it was shipped to the US, arriving in New York Harbor on 11 May 1964. Shipped by rail, it arrived at the museum later that month. In October 1990, it was moved to Abilene, Kansas for the celebrations of the centenary of Eisenhower's birth. The move both ways was done as a special train at slow speed, since the locomotive and two cars from the command train used the British vacuum braking system, which was incompatible with the American air-braked trains."}
+{"text":"The locomotive is displayed with two British passenger carriages, once used as part of Eisenhower's Command Train. These have been restored to the condition they were in when used by Eisenhower."}
+{"text":"In mid-August 2012, 60008 left its base in the Green Bay area and travelled to Halifax, Nova Scotia, where it met with 60010 arriving by rail in late September. On 3 October 2012, 60008 and 60010 arrived back in the UK at the Port of Liverpool. On 4 October 2012, 60008 began its journey to the National Railway Museum Shildon, arriving that evening. The locomotive moved to York soon after for its cosmetic restoration."}
+{"text":"The loco's cosmetic restoration was completed in February 2013 and the loco was then put on display in the Great Hall at the National Railway Museum in York, next to sister engine 4468 Mallard. 60008 and 4468 were later to meet up with the other four members of the class in a 2-week event at York from 3 July, called 'The Great Gathering', 75 years to the day that Mallard set the World Speed Steam record. Both 60008 and 60010 appeared at Barrow Hill Engine Shed along with \"Bittern\" (60019), as part of the 'East Coast Giants' event over the weekend of 8\/9 February 2014."}
+{"text":"In August 2013, the move of the two North American-based A4s back to the UK was the subject of an episode of the television series \"Monster Moves\"."}
+{"text":"In 2012 Bachmann released a model of 60008 to celebrate its return to the UK and in 2013 Hornby also released a limited edition model of 60008 along with the other 5 surviving A4s. In 2015, Hornby also released a model of it in its original garter blue livery and name, \"Golden Shuttle\"."}
+{"text":"Southern Pacific 745 is Mikado-type steam locomotive that was fabricated at the Southern Pacific Railroad's Algiers Shops at Algiers Point directly across the Mississippi River from New Orleans. With a 2-8-2 wheel configuration, 745 was built as a freight engine for the Southern Pacific Railroad Company. The locomotive returned to service in 2004 after a restoration period and is now housed on a short spur line in suburban Jefferson Parish. It is currently the only operating steam locomotive in Louisiana."}
+{"text":"SP 745 is regarded as a classic among steam locomotives and is on the U.S. National Register of Historic Places."}
+{"text":"Although the Algiers Shops' primary function was the repair and service of locomotives, the demands of World War I caused the Shop to begin limited construction of locomotives. Among these"}
+{"text":"were the Southern Pacific Class MK5 Mikado-type locomotives numbered 739 to 750. Of the twelve locomotive, 745 is only known to have survived."}
+{"text":"SP 745 transported primarily freight (owing to its relatively slow speed capabilities) throughout Louisiana and Texas during its tenure from 1921 until 1956. However, the"}
+{"text":"locomotive was also used to transport soldiers during World War II. Although it was always painted \"Southern Pacific\" or \"Southern Pacific Lines\", it actually worked for SP subsidiaries. The state of Texas had a law that required railroads operating in the state to be based there. SP owned the Galveston, Harrisburg, & San Antonio, and sent 745 to work for it. Later 745 worked for another Texas-based, SP-owned line, the Texas and New Orleans Railroad . In these roles 745 operated mostly between east Texas and the east end of the SP system in New Orleans."}
+{"text":"In 1956, the locomotive completed its final journey by its own steam when it retired to Audubon Park in Uptown New Orleans, where it remained until 1984."}
+{"text":"After Southern Pacific retired 745 in 1956, it was donated and placed on display in Audubon Park in New Orleans. It remained there until 1984, when it was removed to make room for expansion of the Audubon Zoo. Ownership was transferred to the Old Kenner Railroad Association (OKRA). After OKRA disbanded, Louisiana Railway Heritage Trust assumed ownership. The locomotive is currently leased to the Louisiana Steam Train Association (LASTA). In 2001, they had obtained enough donations and grants to begin a several year restoration project with volunteers and professional crews."}
+{"text":"In December 2004, SP 745 conducted its first main-line operations in forty-eight years, running to Reserve, LA and back over the Kansas City Southern Railway with William H. Johnson, engineer and David Bartee, fireman, as engine crew. Since then SP 745 has visited many areas around the state of Louisiana and southwest Mississippi as well as Kansas City, Missouri. Each year during Gretna Fest, 745 finds itself only a few miles from its birthplace on the old SP line."}
+{"text":"SP 745 has been used in several films, including two major motion picture, the Brad Pitt \/ Cate Blanchett movie \"The Curious Case of Benjamin Button\", for which it was painted to look like a Southern Railway locomotive, and \"Jonah Hex\", where it took on characteristics of a much older locomotive."}
+{"text":"Pictures of SP 745 are available by its road number on Railpictures.net."}
+{"text":"745 was also used in the movie Jonah Hex (film), dolled up with a fake 19th century smokestack and headlamp."}
+{"text":"Cumbres and Toltec Scenic Railroad (Denver and Rio Grande Western) No. 463 is a 3-foot narrow-gauge class \"K-27\" \"Mikado\" type steam railway locomotive built for the Denver and Rio Grande Railroad (D&RG) by the Baldwin Locomotive Works in 1903. It is one of two remaining locomotives of D&RGW class K-27, the other one being No. 464 at the Huckleberry Railroad in Genesee Township, Michigan. The class eventually became known by the nickname \"Mudhens\". Today, No. 463 is operational on the Cumbres and Toltec Scenic Railroad between Chama, New Mexico and Antonito, Colorado."}
+{"text":"No. 463 was sold to cowboy actor and singer Gene Autry in May 1955. Autry never used the engine and donated it to the town of Antonito, Colorado. It was restored by and entered into service on the Cumbres and Toltec Scenic Railroad in 1994. It was taken out of service with a broken side rod in 2002. In 2009, it was moved to the railroad's shop at Chama, New Mexico where a major rebuild was taken until completion in Spring 2013. On May 20, 2013, the restored locomotive made its inaugural run on the C&TSRR."}
+{"text":"No. 463 was added to the National Register of Historic Places in 1975 as Engine No. 463."}
+{"text":"The D&RGW engine No. 463 appeared in season 1, episode 38 of Gunsmoke on August 18, 1956 as Atchison, Topeka and Santa Fe Railway No. 463. The episode was entitled \"Unmarked Grave\". It also appeared at the beginning of an episode of Dick Powell's Zane Grey Theater which originally aired on December 7, 1956. Season 1, Episode 10 was titled \"Return to Nowhere\". In 2014, Engine 463 made a small appearance as D&RGW No. 463 in the movie A Million Ways to Die in the West. It also appeared in the 2018 movie \"Hostiles\". It also appeared in The March 14, 1959 episode of \"Wanted Dead or Alive\" called \"Railroaded\". The engine was not credited."}
+{"text":"Chicago, Rock Island & Pacific 886 is a 4-6-2 Pacific type steam locomotive built in 1910 by the American Locomotive Company for the Rock Island Railroad."}
+{"text":"The locomotive's real number is 887. It was renumbered 886 in July 1955 when donated for display. The real 886 was already scrapped when the city of Peoria asked the Rock Island to donate the 886 for display since it was the last steam locomotive to operate out of Peoria. What happened in the end was that the Rock Island offered 887, an identical model to the 886, to be renumbered 886 for display and the city accepted."}
+{"text":"The locomotive can currently be seen on display at the Wheels O' Time Museum in Dunlap, Illinois."}
+{"text":"Although there are seven other surviving Santa Fe 2-8-0s, No. 769 is the sole survivor of its particular class, and it was the first locomotive of said class."}
+{"text":"No. 769 is the last locomotive built by the Richmond Locomotive Works before 1901 that's preserved in the United States. The only other pre-1901 Richmond survivor is 4-6-0 No. 293 in Saint Petersburg, Russia."}
+{"text":"Pennsylvania Railroad 4483 is a member of the largest class of I1 2-10-0 \"Decapod\" type steam locomotives operated by the PRR, being among the 475 built by Baldwin and one of 598 built for the railroad. It hauled heavy coal trains until its retirement in 1957. It is the only surviving I1 Decapod."}
+{"text":"The locomotive was built in May 1923 and was assigned to drag freight service. It was converted to an I1sa in February 1931, increasing its tractive effort and was assigned to the Eastern Region, Susquehanna Division and Northern Region. On November 1, 1944, 4483 was reassigned to the Eastern Region, Central PA Division and Williamsport Division when it was equipped with Cab Signal, Whistle and Acknowledger. In the early 1950s, it was again reassigned to the PRR Ebeenezer, New York yards, often seen hauling coal drags up the Elmria Branch to the coal unloading docks in Sodus Bay on Lake Ontario, New York. On August 7, 1957, 4483 was retired from the PRR and was one of the last \"I1sa\"s to operate."}
+{"text":"On the same day, PRR Chief of Motive Power, Hal T. Cover, after retiring the 4483, gave instructions to \"Hold as Relic.\". As such, the 4483 was saved from being scrapped and was moved to the roundhouse in Northumberland, Pennsylvania in 1959 along with other PRR steam locomotive held for preservation. In 1963, the PRR sold the engine to the Westinghouse Air Brake Company (WABCO) to display on the front lawn of their headquarters in Wilmerding, Pennsylvania, with the PRR business car the \"Ohio\". By 1982, after the company had grown tired of the locomotive on its front lawn, the Western New York Railway Historical Society acquired #4483 and moved the engine to Hamburg, NY, where it resides today, receiving occasional maintenance."}
+{"text":"The Milwaukee Road S3 Class was a class of 10 4-8-4 \"Northern\" type steam locomotives built by the American Locomotive Company in 1944 and operated by the Milwaukee Road until the mid 1950s. The locomotives saw service in pulling freight and passenger trains throughout the Milwaukee Road."}
+{"text":"Today, two S3s survive, No. 261 is in operating condition and No. 265 is on display in Union, Illinois."}
+{"text":"The Milwaukee Road had acquired its first four-unit EMD FT diesel set in October 1941. It had managed to get a second in July 1943, but when it wanted more in 1944, it was only allocated six by the War Production Board. Instead, it was allocated ten Alco 4-8-4 locomotives. These were delivered in July and September 1944, and were classified as class S3 by the Milwaukee Road."}
+{"text":"Alco had drafted a compromise design, as the WPB has placed a moratorium on creating completely new designs. It was based on the frame of the Chicago, Rock Island and Pacific Railroad class R67B, mated to the boiler of the Delaware and Hudson Railway class K. The tender was a water-bottom type with a pair of six-wheel trucks."}
+{"text":"The of coal-burning grate supplied heat the boiler which was pressed to . This supplied steam to the cylinders which had a bore of and a stroke of . They were connected to the diameter driving wheels by Walschaerts valve gear."}
+{"text":"While they were smaller than the Milwaukee's earlier class S2, they were comparable to road's first class of 4-8-4, the class S1."}
+{"text":"All ten were built by Alco's Schenectady plant in July (7) and September 1944 (3). Alco assigned order number S-1928 and serial numbers 71973 through 71982."}
+{"text":"Initially they were used as freight locomotives, and only used on lines east of the electrified zone, being allocated to the Dubuque and Illinois Division. As a consequence of the Korean War, additional locomotives were needed on the Idaho Division, so four locomotives (262, 263, 267 and 269) were converted to oil firing and sent west to work passenger and freight trains in the gap between the two electrified zones."}
+{"text":"By March 1954, No. 260 had been transferred to the La Crosse and River Division, and 261 was on the Milwaukee Division; the other four coal-burners were still on the D&I Division, and the four oil-burners on the Idaho Division."}
+{"text":"By December 1954, however, the Milwaukee was effectively dieselised. As the equipment trusts on the ten locomotives had yet to expire, they could not be scrapped or sold, so they were placed into storage \u2013 the Idaho four going to Tacoma."}
+{"text":"The Chesapeake and Ohio H-8 was a class of 60 2-6-6-6 steam locomotives built by the Lima Locomotive works in Lima, Ohio between 1941 and 1948 and operated until the mid 1950s. The locomotives were among the most powerful steam locomotives ever built and hauled fast and heavy freight trains for the railroad and two have been preserved, Nos. 1601 and 1604."}
+{"text":"No. 1642 suffered a crown sheet failure and subsequent boiler explosion at Hinton, WV in June, 1953. The crew did not survive the blast."}
+{"text":"Meadow River Lumber Company No. 1 is a Shay locomotive at Steamtown National Historic Site, in Scranton, Pennsylvania. This 2-truck Shay was built by Lima Locomotive Works in 1910. This type of locomotive was used primarily by lumber and mining companies. Some were used by other industries and on short lines. This is one of 77 Shay locomotives preserved in the United States."}
+{"text":"In 1907, John and T.W. Raines began construction on a lumber mill in Greenbrier County, West Virginia, under the name of the Meadow River Lumber Company. The location had no access to a railway so the Sewell Valley Railroad was incorporated. Twenty miles of track was laid between the Chesapeake and Ohio Railroad at Meadow Creek to the site of the mill. The mill opened in September 1910 and this locomotive was purchased by the new railroad. It was called Sewell Valley Railroad No. 1."}
+{"text":"With a capacity of cutting of lumber per day, the Meadow River Lumber Company became the world's largest hardwood manufacturer. At first the railroad was operated separately from its parent company. However, changes in the tax code lead the two to merge therefore, \"Meadow River Lumber Company No. 1, spent her entire career as the property of this single lumber enterprise [sic] even though she operated there under two different names.\""}
+{"text":"While at Steamtown, U.S.A. in Bellows Falls, Vermont, the locomotive endured extensive damage when the building it was stored in collapsed under heavy snow in February 1982. The Shay's wooden cab was destroyed. By then it was already missing \"its sand dome, its headlight, its front number plate, its bell and bell hanger, whistle, and other components\". Canadian Pacific Railway No. 1293 was also damaged in the roof collapse."}
+{"text":"It was determined that it would remain at the National Historic Site as it was the only Shay and the only geared locomotive in the collection."}
+{"text":"Texas and Pacific 610 is a class \"I-1a\" 2-10-4 \"Texas\" type steam locomotive that was originally operated by the Texas and Pacific Railway (T&P). It served the T&P from 1927 to 1951 before being donated to the city of Fort Worth. It was briefly used for the American Freedom Train in the mid-1970s, and subsequently for the Southern Railway steam program. Since 1982, No. 610 has remained on static display at the Texas State Railroad's \"Hall of Giants\" in Palestine."}
+{"text":"Built in June 1927 by the Lima Locomotive Works, No. 610 and it's class, the I-1s, were the first authentic 2-10-4s ever constructed. No. 610 was a major work-horse for the Texas and Pacific. By the early 1950s, the T&P had scrapped all of their \"Texas\" type locomotives, except Nos. 610 and 638, with No. 610 being donated to the Fort Worth Fat Stock Show in 1951 and the locomotive sat on display at the Will Rogers Memorial Center. Sister engine No. 638 also survived for a brief time as a display piece in the city of Dallas, but was scrapped after only two years due to becoming a safety hazard after being vandalized, and it was subsequently replaced with New York Central 4-8-2 \"Mohawk\" No. 3001."}
+{"text":"From 1982 it was on display by the Trinity Valley Railfans on GSA property located on James Avenue in Fort Worth. Due to GSA downsizing the property and need to hand off the portion the display was at to the City of Fort Worth, Texas, No. 610 was moved to the Texas State Railroad."}
+{"text":"The locomotive is now on static display at the Texas State Railroad in Palestine, Texas side by side with Atchison, Topeka and Santa Fe 4-6-2 No. 1316. There, the locomotive would often be pulled out of the engine shed using their smaller locomotives, including 2-8-2 No. 30, 2-8-0 No. 28, and 4-6-0 No. 316, and it would then be pushed back inside by the end of the day."}
+{"text":"No. 610 is the only surviving example of a T&P \"Texas\" type locomotive and the largest non-articulated steam locomotive preserved built by the Lima Locomotive Works. The only other surviving T&P steam locomotives are 4-6-0 No. 316, which is also preserved at the Texas State Railroad, and Ex-Fort Worth and Denver 2-8-2 No. 400, which is preserved in Marshall, Texas."}
+{"text":"The locomotive is listed on the National Register of Historic Places."}
+{"text":"The Atlantic Coast Line P-5-A was a class of 70 4-6-2 USRA Light Pacific steam locomotives built by the Richmond Locomotive Works and the Brooks Locomotive Works in between 1919 and 1920 for the Atlantic Coast Line Railroad and operated by the railroad until the early 1950s."}
+{"text":"The locomotives were built to haul passengers on the ACL mainline, pulling trains such as the \"Florida Special\" and the \"Palmetto Limited\". By the early 1950s, all have been retired and only 1504 survives today."}
+{"text":"The locomotives pulled passenger trains 10 to 12 cars long, including the \"Miamian\", the \"Florida Special\", \"Palmetto Limited\", the \"Southland\", the \"South Wind\" and the \"Dixie Flyer\". By the late 1940s, the railroad had dieselised its passenger trains and they were assigned to fast freight service, of which they were successful in doing so. However, they couldn't pull passenger trains exceeding 14 cars without double-heading, as such, they were replaced in heavier passenger service by the R-1 class of Northerns."}
+{"text":"Only one P-5-A has been preserved, No. 1504. It was chosen for preservation by ACL president Champion Davis and the Head of ACL's Mechanical Department, John W. Hawthornethe. In 1960, after some years in storage, the locomotive was given a thorough mechanical overhaul and then placed on display in front of the then new ACL General Office Building in Jacksonville. It was cosmetically restored and put on display at the Prime F. Osborn III Convention Center, where it currently resides. It is the only surviving original USRA Light Pacific steam locomotive and is in almost original condition."}
+{"text":"Pennsylvania Railroad No. 1223 is a class \"D16sb\" 4-4-0 \"American\" type steam locomotive built in November 1905 for the Pennsylvania Railroad by their own Altoona Works for passenger service. After being retired from active service in 1950, the locomotive ran excursion trains on the Strasburg Rail Road outside of Strasburg, Pennsylvania from 1965 to 1989 when it was removed from service requiring firebox repairs. Currently, the locomotive is on static display at the Railroad Museum of Pennsylvania outside of Strasburg. It was listed on the National Register of Historic Places in 1979. No. 1223 is the only surviving example of the Pennsylvania Railroad's D16sb class."}
+{"text":"The engine made its first film appearance in the 1941 film \"Broadway Limited\", it was also used in the film \"Hello, Dolly\" in 1969."}
+{"text":"Tennessee Valley Railroad No. 610 is a coal-burning 2-8-0 \"Consolidation\" type steam locomotive built by the Baldwin-Lima-Hamilton Corporation for the U.S. Army in March 1952. It is one of the last steam locomotives built for service in the United States and the last new steam locomotive acquired by the U.S. Army. As of 2021, No. 610 is out of service awaiting a major overhaul and whether or not it will run again is still yet to be determined."}
+{"text":"No. 610 was one of eight steam locomotives for use on the Army railroad and was used to train soldiers in railroad operation in maintenance. It also was used for transport on the 31 mile long Fort Eustis Military Railroad to an interchange with the U.S. railroad at a junction in at Lee Hall, Virginia."}
+{"text":"When the Fort Eustis Military Railroad decommissioned steam operations in 1972, No. 610 was obtained by the Wiregrass Heritage Chapter of the National Railway Historical Society in Dothan, Alabama. In 1978, it was donated to the Tennessee Valley Railroad Museum. Following its 1990 restoration, which noticeably changed its cosmetic appearance, it was allowed by the Norfolk Southern to operate on their trackage as part of their steam program. No. 610 served as pulling power on the TVRM's excursions until it was taken out of service for its Federal Railroad Administration (FRA) mandated 1,472-day inspection in December 2010."}
+{"text":"As of 2021, following the completion of the restoration of Southern Railway 630 in 2011 and Southern Railway 4501 in 2014, No. 610 was moved to the facilities' Soule Shops, where it currently awaits a major overhaul, although the restoration progress has currently been put on hold until further notice."}
+{"text":"Over the years No. 610 has been in several movies."}
+{"text":"While it was still liveried as TSRR No. 500, No. 1316 was featured as one of the locomotives that pulled a passenger train in the 1986 comedy Western film \"Uphill All the Way\", which starred Roy Clark, Mel Tillis, and Burl Ives, and it was directed by Frank Q. Dobbs."}
+{"text":"Pennsylvania Railroad 6755 is a 4-8-2 \"Mountain\" type steam locomotive built in 1930 for the Pennsylvania Railroad by the railroad's own Altoona Works as a member of the M1b locomotive class for mainline freight service. Retired from commercial service in 1957, the locomotive was preserved by the Pennsylvania Railroad and was placed on display at the Railroad Museum of Pennsylvania in Strasburg, Pennsylvania. The 6755 is the only M1 class locomotive to have survived into preservation."}
+{"text":"The 6755 was built by the Altoona Works in 1930. The 6755 was a class M1a and was used predominantly in freight service, though it would occasionally be used for passenger trains. In 1953, the locomotive went back to the Altoona Works and was rebuilt into a class M1b. The locomotive continued to be used for freight service until January 1957 when it was retired from the roster."}
+{"text":"Today, the 6755 is on static display at the Railroad Museum of Pennsylvania in Strasburg, Pennsylvania. The 6755 has since been deteriorating at a rapid pace, with its boiler jackets removed in the early 2000s. Prolonged exposure to the elements has wreaked havock on major parts of the locomotive, causing structural rust. The 6755 is one of the locomotives the museum plans to place inside the roundhouse currently under construction as of March 2014."}
+{"text":"NYC 3001- This is the New York Central Railroad's version of the M1 that survives. Just like the 6755, the 3001 was a dual service locomotive."}
+{"text":"Southern Railway 630 is a class \"Ks-1\" 2-8-0 \"Consolidation\" type steam locomotive built in February 1904 by the Richmond Works of the American Locomotive Company (ALCO) for the Southern Railway as a member of the Ks-1 \"Consolidation\" class. It is currently owned and operated by the Tennessee Valley Railroad Museum (TVRM) in Chattanooga, Tennessee where it resides today for use on excursion trains."}
+{"text":"Originally built as one of thirty-two \"K\" class locomotives by the Richmond Works of the American Locomotive Company (ALCO), No. 630 was standardized with wheels and rated at of tractive effort. When constructed new in 1904, No. 630 was originally equipped with Stephenson valve gear, sliding valves, and a saturated boiler. In 1911, the locomotive was later upgraded with Southern valve gear, piston valves, and the boiler was equipped with superheaters. With these new upgrades added, No. 630 was reclassified as a \"Ks\" locomotive. It had more upgrades added such as new cylinders and valve assemblies, which allow the locomotive to develop of tractive effort and reclassified again as a \"Ks-1\" type."}
+{"text":"No. 630 was first put into local and branch line service in Knoxville, Tennessee by Southern Railway before it was moved to Asheville, North Carolina to run on the Murphy and Lake Toxaway branch lines until it was retired from revenue freight service in August 1952."}
+{"text":"Following retirement by Southern, No. 630 and classmate No. 722 were both sold to the East Tennessee and Western North Carolina Railroad (ET&WNC) in November 1952 and renumbered as No. 207 and No. 208, respectively. Originally, the ET&WNC offered Ks-1s No. 685 (Baldwin, 1904) and No. 835 (Baldwin, 1906), but chose the formers instead due to the latters being stored outside in very poor condition."}
+{"text":"After ET&WNC's purchasement, Southern cut down the size of the two Ks-1 locomotives' tender coal bunker to make sure that it would be easier for the engineer to get a better view during numerous switching moves and reverse operation."}
+{"text":"In late 1967, No. 207 (No. 630) and No. 208 (No. 722) were both traded back to the Southern Railway for use in their steam excursion program in return for a pair of former Central of Georgia ALCO RS-3s. Receiving their old numbers again, No. 630 had been given minor repairs and began excursion service in February 1968, while No. 722 had its firebox repaired and returned to operating service in August 1970."}
+{"text":"No. 630 and No. 722 pulled many excursion trains for Southern's steam program until they were both loaned to the Tennessee Valley Railroad Museum in 1978 and 1980, respectively to make way for larger steam locomotives such as Canadian Pacific No. 2839, Texas and Pacific No. 610 and Chesapeake and Ohio No. 2716 to pull the longer and heavier excursions on Southern's system."}
+{"text":"In November 1985, No. 722 was taken out of service for its boiler ticket certificate and was moved by Southern's successor Norfolk Southern (NS) to be on display in Asheville, North Carolina in 1992. In November 1989, No. 630 was taken out of service and put in storage when TVRM was restoring another 2-8-0 \"Consolidation\" type steam locomotive ex-U.S. Army No. 610."}
+{"text":"In 1999, Norfolk Southern donated No. 630 to the TVRM and two years later, the locomotive was overhauled and restored at a cost of almost $700,000. This was one of the most extensive steam locomotive overhauls as it required repairs to its frame, running gear, and boiler. No. 630 was also given a new tender, salvaged from No. 4501, to replace the former's original tender which was severely deteriorated. The locomotive returned to operating service on March 14, 2011 and participated in the 21st Century Steam program instituted by Norfolk Southern."}
+{"text":"By late 2015, Norfolk Southern had officially concluded their steam program, although No. 630 continues regular operations hauling passenger train excursions at TVRM."}
+{"text":"The Chesapeake & Ohio Railway No. 1308 is an articulated 2-6-6-2 \"Mallet\" type steam locomotive built by Baldwin Locomotive Works in 1949. It was the next to the last Class 1 mainline locomotive built by Baldwin, closing out more than 100 years of production, a total of more than 70,000 locomotives. The last locomotive, its sister, No. 1309, has been restored to operation at the Western Maryland Scenic Railroad in Cumberland, Maryland."}
+{"text":"The class was unusual for the time in that they were true Mallets, since their steam was expanded once in their smaller rear cylinders and then a second time in their larger front cylinders. While compound locomotives are more efficient than single expansion, their extra complication led to very few United States railroads using them after the turn of the century. The C&O had a long history with Mallets and they were ideal for slow speed work in West Virginia."}
+{"text":"After its last run on February 29, 1956, it was stored at Russell until the C&O gave it to the Collis P. Huntington Railroad Historical Society, Inc., a group founded in 1959. Collis P. Huntington is best known as one of the Big Four who built the Central Pacific Railroad from San Francisco to Promontory, Utah, but following that he spent at least ten years as a leading figure of the C&O. The town where 1308 sits is named for him."}
+{"text":"The locomotive was added to the National Register of Historic Places as Chesapeake and Ohio 1308 Steam Locomotive in 2003."}
+{"text":"Santa Fe 5017 is a 2-10-4 or \"Texas\" type steam locomotive built by the Baldwin Locomotive Works in 1944 for the Atchison, Topeka and Santa Fe Railway."}
+{"text":"No. 5017 was built by Baldwin Locomotive Works in 1944 during World War II. The 5017, along with the 5011 Class 2-10-4's were Nicknamed \"War Babies\" by the AT&SF, It entered service on July 20 of that year and was assigned to freight service on the Pecos division, the Mountain Division of New Mexico. The 5017 operated between Belen, New Mexico, Waynoka, Oklahoma, and La Junta, Colorado. Between 1953 and 1955, No. 5017 was used in extra service on the Pecos division in eastern New Mexico to supplement diesel power during the peak movement of perishables, grains, and other commodities. On July 25, 1955, No. 5017 made her last trip, tallying 755,088 miles. Then the Locomotive was Retired by the AT&SF's Newer Low-Maintenance Diesels."}
+{"text":"No. 5017 was brought to the National Railroad Museum through the efforts of former director, Mr. W.L. Thorton, who was the Director of Traffic for the Kimberly-Clark railway. It was formally donated on December 27, 1959, by E. Marsh, President of the Santa Fe Railway. Today, 5017 is one of 5 Surviving 2-10-4 Texas Type Locomotives that were built for AT&SF."}
+{"text":"Nickel Plate Road 765 is a class \"S-2\" 2-8-4 \"Berkshire\" type steam locomotive built for the New York, Chicago & St. Louis Railroad, commonly referred to as the \"Nickel Plate Road\", in 1944 by the Lima Locomotive Works in Lima, Ohio. As a member of the S-2 class, the locomotive operated fast, heavy freight and passenger trains until retirement in 1958. It is also similar in design to Pere Marquette 1225, also built by Lima in 1941 and restored to operating condition in 1985."}
+{"text":"Following a restoration to operation in 1979 and after a major overhaul between 2000 and 2006, No. 765 operates in public exhibition and passenger excursion train service. Today, No. 765 continues to operate in mainline excursion service and is owned and maintained by the Fort Wayne Railroad Historical Society (FWRHS) and was also added to the National Register of Historic Places on September 12, 1996."}
+{"text":"At the turn of the 20th Century, railroads faced a surmounting problem: an increase in traffic and limited steam technology. Railroads commonly relied on drag freights with engines that could pull heavy tonnage but at low speeds. Following experiments with existing designs, Lima Locomotive Works developed a new wheel arrangement to accommodate an increase in the size of the locomotive's firebox. An increase in the firebox size allowed more coal combustion and subsequent heat output, improving the amount of steam developed and increasing horsepower. These and other modifications created the concept of \"horsepower at speed\" or \"Super-power\" in Lima's parlance."}
+{"text":"In 1925, this \"Super-power\" technology was successfully realized in a prototype designated the A-1, which was tested in the Berkshire Mountains of the Boston & Albany Railroad, hence the common name of the locomotive type. The 2-8-4 design was quickly adopted by the New York Central, Erie Railroad, Illinois Central, Pere Marquette, Boston & Maine, Chesapeake & Ohio and the Nickel Plate Road."}
+{"text":"The Nickel Plate Road was able to eventually employ 80 Berkshires on high-speed freight and passenger trains with the first order (designated S Class) 15 were supplied by the American Locomotive Works (ALCO) in 1934 based on Lima's design. Eight years later, Lima began producing three more sub-classes, which differed from the S class in little more than weight. Class S-1 (715\u2013739) in 1942, class S-2 (740\u2013769) in 1944 and class S-3 (770\u2013779) in 1949. As a group, these engines were referred to as the \"Seven Hundreds.\""}
+{"text":"An additional number of Berkshires (S-4 class) were acquired when the Nickel Plate Road leased the Wheeling and Lake Erie Railroad in 1949. As a direct result of the \"Berkshire \"class, the railroad earned a reputation for high-speed service, which later became its motto."}
+{"text":"No. 765's construction was completed on September 8, 1944."}
+{"text":"No. 765 was first assigned to Bellevue, Ohio, where it was used primarily on the Nickel Plate's fast freight trains. After World War II, the locomotive worked primarily out of a classification yard in the east side of Fort Wayne, Indiana."}
+{"text":"Its final revenue run came on June 14, 1958 when No. 765 was activated to supply steam heat to a stranded passenger train and was officially retired from service. That December, it became the last Nickel Plate Road Berkshire under steam."}
+{"text":"As evidence of their reputation, Fort Wayne's The News-Sentinel remarked in a June 7 article that \"\"the Nickel Plate's massive Berkshires \u2013 steam engines that look like an engine should \u2013 have always been the special pets of Fort Wayne and area rail buffs. But not for long. The famed Berkshires carved an enviable record in railroad history and were the most colorful engines in this part of the country. On the Nickel Plate they were just as economical as diesel power, but the Berkshires are giving up in the inevitable face of progress.\" \""}
+{"text":"Though the Berkshires had competed with encroaching diesel-electric technology, they were largely retired by 1958 and kept in \"stored serviceable\" condition by the railroad. Traffic reduction and the acquisition of new diesel locomotives would keep the locomotives mothballed, stored outdoors, and scrapped by 1964."}
+{"text":"Due to its mechanical condition and favorable reputation among local crews, Nickel Plate maintained the 765 indoors until 1961. In a move to honor the success of Fort Wayne's \"Elevate the Nickel Plate\" project, the city requested S-2 No. 767 for display in Lawton Park in recognition of it being the first ceremonial train to open the overpass. Following a mid-50s wreck and storage outdoors after 1957, no. 767 proved to be in deteriorated condition."}
+{"text":"After switching the numbers, the railroad donated the locomotive to the city on May 4, 1963 for display at 4th and Clinton Streets. A plaque commemorating the occasion read: \"\"Nickel Plate Road Berkshire No. 767, used to break ribbon at dedication of track elevation on October 4th, 1955, donated by the New York, Chicago, and St. Louis Railroad company to the City of Fort Wayne as a monument to a great period in the development of our country \u2013 the era of steam railroading.\" \""}
+{"text":"In September 1971 at the annual convention of the Nickel Plate Historical & Technical Society, Wayne York, Glenn Brendel, and Walter Sassmannshausen, Jr. met to discuss forming a group to cosmetically restore former Nickel no. 765\/767 and Wabash no. 534, another locomotive that had been installed for display in Swinney Park in 1957."}
+{"text":"By November 1972, York, Brendel, Sassmannshausen, and John Eichman signed incorporation papers for the Fort Wayne Railroad Historical Society, Inc."}
+{"text":"By 1973, FWRHS undertook a 25-year lease of 765\/767 and in 1974 moved the engine to New Haven, Indiana to begin what was now a restoration to operation. On October 25, the locomotive was returned to its original number and restoration officially began."}
+{"text":"From 1975 to 1979, No. 765 was restored to operating condition at the corner of Ryan and Edgerton Roads in New Haven. The restoration site lacked conventional shop facilities and protection from the elements, but on September 1, 1979, No. 765 made its first move under its own power."}
+{"text":"Later that winter it ran under its own power to Bellevue and Sandusky, Ohio for heated, indoor winter storage. In spring of 1980, No. 765 underwent a series of break-in runs and its first public excursion, making No. 765 the first mainline steam locomotive to be restored and operated by an all volunteer non-profit."}
+{"text":"The popularity of restoring and operating steam locomotives on the general railroad system as marketing tools increased with Class 1 and regional railroads in the decades after steam was retired. Before its merger with Norfolk and Western Railway, the Southern Railway, following firebox problems with its former Chesapeake & Ohio 2716, another 2-8-4 steam locomotive, leased the 765 in 1982 for a series of successful trips that would pave the way for Norfolk Southern to develop its own steam program with larger, mainline locomotives like 4-8-4 (Northern) Norfolk & Western No. 611."}
+{"text":"In the 1980s, the locomotive appeared in the movies \"Four Friends\" and \"Matewan,\" and became an annual attraction in the New River Gorge operating the New River Trains from 1985 to 1988 and again from 1990 to 1993. These trips regularly saw the 765 with over 30 passenger cars traveling a round trip during peak fall color season with passengers from around the world. In 1985, the FWRHS obtained ownership of 765."}
+{"text":"In August 1991, 765 was paired with the recently restored Pere Marquette No. 1225 for the National Railroad Historical Society's convention in Huntington, West Virginia. In 1993, 765 teamed up with 2-8-2 (Mikado) Nickel Plate Road No. 587 between Fort Wayne and Chicago, Illinois. Shortly after, the engine was briefly re-lettered and renumbered to Chesapeake & Ohio No. 2765 (As a C&O Kanawha of her own) in recognition of the heritage of the route on which the New River Trains traveled."}
+{"text":"765 successfully operated over several Class 1 railroads in the Midwest and East Coast, including Conrail, CSX, and Norfolk Southern, pulled the New River Train a record of 32 times by 1993 and headlined 124 trips over the Norfolk Southern by 1994. 765 was given the title of \"veteran excursion engine\" by TRAINS Magazine in 1992 and named the reason \"why boys still leave home\" by Railfan & Railroad Magazine in 1994."}
+{"text":"By 1993, the locomotive had accumulated since its last major overhaul by the Nickel Plate Road; of which were incurred during its excursion career alone. The locomotive had developed signs of wear and was originally slated for a running gear overhaul upon completion of the excursion season that year."}
+{"text":"Between 1993 and 2001, 765 was largely a static exhibit until a complete overhaul was commenced. In the meantime, the FWRHS operated Milwaukee Road 261 and restored C&O 2716, the same locomotive which had developed firebox problems while on the Southern Railway, under lease from the Kentucky Railway Museum. After initial operations in 1996, 2716 required new tubes and flues per newly enacted Federal Railroad Administration regulations. At the time, the railroad historical society decided that it would fully invest its resources into a complete overhaul of 765."}
+{"text":"Following a series of grant requests, the FWRHS was awarded an 80% match through the Transportation Equity Act for the 21st Century, which at the time included historic structures. The remaining 20% was raised through donations and contributions, with a large portion of the rebuild work administered by FWRHS volunteers."}
+{"text":"Over a period of five years, 765 was completely disassembled with its boiler, frame, and running gear separated and major components re-machined or rebuilt completely. In July, 2005 the locomotive underwent a successful steam test and was later rolled out the following October for the general public. Fort Wayne and Allen County Commissioners designated October 28, 2005 as \"Engine no. 765 Day\" and the locomotive completed a series of test runs on the Chicago, Fort Wayne, and Eastern Railroad in March, 2006."}
+{"text":"Overall, the rebuild consumed more than 15,000 hours and cost over $772,000."}
+{"text":"In 2006, the FWRHS was given an \"Locomotive Restoration Award\" by the Tourist Railway Association, Inc and the \"Outstanding Restoration Award\" from the Architecture and Community Heritage Foundation of Fort Wayne."}
+{"text":"Despite several attempts, the FWRHS was initially unable to secure a host railroad on which to operate 765 as mounting liability costs and busy, profitable railroads had all but curtailed the majority of mainline steam excursions during the 765's overhaul. Despite these logistics, the FWRHS planned and executed 765's first trips in sixteen years at Hoosier Valley Railroad Museum on May 21, 2009."}
+{"text":"From 2009 to 2011, 765 largely operated passenger excursions, photo charters, and public events on regional and short line railroads including the Chesapeake and Indiana, Great Lakes Central, Cuyahoga Valley Scenic Railroad, and Iowa Interstate, the latter of which enabled the 765 to traverse the Mississippi River for the first time."}
+{"text":"In 2012, Norfolk Southern leased 765 to operate a series of employee appreciation specials in Ohio, Pennsylvania, West Virginia, and Missouri to mark the company's 30th anniversary. The FWRHS, celebrating its own 40th anniversary, outfitted 765 with a GPS tracker which was viewed over 120,000 times on August 20, 2012, with a mobile app version downloaded over 19,000 times. Of note, the locomotive is the first steam locomotive to maintain an active Twitter presence, a practice later followed by Union Pacific's steam program."}
+{"text":"The 2015 schedule for 765 consists of: July 18\u201319: Fort Wayne, Indiana to Lafayette, Indiana, on the route of the old Wabash Cannonball. On the weekend of July 25\u201326, the Berkshire hauled excursions from Youngstown, Ohio to Ashtabula, Ohio. The weekend of August 1\u20132, it travelled on the former Erie Railroad from Buffalo, New York to Corning, New York, the highlight of the trip is the run over the Portage Viaduct at Letchworth State Park. The weekend of August 22\u201323 765 ran to Allentown, Pennsylvania to Pittston, Pennsylvania. While in Scranton, Pennsylvania in August\u2013September for Steamtown National Historic Site's RailFest 2015, the locomotive was housed in the roundhouse alongside Nickel Plate Road 759."}
+{"text":"Each year the 765 continues to operate passenger excursions and operate at special events."}
+{"text":"On average, the locomotive experiences 3,000 visitors a day when operating, with visitor and passenger numbers running between 40,000 and 60,000 ticket buyers in 2009 and 2011 in less than 30 days, respectively. Typical passenger trains carry anywhere from 600 to 1,000 people at a time with tickets for many trips selling out in 24 hours."}
+{"text":"Press reports indicate the continuous presence of large crowds of \"locals and out of towners\" and on 765's ability to boost tourism in the towns that it travels through In 2012, the Pittsburgh Tribune's headline photo proclaimed that the 765 was the \"engine that still can\" and later in 2013 called it a \"crowd favorite\" with CBS Pittsburgh describing it as \"400 tons of Americana.\""}
+{"text":"When not operating excursions, 765 is maintained in a restoration shop in New Haven by a crew of 70\u2013100 volunteers throughout the year. The shop is open to the public and houses a variety of other railroad equipment including vintage steam and diesel locomotives, passenger cars, cabooses, and more."}
+{"text":"The operation of the locomotive is underwritten primarily by memberships to the FWRHS, donations, and revenue from ticket sales."}
+{"text":"In addition to passenger excursion service, 765 is the centerpiece to a proposed riverfront development project called Headwaters Junction in the locomotive's hometown of Fort Wayne. The plan, endorsed as \"big, bold, and transformational\" by city leaders and civic groups calls for the locomotive and FWRHS operations to be based in a mixed use attraction combining railroad tourism, river access, walking trails, and \"retail, restaurant, residential, recreational and entertainment businesses.\" A local task force recommended that Headwaters Junction \"not be overlooked...when developing a vision for our riverfront.\""}
+{"text":"Reading Blue Mountain and Northern Railroad 425"}
+{"text":"Reading Blue Mountain & Northern Railroad 425 is a 4-6-2 light \"Pacific\" type steam locomotive originally built in 1928 by the Baldwin Locomotive Works for the Gulf, Mobile & Northern Railroad. After the GM&N was consolidated into the Gulf, Mobile & Ohio Railroad in 1940, the locomotive was renumbered #580 and served in passenger service before being retired in 1950. Today, the locomotive is owned and operated by the Reading & Northern Railroad, based out of Port Clinton, Pennsylvania in excursion service."}
+{"text":"Locomotive 425 was built for the Gulf, Mobile and Northern by the Baldwin Locomotive Works of Eddystone, PA as the first of two G-1 Pacifics ordered, the second being 426. The two engines later became Gulf, Mobile and Ohio 580 and 582, respectively. Both were retired in 1950."}
+{"text":"After nearly a decade of storage, rebuild work began to bring 425 back to service. Following two years of restoration, the Pacific made its first operation under steam in December 2007 in a partially repainted appearance. Another test run was done on May 11, 2008 where the engine debuted in a new lighter blue color and an above-centered headlight. It made its return to excursion service in June 2008 on a round trip from Port Clinton to Jim Thorpe, a run it would make often. The RBMN's new star made many trips to Jim Thorpe and other locations over the next three years, with employee runs, tourist trains on the Lehigh Gorge Scenic Railway, and a featured attraction of the 2010 NRHS Convention."}
+{"text":"The Reading & Northern runs regular tourist trains on the Lehigh Gorge Scenic Railway usually with the railroad's fleet of more modern freight diesels."}
+{"text":"In August 2015, No. 425 was given a new paint scheme and was pulling regular passenger trains when she was visited at Jim Thorpe, PA, by Nickel Plate 765 on a Norfolk Southern 21st Century Steam excursion."}
+{"text":"On September 4th, 2017, No. 425 struck a car leaving a parking lot in Jim Thrope."}
+{"text":"Denver and Rio Grande Western 223 is a \"Consolidation\" type narrow-gauge steam railway locomotive built for the Denver and Rio Grande Railroad by the Grant Locomotive Works of Paterson, New Jersey in 1881-82. Number 223 was completed in December 1881, at a cost of $11,553. Baldwin built an additional 25 locomotives in the same class at the same time."}
+{"text":"Although the Utah State Historical Society suggests that the 223 worked in Utah (the Utah operations of what became the D&RGW were narrow gauge until 1890), and the 223's National Register of Historic Places nomination included this, the Rio Grande Modeling and Historical Society's roster of locomotives does not show it in the Utah section. It was later concluded by Jerry Day that the 223 was never used in Utah."}
+{"text":"On December 11, 1892, the Denver & Rio Grande's Salida shops and roundhouse caught fire. The fire started in the waste box in the cab of D&RG No.419 and spread to the oil-soaked floor. Due to the city's fireplugs being shut off because of cold weather, the shop burned to the ground, taking the 223 with it. The 223 was rebuilt soon after and placed back in service."}
+{"text":"Only 13 years later, the 223 was involved in another roundhouse fire, this time in Gunnison on January 17, 1905. The 223 again burned along with sister C-16 No. 218. Both locomotives were rebuilt, and the 223's tender tank was replaced in April of the same year."}
+{"text":"The Rio Grande Southern Railway was known to lease locomotives from the D&RG. In 1907 the 223 and other C-16s were sent to the RGS, being returned to the D&RG in 1922. On September 12 of that year the 223 collided with C-16 no. 222 in Chama, New Mexico. No records of the damage to either locomotive were kept."}
+{"text":"The final location of the 223's operation comes from eight photographs taken by Otto Perry on July 4, 1940, showing 223 working the 18 mile Baldwin Branch, with photographs at Gunnison, Dollard, Castleton, and Baldwin. The Baldwin Branch was originally built by the Denver, South Park & Pacific (Colorado Southern) and retained its original wooden bridges. Due to the weight restrictions of these bridges, the remaining C-16s were the only locomotives permitted on the branch, and the 223 served on this portion of the D&RGW from 1937 to her retirement."}
+{"text":"Most of the C-16s were retired by the late 1920s-mid-1930s; only one stayed in service until the mid-1950s (#268 was retired in 1955). The 223 was removed from service in 1941."}
+{"text":"Shipped along with the 223 were a narrow gauge boxcar, caboose, and high-side gondola, which were sent to Pioneer Village in the Lagoon Amusement Park in Farmington, Utah. These cars were later stored in Ogden in poor condition alongside the 223 until they were burned in the 2006 Shupe-Williams Candy Factory Fire."}
+{"text":"Restoration work is being done by the Golden Spike Chapter of the Railway & Locomotive Historical Society in the former Trainman's Building at the North end of the Ogden Union Station, which can be accessed from the platform on Track 1. They meet on Saturday mornings."}
+{"text":"Restoration began in 1992 using a boxcar, UP 910261, as a shop. The group soon outgrew this rudimentary shelter and was given the Trainman's Building after the Candy Factory Fire in 2006. Ogden City paid for roof repairs, an alarm system and fluorescent lighting, and the restoration work was moved inside. At the same time the 223 was moved from its place behind the Shupe-Williams Candy Factory to the north end of the platform outside of the shop."}
+{"text":"Currently, the wooden cab is completed, the appliances are repaired, and work on the tender is nearing completion. As of 2010, the tender tank was being riveted, with over 3,000 hand-drilled rivet holes. The Golden Spike Chapter works according to the \"pay-as-you-go\" philosophy, completing work as they obtain the funds, which accounts for the slow, yet steady, progress of the restoration."}
+{"text":"It was added to the National Register of Historic Places as Grant Steam Locomotive No. 223 in 1979."}
+{"text":"In October 2020, restoration of the 223 was halted."}
+{"text":"2011 marked the 130th anniversary of the 223's construction (1881\u20132011). In addition, it is the 70th year since the 223's removal from service (1941) and the 20th year since she was moved to Ogden from Salt Lake City. To commemorate the event, the Golden Spike Chapter began uploading to YouTube videos from important events in the 223's recent history, such as the 1991 move from Salt Lake City and the 2006 Candy Factory Fire. The 130th anniversary was also featured in the December 2010, issue of the Colorado Time-Table."}
+{"text":"Southern Railway 722 is a class \"Ks-1\" 2-8-0 \"Consolidation\" type steam locomotive built in September 1904 by the Baldwin Locomotive Works for Southern Railway."}
+{"text":"No. 722 was used on Southern's Murphy Branch to pull logging trains between Asheville, North Carolina and Murphy, North Carolina until it retirement from revenue freight service by Southern in August 1952."}
+{"text":"In November 1952, No. 722 and classmate No. 630 were both purchased by the East Tennessee and Western North Carolina Railroad (ET&WNC) and renumbered No. 208 and No. 207, respectively. Originally, the ET&WNC offered Ks-1s No. 685 (Baldwin, 1904) and No. 835 (Baldwin, 1906), but turned it over in favor of the formers due to the latters being stored outside in dilapidated condition."}
+{"text":"After the purchasing was complete, Southern cut down the size of the two class \"Ks-1\" locomotives' tender coal bunker to make sure that it would be easier for the engineer to get a better view during numerous switching moves and reverse operation."}
+{"text":"On December 8, 1967, No. 208 (No. 722) and No. 207 (No. 630) were both traded back to the Southern Railway for use in their steam excursion program in return for a pair of former Central of Georgia ALCO RS-3s. While they retrieved their old numbers, No. 722 had a cracked firebox, but No. 630 was in better condition, and has been given minor repairs as it began excursion service in February 1968."}
+{"text":"Two years later, No. 722 had its firebox repaired and a brand new paint scheme of Southern's Sylvan green with gold linings to match the fellow excursion locomotive No. 4501. It made its debut in 1970 with Nos. 630 and 4501 for the National Railway Historical Society (NRHS) convention in Charleston, South Carolina."}
+{"text":"In May 1979, Southern loaned No. 722 to the Wilmington and Western Railroad (WWRC) to operate on their Wilmington and Northern Branch line. In September 1980, Southern loaned the locomotive again, this time to the Tennessee Valley Railroad Museum (TVRM) in Chattanooga, Tennessee along with No. 630 to make way for larger steam locomotives such as Canadian Pacific No. 2839, Texas and Pacific No. 610 and Chesapeake and Ohio No. 2716 to pull the longer and heavier excursions on Southern's system."}
+{"text":"In November 1985, No. 722 was taken out of service for its boiler ticket certificate and sat on display at the museum. In 1992, the locomotive was moved to Asheville, North Carolina by Southern's successor, Norfolk Southern (NS) to be on display at the city's Biltmore section. In late 1999, NS has sold the Biltmore property for redevelopment and removed No. 722 from her display site to the Asheville roundhouse for storage."}
+{"text":"In late 2000, the Great Smoky Mountains Railroad (GSMR), which operates the same Murphy Branch in which No. 722 was used in revenue service many years ago, purchased the locomotive. Today, No. 722 remains disassembled and neglected outside the GSMR's workshop area in Dillsboro, North Carolina with an uncertain future. Although the restoration cost for the locomotive is $700,000, there are currently no plans to restore it to operating condition."}
+{"text":"Oregon Railroad and Navigation Co. 197 is a 4-6-2 \"Pacific\" type steam locomotive built by the Baldwin Locomotive Works in 1905 for the Oregon Railroad and Navigation Company (OR&N). It has been owned by the City of Portland since 1958, and since mid-2012 it resides at the Oregon Rail Heritage Center where it can be viewed by the public."}
+{"text":"The locomotive can be briefly seen in the 1993 movie Free Willy, while it was still on display near Oaks Amusement Park."}
+{"text":"In 1975, the SP 4449 was pulled out of the park to be restored to pull the American Freedom Train which would travel across the country during the United States Bicentennial. In 1987, SP&S 700 left the park to begin a restoration of its own, leaving the 197 the last engine in the park. Due to a parking lot expansion, the 197 was moved a short distance from its original 1950s resting place at Oaks Park. Otherwise, it sat almost forgotten until late 1995, when a small group of individuals banded together to consider returning the locomotive to operation."}
+{"text":"As of 2008, the restoration was about half complete and was expected to be completed by 2012. It is being carried out by the all-volunteer \"Friends of the OR&N 197\"."}
+{"text":"Of all the steam locomotives that pulled the farewell to steam excursions, only the 1744, 2248, and 4460 are preserved. The 4460 has remained on static display at the Museum of Transportation in St. Louis, Missouri, as the \"Forgotten Daylight\", whereas the 2248 has been restored to operation on the Grapevine Vintage Railroad in Tarrant County, Texas, as \"Puffy\" since 1993, but is currently undergoing a 1,472-day overhaul required by the Federal Railroad Administration. On April 18, 1959, the Southern Pacific donated the 1744 to the Sons of Utah Pioneers, and the locomotive was moved to their grounds in Corinne, Utah on May 9, where it remained on static display for the next twenty-one years."}
+{"text":"Atchison, Topeka & Santa Fe 3751 is a class 3751 4-8-4 \"Northern\" type steam locomotive built in 1927 by the Baldwin Locomotive Works for the Atchison, Topeka & Santa Fe Railway (ATSF). Built as the first 'Northern' type steam locomotive for the Santa Fe, No. 3751 served in passenger duties until being retired in 1957."}
+{"text":"The locomotive was then placed on display in San Bernardino until it was restored to operating condition in 1991. It is currently located in the Central City East neighborhood of Los Angeles and is listed on the National Register of Historic Places. It holds the distinction of being the oldest surviving 4-8-4 type steam locomotive in the world."}
+{"text":"The locomotive is currently owned and operated by the San Bernardino Railroad Historical Society who use the locomotive to haul occasional mainline excursion trains. However, a federally mandated 15-year inspection was expected to put it out of service for three to four years. 3751's current overhaul is estimated to be completed in 2021."}
+{"text":"Built in 1927 by the Baldwin Locomotive Works, 3751 was Baldwin's and the Santa Fe Railway's first 4-8-4. Tests showed that 3751 was 20% more efficient and powerful than the Santa Fe's 3700 class 4-8-2 \"Mountain\" type steamers, which at the time were Santa Fe's most advanced steam locomotives."}
+{"text":"In 1936, the engine was converted to burn oil. Two years later, the locomotive was given a larger tender able to hold of water and of fuel oil. 3751 was also present at the grand opening of Union Station in Los Angeles on May 7, 1939, pulling the \"Scout\", one of Santa Fe's crack passenger trains as it arrived from Chicago. It was the first steam locomotive to bring a passenger train into Union Station."}
+{"text":"In 1941, along with other 4-8-4s, 3751 received major upgrades including: drive wheels, a new frame, roller bearings all around, and more. It is speculated that 3751's (as well as most, if not all, engines of the 3751 class) LM-191 whistle was swapped out for the shorter, much higher pitched LM-192 whistle\u2014either during the rebuild, or soon thereafter. (More on that below, in the \u2018Mainline Excursion Career\u2019 section)"}
+{"text":"That same year, it achieved its highest recorded speed at . It continued to be a very reliable working locomotive until 1953, when it pulled the last regularly scheduled steam-powered passenger train on the Santa Fe to run between Los Angeles and San Diego on August 25; this was its last run in revenue service. After that, it was stored at the Redondo Junction roundhouse in Los Angeles for four years before it was officially retired from the roster by the railroad in 1957, and in 1958, it was placed on display in San Bernardino."}
+{"text":"The locomotive is currently owned by the San Bernardino Railroad Historical Society, the same organization that performed the initial 1986 restoration."}
+{"text":"In August 1992, the 3751 was found on its largest assignment so far, as the engine ran the entire route of Santa Fe's Transcon route between Los Angeles and Chicago with three and later two Santa Fe GE Dash 8-40CWs. The engine spent 18 days traveling over in both directions."}
+{"text":"On April 22\u201323, 1995, 3751 was displayed in the Riverside Sunkist Orange Blossom Festival in Riverside. On September 22, 1995 when Atchison, Topeka & Santa Fe merged with Burlington Northern Railroad to form Burlington Northern Santa Fe, the locomotive retained the same number. The excursion happened again on April 20\u201321, 1996."}
+{"text":"In June 1999, the locomotive participated in Railfair 99. On the way to the fair, 3751 ran with a BNSF GE Dash 9-44CW and a passenger train mixed with a boxcar train."}
+{"text":"In October 2000, 3751 was listed on the National Register of Historic Places."}
+{"text":"A second locomotive of the same class has also been preserved, Santa Fe 3759 in Kingman, Arizona. It too is listed on the NRHP."}
+{"text":"The locomotive has been displayed at Fullerton Railroad Days in Fullerton, California a number of times."}
+{"text":"In August 2002, the 3751 ran an Amtrak excursion from Los Angeles to Williams, Arizona to participate in the 2002 National Railway Historical Society Convention. The excursion ran over Metrolink, BNSF Railway, and Arizona and California Railroad tracks. The engine also ran on the Grand Canyon Railway for an excursion on the former Santa Fe's Grand Canyon line. The event including double and tripleheading with the Grand Canyon Railway's own steam engines, Ex Chicago Burlington & Quincy 2-8-2 4960 and ex Lake Superior & Ishpeming 2-8-0 18. There was a night photo session that took place, which featured the three locomotives side by side."}
+{"text":"In May 2012, 3751 powered a six-day excursion from Los Angeles to Williams, Arizona to celebrate the state's Centennial. As part of the excursion another special roundtrip doubleheader to the Grand Canyon and back was run with 3751 and GCRY 4960. The train also operated over the Arizona & California Railroad on the way to Williams and on the return trip to Los Angeles. Three weeks before the trip to Arizona the engine also made the trip east to attend the San Bernardino Railroad Days Festival for the third year in a row."}
+{"text":"In May 2013, 3751 ran on a fourth trip to the San Bernardino Railroad Days Festival."}
+{"text":"In May 2015, 3751 made an appearance at Fullerton Railroad Days 2015 in Fullerton, California, making it the first time since 2008 to appear at this event. From April 31 - May 1, 2016, the loco was on display again and left Fullerton 2 hours late due to traffic. From May 6\u20137, 2017, she was on display yet again for the last time for a few years as she will be going into a 3-4 year restoration. She will be on display at Union Station's Summer Train Fest on July 15, 2017 before being overhauled. 3751's overhaul is currently estimated to be completed in 2021 if all of the work proceeds as planned."}
+{"text":"3751 was also featured in the \"There Goes a...\" episode \"There Goes a Train\" footage used in \"Route of the Chief\"."}
+{"text":"Santa Fe 3751 can also be briefly viewed\u2014with its 5-chime (LM-192) whistle heard\u2014near the end of the 1952 film \"Boots Malone\" starring William Holden, and Harry Morgan."}
+{"text":"3751 was also featured in the 1950 Clark Gable-starred film \"Key to the City\" and the 2001 film \"Pearl Harbor\"."}
+{"text":"Soo Line 2718 is a H-23 class 4-6-2 \"Pacific\" steam locomotive that was originally owned by the Minneapolis, St. Paul and Sault Ste. Marie Railway (the \"Soo Line\"), but operated by their subsidiary, the Wisconsin Central Railway."}
+{"text":"2718 was built in May, 1923 in Schenectady, New York. It was one of six H-23 class Pacific steam locomotives built for the Soo Line. In the Soo Line's naming scheme, 'H' indicated the Pacific wheel arrangement. The H-23 were their last Pacific class built."}
+{"text":"2718 was donated to the National Railroad Museum in February 1958. The museum used it for a few years to move cars around the grounds. It also saw limited service pulling the museum train."}
+{"text":"There were six H-23 class locomotives built in May 1923. Two of them are preserved."}
+{"text":"Central of Georgia Railway 509 is a 2-8-0 configuration steam locomotive and tender consolidation on static display in downtown Macon, Georgia, United States. After being removed from service at the end of the steam era, it was given to the city of Macon."}
+{"text":"Central of Georgia Railway (CofG) 509 was built by the Baldwin Locomotive Works as one of 24 C-4 class locomotives for the railway in December, 1906. This was the fourth generation in the C class series that was delivered to CofG. The locomotive was originally built under road number 1709 along with the other C-4 locomotives consisting of numbers from 1700 to 1724. It was then renumbered in 1925 to the current number of 509. CofG started to increase its numbers in more powerful steam locomotives and the C-4 class locomotives were then put to branch line use. While some of the C-4 locomotives were used for switching, the others were operating between Macon, Athens, Gordon, Milledgeville, Machen, and Porterdale."}
+{"text":"As the use of steam engines declined and they were replaced with diesels, most of the C-4 locomotives were retired by September 1950 with the rest of the C-4 locomotives retired in next three years. 509 was selected as one of the few engines to be kept for preservation by CofG. A letter from November 12, 1953 stated that one 450-class engine, one 500-class engine, and one engine that is the smallest and oldest were to be kept. They would be placed in various places in Georgia; the 500 allocated to Macon, the 450 to Columbus, and the smallest to Savannah. The letter stated that the engines should be kept undercover to prevent deterioration."}
+{"text":"In 1959, CofG decided they would transfer 509 to the city of Macon. Before being transferred, 509 received a brand new wooden cow-catcher, a fresh coat of paint, and new stencils. In order to move the locomotive to the display area, which did not have direct rail access, temporary track was laid and part of brick wall was removed. On October 16, 1959, the locomotive was officially handed over to the City of Macon. Since then it has been sitting in Central City Park as a display along with other railroad monuments. Most of the other railroad monuments are no longer standing. One of the only ones left that are still standing today are locomotive 509 and an old CofG coaling tower."}
+{"text":"Outside the display is a plaque in memory of Benny A. Scott. He was the locomotive's fireman for the last run of 509, and was also the railroad's first black fireman."}
+{"text":"Over the years, 509 has stayed in its place with little action. It was repainted in 1999 for a project on a children's television network, and decorated with what looked to be Christmas lights."}
+{"text":"\"The Right Way\" published an article in 2011 about 509 and discussed the complete restoration of the locomotive to fully operational condition by Hartwell Railroad Company in Bowersville, Georgia. The cost of the restoration was estimated to be around $450,000. The locomotive would then run excursions runs."}
+{"text":"Illinois Central No. 790 is a preserved steam locomotive, the only Illinois Central Railroad 2-8-0 Consolidation type of its class to survive into the diesel age of train transportation. It is part of the Steamtown National Historic Site collection in Scranton, Pennsylvania."}
+{"text":"This locomotive was built in 1903 by American Locomotive Company as a 2-8-0 Consolidation type. It was originally owned by Chicago Union Transfer Railway and numbered 100. It (and sisters 101\u2013103) were sold to Illinois Central Railroad Company in 1904 and renumbered 641\u2013644. The railroad, which dated back to 1851, operated 4,265 miles of track between Chicago, Illinois and New Orleans, Louisiana. This locomotive pulled heavy freight in Tennessee and \"must have seen hard service, for reportedly the Illinois Central rebuilt it in 1918, modernizing it with a superheater, and possibly replacing the boiler and firebox\"."}
+{"text":"The only surviving locomotive of the Chicago Union Transfer Railway, No. 790 is the only Illinois Central 2-8-0 Consolidation type of its class to survive. \"About 146 standard gauge 2-8-0s survive in the United States, including Illinois Central No. 790\". After the nationalization of Steamtown, the Steamtown National Historic Site retained this locomotive on the suggestion of the Steamtown Special History Study."}
+{"text":"The 1975\u201376 American Freedom Train to present day."}
+{"text":"In 1975, the country was gearing up for America's Bicentennial and plans were underway for The American Freedom Train which would travel across the country stopping in dozens of cities and pulled by steam locomotives. Led by Ross Rowland, a nationwide search was carried out to search for locomotives in restorable condition to pull the train. Southern Pacific 4449 and Reading 2101 were selected for the trip (A group of dedicated preservationists in Ft. Worth also rebuilt a steam locomotive that would pull the train in Texas, Texas and Pacific 610). 2101 was pulled from the scrapyard and restored to operating condition in only 30 days in the same building where she was constructed from a 2-8-0 nearly 30 years earlier\u2014and painted as \"American Freedom Train #1\"."}
+{"text":"Strasburg Rail Road (Canadian National) No. 89 is a 2-6-0 \"Mogul\" type steam locomotive originally built by the Canadian Locomotive Company in February 1910 for the Canadian National Railway. It is now owned and operated by the Strasburg Rail Road outside of Strasburg, Pennsylvania where it resides today for use on excursion trains."}
+{"text":"No. 89 was originally built in February 1910 by the Canadian Locomotive Company in Kingston, Ontario for the Grand Trunk Railway as number 1009. In 1919 it was renumbered 911. In 1923, the Grand Trunk was merged into the Canadian National Railway (CN) with 911 being one of the thousands of locomotives working for this new railroad. In 1951, 911 was renumbered 89. Most of 89's career on the CN is unknown; it appears that it spent the latter part of its working life in Quebec before being retired in the late 1950s and being stored in a deadline of locomotives in Montreal."}
+{"text":"In 1961, No. 89 was purchased by New England seafood magnate and steam locomotive collector F. Nelson Blount and moved to North Walpole, New Hampshire, in the United States. No. 89 found a home in the former Boston & Maine North Walpole roundhouse and starting in 1965, would begin operating on the Green Mountain Railroad and would be moved to across the Connecticut River to Bellows Falls, Vermont. No. 89 quickly became Blount's favorite locomotive and he would often be found at the throttle until his death in 1967."}
+{"text":"In June 1972, the Green Mountain Railroad sold No. 89 to the Strasburg Rail Road outside of Strasburg, Pennsylvania. This is a linear village along the Great Conestoga Road, stretching about two miles along path later known as the Strasburg Road. The population was 2,809 at the 2010 census. The move from Bellows Falls to Strasburg was overseen by Strasburg employee Linn Moedinger. During a stopover in Penn Central's Buttonwood Yard in Wilkes-Barre, No. 89 was stranded when Hurricane Agnes caused the Susquehanna River to flood much of the area. No. 89 spent several days submerged in the rail yard but emerged with little to no damage."}
+{"text":"Southern Pacific 1293 is an S-14 class 0-6-0 steam locomotive built by Lima Locomotive Works. It was dedicated to the City of Tracy, California, on August 8, 1958, by the Southern Pacific Railroad Company (now Union Pacific Railroad)."}
+{"text":"After Southern Pacific retired 1293 in 1957, SP donated the locomotive for display in Dr. Powers Park in Tracy, California. It remains there to this day on static display, subject to deterioration caused by vandalism and exposure to weather."}
+{"text":"Santa Fe 5000 is a 2-10-4 \"Texas\" type steam locomotive constructed by Baldwin Locomotive Works in 1930 for the Atchison, Topeka and Santa Fe Railway. No. 5000 was immediately nicknamed the \"Madame Queen\" and remained a unique member of its own class. It was donated to the City of Amarillo, Texas, in 1957 and is currently maintained by the Railroad Artifact Preservation Society. Santa Fe 5000 is on the National Register of Historic Places."}
+{"text":"The Texas type on the Santa Fe is by design a Berkshire with an additional driving axle, as it was ordered by most railroads. Although Santa Fe 3829 was the first steam locomotive with the 2-10-4 wheel arrangement, Santa Fe 5000 served as the prototype for all further 2-10-4 locomotives rostered by the road."}
+{"text":"In 1930, Santa Fe looked at the contemporary heavy-duty motive power policies of other railroads, and decided that its own needed substantial reappraisal. Additional locomotives were ordered as a result of this study, including the 5000. Santa Fe 5000 was placed in service between Clovis and Vaughn, New Mexico for observation. The result was the company had purchased a locomotive which would pull 15% more tonnage in 9% less time, burning 17% less coal per 1000 gross ton miles than its 3800 series 2-10-2s."}
+{"text":"Although the locomotive was a success, the 1930s brought the national depression and Santa Fe adopted a policy of avoiding capital expenditures during this period. By the time the next 2-10-4s were delivered in 1938 they were placed in a different class because of many design refinements. With the various classes of 4-8-4 types, the 2-10-4 type represented the pinnacle of modern heavy-power development on the Santa Fe Railway System."}
+{"text":"Santa Fe 5000 underwent few modifications during its service life. It received a larger 'square tender' which required the cab roof to be modified with an area that allowed crew members to pass from the cab to the top of the tender. In 1940 the locomotive was converted from coal to oil fuel."}
+{"text":"On April 17, 1957, after several years of storage and of service, Santa Fe 5000 was retired and donated to the city of Amarillo, Texas. It was placed on outdoor static display at the Santa Fe station. In August 2005, 5000 was moved by the Railroad Artifact Preservation Society to a new location in Amarillo, 500 SE 2nd Avenue, where they plan to construct a building to house and preserve the locomotive. In July 2016, the city of Amarillo proposed selling the locomotive."}
+{"text":"Brooks-Scanlon Corporation No. 1 is a 2-6-2 steam locomotive at Steamtown National Historic Site. This type of locomotive is referred to as a Prairie-type locomotive. This locomotive was built specifically for the lumber industry and served several lumber firms in Florida"}
+{"text":"The Carpenter-O'Brien Lumber Company was incorporated in Delaware in 1913. The company, which operated in Florida, ordered this locomotive from Baldwin Locomotive Works, which completed it in 1914. Locomotive No. 1 was put into service at the company's Eastport, Florida sawmill. The locomotive, which could burn either coal or wood, was likely originally outfitted with a Rushton, or cabbage cinder catching stack, \"If so, a later owner apparently replaced the Rushton stack with the 'shotgun' stack now on the locomotive\"."}
+{"text":"After the United States entered World War I in 1917, The Carpenter-o'Brien Lumber Company was sold to Brooks-Scanlon Corporation. By 1928, Brooks-Scanlon was operation in four Florida counties and producing of lumber. This locomotive was probably used to haul logs into the mill from the woods or to switch the yard around the Eastport plant, or both."}
+{"text":"Brooks-Scanlon closed its Eastport mill in 1929 and moved its headquarters to Foley, Florida, which was named after the company's general manager, J.S. Foley. Locomotive No. 1 might have been moved to the new location. In the following years the locomotive changed hands four of five times between several interconnected Florida lumber firms."}
+{"text":"In 1959, locomotive No.1 was taken out of service by its then owner, Lee Tidewater Cypress, in Perry, Florida. It was sold to F. Nelson Blount in 1962 by the Lee Tidewater Cypress parent company, J.C. Turner Company. It was moved to Walpole, New Hampshire and then, across the Connecticut River, to Bellows Falls, Vermont and displayed at Steamtown, U.S.A., where it stayed until the Blount collection was relocated to Scranton, Pennsylvania."}
+{"text":"The Steamtown Historical Study, which was last updated in February, 2002, made the following recommendation for Brooks-Scanlon No.1:"}
+{"text":"Southern Pacific Railroad (SP) 1215 was originally assigned to the Dunsmuir rail yard near Mt Shasta. The locomotive was primarily used on the Western Division of the Southern Pacific Railroad, working from Oakland, Sacramento and Bakersfield. The locomotive finished its active career in San Francisco before being retired from service in 1957 and subsequently donated to Hanford, California for a static park display in 1958. The Feather River Railroad Society (FRRS) purchased the engine in 1995 and moved it to their Portola Railroad Museum. The California Trolley and Railroad Corporation (CTRC) acquired the locomotive from FRRS in 2004."}
+{"text":"The CTRC has cosmetically restored the locomotive and it is now on display at the History Park at Kelley Park in San Jose, CA. After the Southern Pacific locomotive 2479's full restoration they'll consider a full working restoration for 1215. When the San Jose Steam Railroad Museum is completed the CTRC will display the locomotive at the museum."}
+{"text":"The Consolidation served on through the steam era of the Smoky, taking a turn about with the line's other steamers. A washout on the line in January 1947, resulted in a \"dead railroad\" until May 17, 1947, when 107 rolled into town pulling a train of cars of foreign lines which had been stranded in Sevierville. On December 9th, 1954, the SMRR brought in a GE 44 ton diesel to replace the steam locomotives and #107 along with the other SMRR steamers were left on a siding to rust. In 1961, #107 was placed on display in Sevierville along with 2-6-0 #206 (Baldwin, 1910) to advertise the Rebel Railroad (later Dollywood)."}
+{"text":"The Chicago Burlington and Quincy O-5 was a class of 36 4-8-4 \"Northern\" type steam locomotives built by the Baldwin Locomotive Works in 1930 and the CB&Q between 1936 and 1940 and operated by the CB&Q until the late 1950s."}
+{"text":"The locomotives saw service pulling both freight and passenger trains and four have been preserved, all of which are on display."}
+{"text":"Between the mid and late 1950s, all of the O-5s have been retired from revenue service. After being retired from revenue service, No. 5632 was brought out of retirement and was used to haul excursions for the CB&Q steam program until November 1, 1964 when it hauled its last CB&Q excursion and was due for an overhaul. However, by 1966 the railroad got a new president, Louis W. Menk, who ended the program and the repairs on 5632 were halted. The locomotive was sold to caretaker, Richard Jensen, who moved it to the Chicago and Western Indiana Roundhouse for storage. In 1969, the locomotive was moved to a scrapyard, where the locomotive derailed on a switch and it was subsequently scrapped in November 1972."}
+{"text":"Four of the Burlington Route's \"Northerns\" have been preserved, all of which are of the O-5A\/B batch."}
+{"text":"Soo Line 2719 is a 4-6-2 \"Pacific\" type steam locomotive built by the American Locomotive Company (ALCO) for use on passenger trains operated by the Minneapolis, St. Paul and Sault Ste. Marie Railway (\"Soo Line\"). The 2719 was used to haul the Soo Line's last steam-powered train, a June 21, 1959 round-trip excursion between Minneapolis, Minnesota and Ladysmith, Wisconsin. It was then displayed in Eau Claire, Wisconsin until 1996. It was restored and operated in excursion service from 1998 until 2013 when its boiler certificate expired. Today, the locomotive remains on display in Duluth, Minnesota."}
+{"text":"On May 23, 1996, a fundraising dinner, entitled \"An Evening in the Club Car\", was held at the Holiday Inn Convention Center in Eau Claire, WI to benefit the restoration of 2719. The restoration was undertaken by the Locomotive and Tower Preservation Fund, Ltd. After a very aggressive restoration schedule, the inaugural running was on September 19, 1998, running a \"triple-headed excursion\" with Northern Pacific class S-10 328 and Soo Line 1003. 2719 did not have a museum and excursions occurred over different tracks belonging to different railroads."}
+{"text":"In June 2000, 2719 was moved to the Wisconsin Great Northern Railroad in Spooner. It operated during the summers in Spooner until the purchase of the Wisconsin Central by Canadian National Railway in 2001. It returned to the roundhouse in Altoona, Wisconsin for the winter."}
+{"text":"With the last excursion run in 2003 and with the Altoona, Wisconsin roundhouse being razed on June 1, 2004, 2719 was facing a bleak future. 2719 was stored outside, exposed to the elements until the end of 2006."}
+{"text":"On December 17, 2006, 2719 was moved to the Lake Superior Railroad Museum. The museum operates the North Shore Scenic Railroad. After extensive work during the summer of 2007, the engine was test fired on August 24, 2007, and made a successful round trip test run from Duluth to Two Harbors, Minnesota on August 25, 2007. Soo Line 2719 ran a regular excursion schedule from 2007 to 2013."}
+{"text":"In May 2013, it met Milwaukee Road 261 for the first time. Soo 2719 pulled special excursions for that weekend (National Train Day)."}
+{"text":"2719's FRA boiler flue time was to expire on July 31, 2013, but its flue time was extended so that it could operate into late summer of 2013. It pulled its final excursion on September 14, 2013, and afterward, Soo Line 2719 was to have gotten its 15-year rebuild. However, because of ownership disputes, it was drained to the Lake Superior Railroad Museum for display instead. In June 2015, the 2719 was purchased by the LSRM."}
+{"text":"The 2719 was used to haul the Soo Line's last steam-powered train between Minneapolis, Minnesota, and Ladysmith, Wisconsin, on June 21, 1959."}
+{"text":"2719 was also able to have the distinction of being the last steam-powered engine to operate out of Ladysmith, Wisconsin, on former Soo Line trackage in 2001. The locomotive was stored again in 2003, but in 2005 discussions were held to move the locomotive to the Lake Superior Railroad Museum in Duluth, Minnesota. With assistance from the L&TPF, Ltd., the museum relocated the locomotive in December 2006. The museum leased the locomotive and operated #2719 through its affiliate, the North Shore Scenic Railroad."}
+{"text":"Since 2013, with 2719 no longer in operation, it is displayed at the Lake Superior Railroad Museum. In 2019, the 2719 was displayed outside for the first time (not under the parking ramp) along with Duluth and Northern Minnesota 14 to welcome Union Pacific 4014 during its midwest tour stop in Duluth."}
+{"text":"After deciding to restore the D&NE #28 back to operation, the museum abandoned plans to restore the 2719 back to operation. This sparked the L&TPF to seek other options for the 2719. On February 21, 2015, the Locomotive & Tower Preservation Fund approached the City of Eau Claire, WI, and offered to sell 2719 back to the city for $1, with the city also covering the cost of the $135,000 shelter to house the locomotive. It came at great surprise to the Lake Superior Railroad Museum, as they were unaware of the talk to move the engine back to permanent outdoor display. The L&TPF weren't interested in renewing the lease with the LSRM, which expired in 2015."}
+{"text":"The LSRM was originally seeking $305,000 in 2011 to restore it back to operation after its 15-year limited expired in 2013. However, after 2719's last run, the museum announced it was restoring a different steam locomotive (that the museum owned) to operation in time for the 2016 season, postponing hopes of 2719 return to steam."}
+{"text":"The city of Eau Claire attempted to raise funds to return the locomotive but was highly unsuccessful. The L&TPF announced that if the city didn't want the locomotive back, it would look for offers elsewhere."}
+{"text":"On February 24, 2015, the city decided it wanted up to two months to make its decision on 2719. It was likely that the city would buy 2719 for $1, then sell it back to the Lake Superior Railroad Museum for $2, as the city council seemed to agree they'd rather have 2719 be restored to operation in the future than sitting on permanent display."}
+{"text":"The city, however, wanted this time extension to explore all options available. Representatives from the Lake Superior Railroad Museum were present at the meeting and promised if 2719 stayed in Duluth, it could possibly run again."}
+{"text":"On May 11, 2015, the city of Eau Claire held a community meeting to debate what the city's intentions for the locomotive would be. Some community members argued the locomotive should be returned to its home in Eau Claire, while others suggested that the Lake Superior Railroad Museum would make a better home for 2719."}
+{"text":"The city council discussed 2719's fate on May 12. The council could not reach a majority, and another debate was planned for June. The council wanted the first right of refusal should 2719 be sold by the Lake Superior Railroad Museum sometime in the future."}
+{"text":"On Tuesday, June 9, 2015, the city of Eau Claire, WI, the Locomotive & Tower Preservation Fund, and the Lake Superior Railroad Museum agreed to an immediate sale of the locomotive from the city to the LSRM. The city of Eau Claire was given repurchase rights of the locomotive for 3 years if the city decides they want the locomotive back. The Lake Superior Railroad Museum, as part of the deal, would pay for and design signage for the city where the locomotive was once displayed."}
+{"text":"Eau Claire's \"buy-back agreement\" lasted three years for the city to find any way to restore and return the locomotive to the city."}
+{"text":"In June 2018, the city of Eau Claire voted for an extension to 2019 for the right to repurchase the locomotive and return it to Eau Claire, the city then purchased the locomotive back from Duluth for $4 in August, and explored options to return the locomotive to Eau Claire from Duluth."}
+{"text":"However, in April 2019, the City of Eau Claire decided to open leasing and\/or purchasing options for the locomotive after realizing the substantial cost to relocate and protect the locomotive. LSRM in Duluth and city council members began new negotiations to keep the locomotive in Duluth and to alternate operating cycles with D&NE 28."}
+{"text":"On October 22, 2019, the Eau Claire City Council voted to sell the locomotive back to the Lake Superior Railroad Museum for $8, with the hope that the museum will return her back to steam again."}
+{"text":"There were six H-23 class locomotives built in May 1923. 2719 and 2718 are preserved."}
+{"text":"Illinois Central 201 is a steam locomotive, originally owned and operated by Illinois Central Railroad. The engine hauled thousands of passengers to the 1893 Columbian Exposition in Chicago, at which time, Casey Jones was one of its engineers. In 1949, the locomotive was operated at the Chicago Railroad Fair as part of the \"Wheels A-Rolling\" pageant. It is now on static display at Illinois Railway Museum in Union, Illinois."}
+{"text":"201 was one of several 2-4-4T locomotives built for commuter service between the edge of the Chicago Loop and the South suburbs (now part of the Metra Electric District)."}
+{"text":"1401 was retired in 1926 when the IC electrified the route. The rest of the fleet retired in 1935 from yard service; some were sold to other railroads. in 1934, it was renumbered back into 201 where it took part at the Chicago Worlds Fair for many years until 1949. In 1975, the locomotive was sold to a private owner and displayed in front of the depot in Owatonna, Minnesota. It was donated to the Illinois Railway Museum in 2002."}
+{"text":"Southern Pacific No. 18, also known as the \"Slim Princess\", is an oil-fired \"Ten Wheeler\" type narrow-gauge steam locomotive built by the Baldwin Locomotive Works in 1911."}
+{"text":"It was originally built in 1911 for the Nevada\u2013California\u2013Oregon Railway and was sold to Southern Pacific in 1926. No. 18 worked the rest of its career on the Southern Pacific narrow-gauge. The locomotive, along with sisters Nos. 8 and 9, were nicknamed \"The Desert Princess\" for serving the desert areas of Nevada and California."}
+{"text":"In 1954, a new narrow-gauge General Electric diesel locomotive was purchased as Southern Pacific No. 1 to replace Nos. 8 and 18, resulting in the two steam locomotives retiring soon after the arrival of No. 1. No. 8 was donated to the City of Sparks, Nevada, while No. 18 was donated to the City of Independence, California."}
+{"text":"No. 9 was the last Southern Pacific narrow-gauge steam locomotive to retire and pull a Southern Pacific narrow-gauge passenger train, with the last day of steam operation on the narrow-gauge line being August 25, 1959 and was retired a year later."}
+{"text":"The locomotive was preserved, along with No. 8 and E9 Unit No. 18, was restored for operating condition between 2009 and July 2017 on a short stretch of track in a public park in Independence, California. Then, in early November 2018, No. 18 was leased to the Durango and Silverton Narrow Gauge Railroad in Durango, Colorado to train the crew on an oil burner, as the D&SNG is restoring K-37 No. 493 to operating condition while also converting the locomotive from burning coal to burning fuel oil. Restoration work on No. 493 was later completed on January 24, 2020."}
+{"text":"On April 9, 2019, while the locomotive was working a spring excursion, a piston ring broke, creating a hole in the right-side cylinder head. The failure of the piston ring occurred on the grades between Hermosa and Rockwood. The four passenger cars, along with 100 passengers on board, were hauled back to Durango. The next day, No. 18 was hauled back to Durango for repairs."}
+{"text":"The cause of the piston ring failure is unknown. On July 22, 2019, the engine returned to service. No. 18 returned home to the Eastern California Museum in October 2019."}
+{"text":"On April 8th, 2021 it was announced that No. 18 is returning to Durango & Silverton from April 2021 to October 2021 and on April 11th it departed for Durango, Colorado via truck."}
+{"text":"St. Louis-San Francisco Railway 1630 is a preserved 2-10-0 \"Decapod\" type steam locomotive owned and operated by the Illinois Railway Museum in Union, Illinois. Today, Frisco No. 1630 is currently one of two operating Decapods in service in America, the other being former Great Western No. 90 at the Strasburg Rail Road outside of Strasburg, Pennsylvania. No. 1630 is also one of three operational steam locomotives at the Illinois Railway Museum, the other two being J. Neils Lumber Co. 3-truck Shay No. 5 and the soon-to-be restored Union Pacific 2-8-0 No. 428."}
+{"text":"On the evening of September 14, 2019, during the Museum Showcase Weekend, the locomotive doubleheaded with recently restored J. Neils Lumber Co. No. 5 (aka Shay No. 5), as this was the first time a doubleheader has been seen at the Illinois Railway Museum in a long time. As of 2021, the locomotive continues to run in excursion service for the Illinois Railway Museum."}
+{"text":"East Tennessee and Western North Carolina Railroad Locomotive No. 12"}
+{"text":"East Tennessee and Western North Carolina Railroad Locomotive No. 12, also known as Tweetsie Locomotive No. 12, is a historic narrow-gauge 4-6-0 \"Ten Wheeler\" type steam locomotive located near Blowing Rock, Watauga County, North Carolina. It was built in 1917 by the Baldwin Locomotive Works for the East Tennessee and Western North Carolina Railroad. The East Tennessee and Western North Carolina Railroad ceased operations in 1950 and No. 12 is the only one of the railroad's narrow-gauge engines still in existence. The locomotive is located at the Tweetsie Railroad theme park. Today, No. 12 operates at the Tweetsie Railroad alongside former White Pass and Yukon Route 2-8-2 No. 190."}
+{"text":"It was listed on the National Register of Historic Places in 1992."}
+{"text":"PRR 3750 is a Pennsylvania Railroad K4s 4-6-2 \"Pacific\" type steam locomotive located in the Railroad Museum of Pennsylvania, outside of Strasburg, Pennsylvania in the United States. For over a decade, 3750 stood in for the prototype K4s, 1737, and was listed on the National Register of Historic Places in 1979. It is one of the two remaining K4s locomotives and, along with PRR 1361, was designated the official state steam locomotive in 1987 by the Pennsylvania General Assembly."}
+{"text":"PRR 3750 was used to haul the Pennsylvania Railroad's mainline passenger trains such as the \"Broadway Limited\". Despite the attempt by railroad management to replace the K4s with the K5 and T1, the K4s would remain in action until dieselization in 1957. The 3750 was spared from being scrapped because, when the Pennsylvania Railroad was considering steam engines for preservation, the first K4s, 1737, had deteriorated to the point that it was not worth preserving. The Pennsylvania decided to scrap 1737 and use 3750 as a stand-in; 3750 received the original number plates and tender from 1737."}
+{"text":"In 1921, 3750 headed up soon-to-be President Warren G. Harding's campaign train. Three years later, it also was one of the locomotives that pulled Harding's funeral train."}
+{"text":"When the steam power era ended most railroads scrapped their locomotives. The PRR however took pride in their engineering and mechanical legacy. PRR historian Dan Cupper gives much credit to a former Chief of Motive Power for the initiative to preserve examples of their most successful engines at their Northumberland, Pennsylvania roundhouse. In 1975, PRR 3750 was moved to the Railroad Museum of Pennsylvania in Strasburg, Pennsylvania. The entire PRR collection came under threat in the 1980s when the PRR's successor, the Penn Central estate, sought to raise cash by selling them for scrap. The Pennsylvania Legislature intervened and forgave some back taxes in exchange for deeding the collection to the state."}
+{"text":"The Pennsylvania General Assembly designated 3750 and 1361 the official state steam locomotives on December 18, 1987, while also designating the GG1 4859 the state electric locomotive in the same bill."}
+{"text":"As of 2019, the 3750 sits on outdoor static display at the Railroad Museum of Pennsylvania outside of Strasburg, Pennsylvania. The museum's volunteer group plans to have 3750 cosmetically restored prior to it being placed in a planned roundhouse."}
+{"text":"The Great Northern S-2 was a class of 14 4-8-4 \"Northern\" type steam locomotives built by the Baldwin Locomotive Works in 1930 and operated by the Great Northern Railway until the late 1950s."}
+{"text":"The locomotives were built to haul passengers on the GN mainline, pulling the \"Empire Builder\" and the \"Oriental Limited\" and were assigned to the Montana division for service between Williston, North Dakota and Havre, Montana and the Spokane division for service between Spokane, Washington and Wenatchee, Washington, then assigned to the Divide between Havre and Whitefish, Montana, of which mostly runs through the famed Marias Pass, though they were also used on GN tracks outside of their assigned areas."}
+{"text":"Today, only one S-2 survives, No. 2584. It was retired in December 1957 and moved to the Havre depot in Havre, Montana in May 1964 where it still resides today."}
+{"text":"By 1949, the Great Northern had dieselised its premier passenger trains and the S-2s were then reassigned to secondary passenger runs and freight service, of which the latter service proved to be rather unsuitable for them due to their passenger locomotive design. Retirement started on August 25, 1955 and engines 2577 and 2584 made their last revenue runs in 1956 before being retired a year later. By April 1958, all of the S-2s have been retired."}
+{"text":"Only one S-2 survived into preservation today, No. 2584. It made its final run in late 1956 and it was stored in a roundhouse in Superior, Wisconsin. It was then retired in December 1957 and on March 21, 1958, the Great Northern had decided to hold it for historical purposes and it was eventually repainted to its original Glacier Green paint scheme. On May 15, 1964, it was put on display at the Havre depot in Havre, Montana and was dedicated there. Today, it is still on display there. It also has a marker describing the locomotive and the S-2 class in general on the engineer's side of the locomotive's tender. It is the sole surviving Great Northern \"Northern\" type and the largest surviving Great Northern steam locomotive."}
+{"text":"The tender from S-2 No. 2575 also survives, it is currently used as an auxiliary tender for Spokane, Portland and Seattle 700."}
+{"text":"List of preserved Southern Pacific Railroad rolling stock"}
+{"text":"A large quantity of rolling stock formerly owned and operated by Southern Pacific Railroad has been preserved in museums and on tourist railroads across North America."}
+{"text":"Southern Railway 401 is a steam locomotive built in December 1907 by the Baldwin Locomotive Works for Southern Railway. It is a 2-8-0 \"Consolidation\" type of Southern's \"H-4\" class."}
+{"text":"Southern Railway #401 is one of 25 class \"H-4\" 2-8-0 \"Consolidation\" type steam locomotives built by the Baldwin Locomotive Works of Philadelphia, Pennsylvania in December 1907. The H4 class was generally used in mixed train service, to haul branch line freight trains, and later, as yard switchers. In 1949, #401 was sold to the Alabama Asphaltic Limestone Company in Margerum, Alabama. She switched hopper cars of stone until the company brought in a diesel locomotive in 1963. The #401 was then placed on standby service in case the diesel broke down. Sometimes, she would be fired up for company picnics so children could blow the whistle. In 1965, #401 was officially retired from service."}
+{"text":"Southern Pacific #9 is a oil-fired narrow gauge steam locomotive, built by the Baldwin Locomotive Works in November 1909."}
+{"text":"It was originally built for the Nevada\u2013California\u2013Oregon Railway and was sold to Southern Pacific in the late 1920s. The engine worked the rest of its career on the SP narrow gauge. The locomotive, along with sisters #8 and #18, were nicknamed \"The Slim Princess\" for riding along the western and eastern deserts of Nevada and California."}
+{"text":"In 1954, there was a plan to purchase a new narrow gauge diesel from GE as SP #1, to replace numbers #9, #8 and #18. Whilst #8 and #18 were sold off, #9 was kept on as a standby locomotive to support diesel locomotive #1 in case of a breakdown."}
+{"text":"The engine and the two others, #8 and #18, survived into preservation. Southern Pacific #9 is now on display at the Laws Railroad Museum in Laws, California."}
+{"text":"The engine was also used in the 1948 film 3 Godfathers, starring John Wayne, Pedro Armend\u00e1riz, and Harry Carey Jr.; as well as cameoing the 1954 - 1957 TV western series Annie Oakley, starring Gail Davis."}
+{"text":"Baldwin 60000 is an experimental steam locomotive built by the Baldwin Locomotive Works in Eddystone, Pennsylvania, in 1926, during the height of the railroading industry. It received its number for being the 60,000th locomotive built by Baldwin."}
+{"text":"It was designed to be the best locomotive that Baldwin ever made. It boasts three cylinders, weighs about , including tender, and can pull a load of up to . Its top speed is ."}
+{"text":"60000 was very innovative, carrying unusual technology, including a water-tube firebox. This was intended to improve efficiency but the tubes were prone to burst inside the firebox. It is also a compound, expanding the steam once in the inside cylinder and then again in the two outside cylinders. Although compounding increases efficiency, it was an extra complication that the US railroads had mostly rejected by the middle twenties. The weight and length of the engine were too much for all but the heaviest and straightest tracks."}
+{"text":"This locomotive was experimental and was meant to be the model for future development. However, its demonstration runs never persuaded railroads to purchase more. In 1933, it was donated to the Franklin Institute Science Museum. and remains there today."}
+{"text":"After a series brief test runs following construction, the 60000 was sent to the Pennsylvania Railroad's Altoona Test Plant in Altoona, Pennsylvania. Placed on rollers without its tender, it was tested on the traction dynamometer to measure its performance, which included maximum drawbar horsepower. Following tests at the Altoona Test Plant, the Pennsylvania Railroad placed the engine in freight service between Enola Yard near Harrisburg and Morrisville Yard via the Trenton Cutoff. During testing on the PRR, 60000 pulled a maximum of 7,700 tons."}
+{"text":"Following testing on the PRR, the 60000 was sent for additional testing on the Baltimore and Ohio Railroad. Between November and December 1926, the 60000 was tested on the Cumberland Division between Brunswick and Keyser, Maryland, the Connellsville Division between Cumberland, Maryland, and Connellsville, Pennsylvania, and the Pittsburgh Division, which included the Sand Patch and Seventeen-Mile grades."}
+{"text":"In February 1927, the 60000 was sent to the Chicago, Burlington and Quincy Railroad's Beardstown Division of Illinois. The 60000 was run in tandem with the CB&Q's own M2-A Class 2-10-2 number 6157, in order to compare coal and water consumption. Overall, the 60000 was superior in its coal and water consumption."}
+{"text":"On 24 February 1927, the 60000 was sent to the Atchison, Topeka and Santa Fe Railroad. Testing was performed on the Pecos division between Clovis and Belen, New Mexico. As with the CB&Q, the AT&SF compared the performance of the 60000 with that of its own power in the form of two 3800-Class 2-10-2s. Once more the 60000 demonstrated superior fuel consumption than the locomotives of the host railroad."}
+{"text":"In the summer and fall of 1927, the 60000 was sent to the Southern Pacific Railroad, which overhauled the locomotive and converted it to an oil burner at its Sacramento Shops. Following its conversion, the 60000 was tested in both freight and passenger service on the Sacramento Division, during which the engine carried a Southern Pacific tender. Following tests on the SP, the 60000 was sent to the Great Northern Railway between Everett, Washington and Minot, North Dakota. Overall, the 60000 did not perform as well on oil as it did on coal."}
+{"text":"Converted back to coal, the 60000 was then returned to the Baldwin Locomotive Works and used as a stationary boiler before being donated to the Franklin Institute. The locomotive was moved from the Baltimore & Ohio Railroad tracks at 24th and Vine Street over temporary tracks to the museum building which was then still under construction. The locomotive was placed in the building through an opening in the western wall."}
+{"text":"Conway Scenic Railroad (Canadian National) No. 7470 is a preserved class \"O-18-a\" 0-6-0 \"Switcher\" type steam locomotive at the Conway Scenic Railroad in North Conway, New Hampshire."}
+{"text":"The locomotive was built by the Grand Trunk Railway at Pointe-Saint-Charles in June 1921. The Grand Trunk classified the switcher as F9 Class and numbered it as 1795. When the Canadian National Railway absorbed the Grand Trunk in 1923, they reclassified it as an O-18-a and renumbered it as 7470."}
+{"text":"After retirement, 7470 was spared scrapping by being sold to Canada Dominion Sugar, where it spent some additional years as a switcher, it was renumbered as 303. In May 1963, it was purchased by the Ontario government for a transportation museum that never came to fruition. In 1965, it was sold to a man named Charles Weber, he had the engine placed in storage in Wallaceburg for several years untouched. It was later purchased by a rail collector named Fred Stock, the engine was put in storage at the Canadian National rail yard in Sarnia, Ontario, Canada. In April 1968, Stock sold the engine to Dwight Smith."}
+{"text":"Dwight Smith was working on founding the Conway Scenic Railroad, which opened in 1974. After purchasing the engine, it was moved to Rigby Yard in South, Portland Maine in October 1968. After sitting in Portland for three years, it was moved to North Conway, New Hampshire in 1971 were it went through a three year restoration. After three years of restoration work, 7470 return to active service on August 3, 1974 and was renumbered as Conway Scenic 47, it made its excursion return run on August 4, 1974. it was the new railroad's only locomotive in its earliest years. The old number 7470 and Canadian National paint scheme were restored in 1988 according to Railfan & Railroad magazine."}
+{"text":"Today, 7470 mainly operates in mid-September and October seasons only, for Railfan's Weekend and Steam in the Snow in January where it is hosted by the Mass Bay Railroad Enthusiasts. It used to run during summer months as well, but ended in 2007, excluding special excursions. 7470 has also pulled the Notch Train on rare occasions for special events, once in 2007, 2011, and twice in 2019."}
+{"text":"In July 2014, it was announced that 7470 was going to be coming out of service due to a major federally mandated inspection and overhaul. 7470 ran its last train on January 3, 2015, and its overhaul work began the following day. It returned to active service on June 1, 2019 and made its first test runs under its own power for the first time since January 3, 2015. 7470 made its excursion return on June 29, 2019. 7470 also made another notch appearance on September 1st, 2019. It pulled its first ever Steam in the snow event since 2015 on January 4th, 2020."}
+{"text":"7470 is being prepared for the 2021 season for the engine's 100th birthday and will be seeing operation for most of the season June-December. Conway Scenic Railroad is running its own Winter Steam event since the annual Massachusetts Bay Railroad Enthusiasts version was cancelled due to Massachusetts-New Hampshire travel restrictions."}
+{"text":"7470 is expected to run fifteen more years until 2034, when its next overhaul work is due."}
+{"text":"7470 made its first ever film appearance in the 1972 Paramount Pictures film \"A Separate Peace\", lettered as Boston & Maine 47."}
+{"text":"Boston and Maine No. 3713, also known as the \"Constitution\", is a class \"P-4a\" 4-6-2 heavy \"Pacific\" type steam locomotive built by the Lima Locomotive Works for the Boston and Maine Railroad in December 1934. This locomotive is currently being restored to operating condition at the Steamtown National Historic Site in Scranton, Pennsylvania as a part of their operating fleet for use on excursion trains. It is the focus of Project 3713, a partnership between the National Park Service and the Lackawanna & Wyoming Valley Railway Historical Society."}
+{"text":"No. 3713 was one of five \"P-4a\" class heavy 4-6-2 \"Pacifics\" (Nos. 3710-3714) ordered by the Boston and Maine (B&M) in December 1934 at the Lima Locomotive Works (LLW) in Lima, Ohio. These locomotives were originally built with smoke deflectors, a single air compressor mounted on their pilot deck, and a metal sky-lining shroud covering up the top of their boiler thus giving them a semi-streamlined appearance. In 1936, B&M ordered the final batch of five Pacifics (Nos. 3715-3719) which were delivered in March 1937. These were the last Pacifics built by Lima to date. Slightly classified as P-4b, they were delivered with smoke deflectors, but without the sky-lining shroud."}
+{"text":"Designed with 80\" drivers, a large firebox, and massive boiler, P-4 Heavy Pacifics would easily cruise at a speed of 70 miles per hour, carrying enough coal to pull a 14-car train for about 250 miles, and enough water to last about 125 miles. Due to wartime conditions with World War II, P-4s were all de-shrouded along with their smoke deflectors removed for easier maintenance. Around 1944 or 1945, a second air compressor was added on all of the locomotives' pilot deck."}
+{"text":"B&M sponsored the New England students a contest to name all five P-4a and five other P-4b after their schools. On December 11, 1937, No. 3713 was officially named \"The Constitution\" by J. Schumann Moore, a 14-year-old student from Eastern High School in Lynn, Massachusetts. Between 1940 and 1941, other winning names were selected to P-4a Pacifics No. 3710 as \"Peter Cooper\", No. 3711 as \"Allagash\", No. 3712 as \"East Wind\", and No. 3714 as \"Greylock\". While the P-4b Pacifics Nos. 3715 to 3719 were also named \"Kwasind\", \"Rogers\u2019 Rangers\", \"Old North Bridge\", \"Ye Salem Witch\", and \"Camel\u2019s Hump\", respectively. Each locomotives all have a plaque representing the students' name and their respective educated school."}
+{"text":"Stockton Terminal and Eastern No. 1 is a 4-4-0 steam locomotive originally built in 1864 by Norris-Lancaster for the first Western Pacific Railroad. The railroad's engines were lettered rather than numbered, and as such this engine received the \"G\" designation, as well as given the name \"\"Mariposa.\" The engine operated on the Western Pacific until the late 1860s when the road went bankrupt and was subsequently purchased by the Central Pacific Railroad."}
+{"text":"In 1869, the Central Pacific had re-designated the engine as the road's second number 31, replacing another engine of that number which was destroyed in an accident that year, and continued to serve the CP, as well as the Southern Pacific Railroad (which absorbed the road in 1885), until 1914. The engine is believed to have been stripped of its name in the 1870s, when the CP had ceased its practice of naming engines, and has been renumbered 1193 in 1891. The engine was renumbered 1215 in 1901, then again as 1488 in 1907."}
+{"text":"In 1914, the engine was sold to the Stockton Terminal and Eastern Railroad, and served that road until 1953. In that year, the engine was retired from 89 years of revenue service and donated to the Travel Town Museum, where it is currently displayed."}
+{"text":"Milwaukee Road 1004 is a preserved 4-6-0 steam locomotive built by Baldwin Locomotive Works in September 1901 as a class B4 four-cylinder Vauclain compound locomotive for the Milwaukee Road who numbered it 385."}
+{"text":"It was renumbered 1735 in 1907, and renumbered again in 1912 as 4335. Like most of the Milwaukee Road's Vaulclain compounds, it was rebuilt as a two-cylinder simple locomotive; for 4335 this happened in February 1920 when it was reclassified as class G8 and renumbered 2604. In the Milwaukee Road's 1938 renumbering, it received its last number \u2014 1004. It was finally retired in April 1957."}
+{"text":"The locomotive was mostly a freight locomotive while working on the Milwaukee Road; A \"Railroad\" article from around 1957 believed that Milwaukee Road 1004 was the last steam locomotive to retire and leave the system."}
+{"text":"Today the 1004 is preserved non-operational at the Fairgrounds, in Austin, Minnesota. It is also the only surviving member of its class, and it is one of only five surviving Milwaukee Road steam locomotives."}
+{"text":"Southern Pacific Railroad 2479 is one of six 4-6-2 heavy \"Pacific\u201d type steam locomotives built by Baldwin Locomotive Works in 1923 for the Southern Pacific Railroad (SP), designated the P-10 class. No. 2479 was retired from service in 1956. The locomotive is currently undergoing restoration to operating condition by the California Trolley and Railroad Corporation."}
+{"text":"The six locomotives in 2479's class were designed to pull such trains as the \"Overland Limited\" between Sparks, Nevada, and Ogden, Utah, a total , without changing engines. Average speed was 35\u00a0mph including stops. This would require road speeds of about ."}
+{"text":"Performance proved most satisfactory and thereby set the basic design for all remaining Pacifics built for Southern Pacific Railroad (SP). The Pacific held many long distance assignments including the \"Daylight Limited\" between San Francisco and Los Angeles, the \"Sunset Limited\" between Los Angeles and El Paso, Texas, and the Sparks to Ogden run. As larger 4-8-2 class locomotives were assigned to these name trains, the 4-6-2 classes were reassigned to local passenger runs between Sacramento and Oakland and the San Francisco-San Jose, California, commuter service. The 2479 ended its service on these routes."}
+{"text":"Since 1989, the volunteers of the Santa Clara Valley Railroad Association (SCVRRA) have averaged over 5,000 hours per year on the restoration of SP 2479. This amounts to approximately twenty-five person years expended. This time represents time spent directly on the locomotive and does not include the many hours spent attempting to raise funds, recruit and train volunteers, and do the administrative tasks that are required of any organization whether for profit or not."}
+{"text":"At the end of 1994, the SCVRRA merged with the San Jose Trolley Corporation to form the California Trolley and Railroad Corporation (CTRC), a not-for-profit educational organization with the mission to preserve historic rail equipment of importance to the history of the Santa Clara Valley and to provide and interpretive venue. One of the underlying reasons for the merger was that the new organization could be a more effective fund raising vehicle."}
+{"text":"To date, the principal source of funding for the locomotive restoration has been the Santa Clara County Historical Heritage Commission and volunteer fund raising efforts over the years. Approximately, $350,000 has been raised to date. Of this amount $230,000 represents the cost of the boiler repair done by a professional boiler contractor required by federal and state law. The work on the boiler was begun by Manley Boiler Repair in May 1998. Work continues to progress as 2479's pistons are removed from its cylinders. At the end of October 2008 the CTRC passed a major milestone as 2479's front and rear trucks, the 6 main drivers where reinstalled below the locomotive and the locomotive was lowered to the ground for the first time in 15 years."}
+{"text":"2479's current location is at the Santa Clara County Fairgrounds in San Jose, California. Its future home will be the San Jose Railroad Museum, which is currently looking for a location."}
+{"text":"Pioneer is the name of the first railroad locomotive to operate in Chicago, Illinois. It was built in 1837 by Baldwin Locomotive Works for the Utica and Schenectady Railroad (U&S) in New York, then purchased used by William B. Ogden for the Galena and Chicago Union Railroad (G&CU, the oldest predecessor of Chicago and North Western Railway). The locomotive arrived in Chicago by schooner on October 10, 1848, and it pulled the first train westbound out of the city on October 25, 1848."}
+{"text":"When the locomotive was built by Baldwin #184 in 1837 for the U&S which gave it the name Alert. It worked almost a decade before it was sold in 1848 to the Galena and Chicago Union Railroad. The G&CU renamed the locomotive \"Pioneer\" and used it in the construction of the G&CU until 1850, at which time the locomotive was loaned to the Chicago, Burlington and Quincy Railroad for work laying the first track in Chicago that summer. The Pioneer was returned and became its road work locomotive until it was retired in 1875 at West Chicago, IL"}
+{"text":"The locomotive has been preserved and is on display at the Chicago History Museum."}
+{"text":"Santa Fe 3415 is a class 3400 4-6-2 \"Pacific\" type steam locomotive built in 1919 by Baldwin Locomotive Works in Philadelphia, Pennsylvania for the Atchison, Topeka and Santa Fe Railway. Retired in 1954, it sat in Eisenhower Park in Abilene, Kansas until April 1996. At that point, it was donated by the City of Abilene and put on display in the Abilene and Smoky Valley yard. Restoration began in 2005 and was completed in early 2009. It is planned for the locomotive to operate about once a month during the normal operating season. Its first revenue trip was on May 23, 2009. Today, No. 3415 is owned and operated by the Abilene and Smoky Valley Railroad in Abilene, Kansas."}
+{"text":"The Olomana is a narrow gauge locomotive built by Baldwin Locomotive Works in 1883 for the Waimanalo Sugar Company in Hawaii. It is currently in the Railroad Museum of Pennsylvania, on loan from the Smithsonian Institution. It was the third self-propelled vehicle to operate in Hawaii."}
+{"text":"The \"Olomana\" arrived in the Kingdom of Hawaii in August 1883, after a two-month journey sailing around Cape Horn. It was owned by the Waimanalo Sugar Company on the island of Oahu, and hauled sugar cane from the fields to the refinery. The \"Olomana\" was operated by a lone engineer and ran at an average speed of on sets of prefabricated, gauge railroad tracks that could be taken apart and reassembled at a different location. Originally burning coal, the \"Olomana\" was converted to run on oil in 1928. Dried cane was tried, but it left hard-to-remove residue inside the engine. The \"Olomana\" and two similar locomotives were replaced by trucks and retired in 1944."}
+{"text":"Pennsylvania Railroad 1361 is a 4-6-2 \"Pacific\" type steam locomotive built in 1918 for the Pennsylvania Railroad by their own Altoona Works. It is one of the only two remaining K4s locomotives and, along with PRR 3750, was designated the official state steam locomotive in 1987 by the Pennsylvania General Assembly."}
+{"text":"As a member of the K4s locomotive class, it served its active career hauling mainline passenger and mail trains. Retired from revenue service in 1956, it was restored to operating condition for excursion service in 1987 when mechanical problems sidelined the locomotive after only a year and a half of operation. The engine is currently owned by the Railroaders Memorial Museum in Altoona, Pennsylvania, which is currently attempting another restoration for the locomotive back to operating condition."}
+{"text":"The K4s is considered the Pennsylvania Railroad's most famous class of steam locomotives, with a total of 425\u00a0engines produced from 1917 to 1928 and including the prototype that was built in 1914. The last of K4s stayed in service well into the late 1950s, until being replaced with diesel locomotives."}
+{"text":"In April 2010, it was decided to cancel the restoration plans for 1361. Instead of rebuilding it and placing the locomotive back into service as an excursion train, the museum decided on \"semi-static display.\" The museum hoped to still be able to reconstruct the boiler so that it could still be fired and produce enough steam pressure to operate at low speeds around museum property and blow the whistle. The \"semi-static\" restoration would also be canceled but because the boiler would have had to have been rebuilt to current specifications required by the Federal Railroad Administration (FRA), which have drastically changed since the engine was first completed in 1918."}
+{"text":"By 2013, the engine had been removed entirely from Scranton, with the frame, tender and various small components stored in Altoona, while the boiler was stored at the East Broad Top Railroad. By early 2015, the museum had completed construction of their \"quarter-roundhouse\" and began to place the 1361's tender, frame and other components inside. In late July 2015, the 1361's boiler was moved to Altoona and placed in the roundhouse with the remainder of the engine."}
+{"text":"The Age of Steam Roundhouse Museum, Sugarcreek, Ohio, United States, is a museum roundhouse housing steam and diesel locomotives, passenger cars and other railroad equipment."}
+{"text":"The project was paid for by Jacobson and his wife, Laura. They set up an endowment to support the museum. Architect F. A. Goodman says the building is 48,000 square feet and of \"solid masonry walls\" and \"heavy timber framing\". It has 18 stalls, each of which is large enough for a locomotive and its tender. The Goodman company says the roundhouse is one of the largest heavy timber structures in America."}
+{"text":"The Bluewater Michigan Chapter of the National Railroad Historical Society, colloquially called Bluewater, was a 501(c)(3) non-profit organization which offers events\/trips involving historical railroads."}
+{"text":"Bluewater Michigan Chapter was originally intended to exist in the Port Huron, Michigan area and thus named \"Bluewater.\" Shortly after, however, it leased the former SEMTA Commuter Rail maintenance facility in Pontiac, Michigan, adjacent to the large Grand Trunk Western yards."}
+{"text":"Bluewater focused on railway excursions around and beyond the state of Michigan, usually hauled by the host railroad's locomotives. They also loaned their coach fleet out to other excursion operators. An example of a Bluewater excursion would be from Detroit to Fort Wayne, Indiana on July 28 and 29, 1984, where the Norfolk and Western 611 steam locomotive hauled 24 cars including Bluewater coaches."}
+{"text":"Many Bluewater members stored and maintained their privately owned coaches at Bluewater's yard locations. This proved to be a symbiotic relationship, as Bluewater was able to use these coaches in their excursions, allowing passenger trains longer than 20 cars."}
+{"text":"In Owosso, Michigan, Project 1225 had restored the steam locomotive Pere Marquette 1225 and allied with Bluewater to run excursion trains in 1988."}
+{"text":"Bluewater lost the lease to the SEMTA rail facility, and a search for a new location led them to the former Pere Marquette roundhouse\/locomotive shops in Saginaw, Michigan which they lease from the Lake State Railway. However, the lease was cancelled in 2009 and the Bluewater shops have moved to another facility in the Saginaw area. This lease was also lost, which resulted in selling all of the rail car fleet (both freight and passenger cars)."}
+{"text":"Bluewater operated occasional trips around Michigan into the late 2000s (decade). They also held a monthly membership meeting in Royal Oak, Michigan. Bluewater NRHS ceased to operate at the end December 2019."}
+{"text":"Robert W. Richardson, also known as Bob Richardson (May 21, 1910, Rochester, Pennsylvania \u2013 February 23, 2007, Bellefonte, Pennsylvania) was an American writer and narrow gauge railway preservationist."}
+{"text":"Robert W. Richardson was born on May 21, 1910, in Rochester, Pennsylvania. He moved with his parents to Akron, Ohio in 1915, and attended high school there. As a teenager, he enjoyed watching and photographing trains in Ohio and Pennsylvania: his photographic archiving of soon-to-vanish railroads began in May 1931 when he borrowed a camera to record a day with the Ohio River & Western Railway near Key, Ohio. Diverted from a college education, he worked for a local hardware concern before starting his own small print shop. The Depression years were especially hard for printers, and his shop closed in 1937. A keen philatelist, he then worked for George Linn as the second editor of \"Linn's Weekly Stamp News\"."}
+{"text":"Fortunately for rail hobbyists and historians, Richardson kept up his interest in railroad operations and history. Journeys to northwestern Pennsylvania during the 1930s and early 1940s took him to the Sheffield and Tionesta Railway, the Tionesta Valley Railway and the Clarion River Railway. Anticipating military service, he quit his job with \"Linn's\". Subsequently learning that he would not be called up for some time, he took a job as an advertising representative for the Seiberling Rubber Company, which required him to travel extensively through the southern states."}
+{"text":"In the summer of 1941, Richardson and a friend came to Colorado for the first time, making an unforgettable circle tour on the narrow gauge. He became completely enamored of the slim gauge railroads of Colorado. After military service during World War II with the Army Signal Corps in Iran, where he studied the Persian railroads and learned to read Persian, he returned to his job with Seiberling, but made repeated vacation trips touring the Colorado's narrow gauge railroads in 1945, 1946 and 1947, eventually deciding to make his home there."}
+{"text":"Quitting his job in 1948, Richardson and an Ohio friend pooled their resources to open the Narrow Gauge Motel in Alamosa. The grounds offered a fine place to display some of the narrow gauge equipment he had purchased, along with that saved by the Rocky Mountain Railroad Club. From 1948 to 1958 he sporadically published \"Narrow Gauge News\", a newsletter which later became the Colorado Railroad Museum's \"Iron Horse News\". At Alamosa, Bob Richardson tirelessly railed against the abandonment of the historic narrow gauge lines: his untiring efforts and the publicity he generated were among the primary reasons that the Silverton Train and the Cumbres and Toltec Scenic Railroad were preserved for future generations."}
+{"text":"Richardson wrote for both \"Trains\" and \"Railroad\" magazines, and throughout his life published books chronicling narrow gauge railroads. It is no exaggeration to say that he did more than any other individual to preserve Colorado's unique railroad heritage. Robert W. Richardson died on February 23, 2007, in Bellefonte, Pennsylvania, at the age of 96."}
+{"text":"The Fort Wayne Railroad Historical Society (FWRHS) is a non-profit group in New Haven, Indiana that is dedicated to the restoration and operation of the ex-Nickel Plate Railroad's steam locomotive no. 765 and other vintage railroad equipment. Since restoration, the 765 was added to the National Register of Historic Places as no. 96001010 on September 12, 1996 and has operated excursion trains across the Eastern United States. In 2012, the FWRHS's steam locomotive no. 765 was added to the Norfolk Southern's 21st Century Steam program."}
+{"text":"The Fort Wayne Railroad Historical Society was formed in 1972 and currently has over 400 members and over 70 volunteers. The group was formed with one purpose in mind: to restore an old steam locomotive to operational use and see it running down the tracks again. The history of the group actually begins before the FWRHS was formally conceived."}
+{"text":"In September 1971, at a convention for the Nickel Plate Railroad Historical & Technical Society, a group of individuals decided they wanted to discuss the possibility of restoring the 765, the 767, and a Wabash Railroad locomotive (no.534) cosmetically. By November of the next year, four individuals, Wayne York, Glenn Brendel, Walter Sassmannshausen, and John Eichman drafted incorporation paperwork with Allen County and the Fort Wayne Railroad Historical Society, INC. was born."}
+{"text":"Railroads commonly relied on drag freights with engines that could pull heavy tonnage, but at low speeds. Following experiments with existing designs, Lima Locomotive Works developed a new wheel arrangement, the 2-8-4, to accommodate an increase in the size of the locomotive's firebox. An increase in the firebox size allowed more coal combustion and subsequent heat output, improving the amount of steam developed and increasing horsepower. These and other modifications created the concept of \"horsepower at speed.\""}
+{"text":"The NKP 765 is a steam locomotive built for the Nickel Plate Road in 1944 by the Lima Locomotive Works. Classified as an \"S-2\" Berkshire-type steam locomotive, the locomotive is based on a 2-8-4 wheel arrangement. It operated freight and passenger trains until retirement in 1963. The Berkshire locomotives earned their name from the Berkshire Mountains in Southwest Massachusetts."}
+{"text":"The Berkshire class of locomotives was not the heaviest, fastest, or most powerful, but was a popular all-around type intended for fast freight service. It survived in regular use until 1958, between Chicago, Fort Wayne, Cleveland, and Buffalo. The Nickel Plate was one of the last Class I railroads to regularly use steam locomotives, only the Illinois Central, Norfolk & Western, and Grand Trunk Western were to continue longer, until spring 1960."}
+{"text":"The Nickel Plate Road had a fleet of 112 of the 2-8-4 Berkshire type steam locomotives. After retirement, most obsolete locomotives were cut up for scrap and melted down. A total of six were saved by various means. Five survivors were from the second batch of the S-2 Class, 755-769, which were built at the height of World War II in summer and fall 1944. The sixth survivor was from the S-3 Class, 770-779, built in spring 1949. The 779 was requested to be saved because it was the last steam locomotive of any type built by the Lima Locomotive Works, Lima, Ohio, the third largest commercial builder of steam locomotives in the United States."}
+{"text":"The 765 was on display from 1963-1974 in Fort Wayne, Indiana's Lawton Park before being leased by the FWRHS. From 1975 to 1979, 765 was restored to operating condition at the corner of Ryan and Edgerton Roads in New Haven, IN. The restoration site lacked conventional shop facilities and protection from the elements, but on September 1, 1979 the 765 made its first move under its own power."}
+{"text":"Later that winter it ran under its own power to Bellevue and Sandusky, Ohio for heated, indoor winter storage. In spring of 1980, 765 underwent a series of break-in runs followed by its first public excursion, making 765 the first mainline steam locomotive to be restored and operated by an all volunteer non-profit organization."}
+{"text":"From 1993 to 2005, the 765 was completely rebuilt at a total cost of $750,000, which involved over 13,000 volunteer hours. The Society has an outstanding safety record and a professional, experienced crew of determined volunteers, several of whom have been with the Society since its inception. This rebuild included adding an MU stand and in-cab signalling to allow the crew to know what the line-side signal aspect says before it comes into view."}
+{"text":"On average, the locomotive experiences 3,000 visitors a day when operating, with visitor and passenger numbers running between 40,000 and 60,000 ticket buyers in 2009 and 2011 in less than 30 days, respectively. Typical passenger trains carry anywhere from 600-1,000 people at a time with tickets for many trips selling out in 24 hours."}
+{"text":"Press reports indicate the continuous presence of large crowds of \"locals and out of towners\" and on 765's ability to boost tourism in the towns that it travels through. In 2012, the Pittsburgh Tribune's headline photo proclaimed that the 765 was the \"engine that still can\" with CBS Pittsburgh describing it as \"400 tons of Americana\". When not operating excursions, 765 is maintained in a restoration shop in New Haven and maintained by a crew of 70-100 volunteers throughout the year. The shop is open to the public and houses a variety of other railroad equipment including vintage steam and diesel locomotives, passenger cars, cabooses, and more."}
+{"text":"The Bellefonte Historical Railroad Society (BHRS) is an all-volunteer historical society dedicated to promoting, preserving, and fostering a public appreciation of the railroading heritage of Bellefonte and Centre County, Pennsylvania. The Society is a 501(c)(3) not-for-profit corporation with no paid employees or administrators."}
+{"text":"The Society owns several historic pieces of rolling stock including two Budd RDC-1 rail diesel cars (BHRX 9153 and BHRX 9167), an NE class wooden caboose, originally built for the New York, New Haven and Hartford Railroad, a Russell snow plow, and four speeder cars. The caboose and snow plow are on static display in Talleyrand Park, Bellefonte, Pennsylvania adjacent to the former Bellefonte Pennsylvania Railroad train station. The caboose and snowplow are currently on display, but being repaired."}
+{"text":"The Bellefonte Historical Railroad Society hosts two annual passenger excursion weekends, in October and December, in addition to special events involving operation of the speeder cars. The Society began overhaul of Budd RDC-1 BHRX 9167 in 2014. The Society hopes to resume excursion operations with this equipment in the near future."}
+{"text":"Volunteers also maintain the track structure and right-of-way on approximately 1 mile of Society owned track in and near the village of Lemont. The track is a portion of the historic Lewisburg and Tyrone Railroad, a branch line of the Pennsylvania Railroad."}
+{"text":"List of open-air and living history museums in the United States"}
+{"text":"This is a list of open-air and living history museums in the United States."}
+{"text":"The list of forts lists both historical, preserved and currently operational military posts. Not all are open to the public. Some of those open to the public will have living history guides."}
+{"text":"Battery Gunnison, a US Army Coast Artillery Battery at Fort Hancock, New Jersey, is being restored to its 1943 configuration by the Army Ground Forces Association, a non-profit living history organization, and is open for tours throughout the year."}
+{"text":"The term outlaw, or outlawed refers to a crew (or train) which can no longer move because the crew has reached the maximum number of hours they are allowed to work, thereby outlawing their controlling the further movement of any train. All they may do is be relieved or deadhead to a \"home terminal\" (such as the place where they came on duty near their point of residence) or an \"away from home terminal\" (such as an approved hotel) to begin a period of rest."}
+{"text":"In the United States railroad employees who are involved in the movement of trains are governed by the Hours of Service Act. The legislation is related to similar regulations which apply to other modes of transportation, but with significantly different specific limitations. The Act, which is administered by the Federal Railroad Administration, covers \"train employees\" (49 U.S.C. \u00a7\u00a021103), \"signal employees\" (49 U.S.C. \u00a7\u00a021104) and \"dispatching service employees.\" (49 U.S.C. \u00a7\u00a021105), as defined by the statute (49 U.S.C. \u00a7 21101)."}
+{"text":"This act is in place and in effect to ensure said employees receive \"sufficient periods of rest\" to ensure that they can perform their jobs safely. The law also specifies how many hours employees may work, both continuously and with a period of off time (called swing time) which is differentiated as being too short to be considered a period of rest. The affected employees include Dispatchers, Conductors, Engineers and more."}
+{"text":"The Official Guide of the Railways, now known as the Official Railway Guide, was originally produced by National Railway Publication Company of New York City, beginning in 1868. The modern Official Railway Guide provides routing and shipping information for freight on United States railroads and is now published by the RailResource division of JOC (formerly Journal of Commerce)."}
+{"text":"The \"Official Guide\" also included some high priority freight schedules, system maps, listing of company officers, an index of all railroad stations, industry news briefs and personnel changes, rosters of key railroad officials, and new passenger train announcements, along with steamship schedules."}
+{"text":"Other related publications produced by National Railway Publication Company and its affiliates included the \"Pocket List of Railroad Officials\" and freight equipment listings."}
+{"text":"With the decline of long-distance passenger service in the U.S. during the 1950s\u20131960s and the eventual demise of passenger service by most individual railroads at the inception of Amtrak on May 1, 1971, the need for a monthly rail passenger \"Official Guide\" diminished considerably. In the years after Amtrak was established the \"Official Guide\" was split into separate freight and passenger editions, with the passenger edition being discontinued in 1974."}
+{"text":"Some of the publications by the National Railway Publishing Company were eventually acquired by UBM Global Trade (then known as Commonwealth Business Media), which in turn became a division of United Business Media. United Business Media, a United Kingdom-based firm, provides business information services principally to the technology, healthcare, media, automotive, and financial services industries. With the resurgence of rail freight in the U.S. since the 1990s, the quarterly \"Official Railway Guide\" is used by transportation and logistics managers for routing and shipping information. UBM sold the majority of its data business to Electra Partners in 2013, who formed AXIO Data Group, which was then sold to IHS in 2014"}
+{"text":"The National Railroad Passenger Corporation, doing business as Amtrak , is a passenger railroad service that provides medium and long-distance intercity service in the contiguous United States and to nine Canadian cities."}
+{"text":"Founded in 1971 as a quasi-public corporation to operate many U.S. passenger rail routes, Amtrak receives a combination of state and federal subsidies but is managed as a for-profit organization. The United States federal government through the Secretary of Transportation owns all the company's issued and outstanding preferred stock. Amtrak's headquarters is located one block west of Union Station in Washington, D.C."}
+{"text":"Amtrak serves more than 500 destinations in 46 states and three Canadian provinces, operating more than 300 trains daily over of track. Amtrak owns approximately 623 miles of this track and operates an additional 132 miles of track. Some track sections allow trains to run as fast as ."}
+{"text":"In fiscal year 2018, Amtrak served 31.7\u00a0million passengers and had $3.4\u00a0billion in revenue, while employing more than 20,000 people. Nearly 87,000 passengers ride more than 300 Amtrak trains daily. Nearly two-thirds of passengers come from the 10 largest metropolitan areas; 83% of passengers travel on routes shorter than ."}
+{"text":"The name \"Amtrak\" is a portmanteau of the words \"America\" and \"trak\", the latter itself a sensational spelling of \"track\"."}
+{"text":"In 1916, 98% of all commercial intercity travelers in the United States moved by rail, and the remaining 2% moved by inland waterways. Nearly 42\u00a0million passengers used railways as primary transportation. Passenger trains were owned and operated by the same privately owned companies that operated freight trains. As the 20th century progressed, patronage declined in the face of competition from buses, air travel, and the car. New streamlined diesel-powered trains such as the \"Pioneer Zephyr\" were popular with the traveling public but could not reverse the trend. By 1940, railroads held 67 percent of commercial passenger-miles in the United States. In real terms, passenger-miles had fallen by 40% since 1916, from 42\u00a0billion to 25\u00a0billion."}
+{"text":"Traffic surged during World War II, which was aided by troop movement and gasoline rationing. The railroad's market share surged to 74% in 1945, with a massive 94\u00a0billion passenger-miles. After the war, railroads rejuvenated their overworked and neglected passenger fleets with fast and luxurious streamliners. These new trains brought only temporary relief to the overall decline. Even as postwar travel exploded, passenger travel percentages of the overall market share fell to 46% by 1950, and then 32% by 1957. The railroads had lost money on passenger service since the Great Depression, but deficits reached $723\u00a0million in 1957. For many railroads, these losses threatened financial viability."}
+{"text":"The causes of this decline were heavily debated. The National Highway System and airports, both funded by the government, competed directly with the railroads, which paid for their own infrastructure. American car culture was also on the rise in the post-World War II years. Progressive Era rate regulation limited the railroad's ability to turn a profit. Railroads also faced antiquated work rules and inflexible relationships with trade unions. To take one example, workers continued to receive a day's pay for workdays. Streamliners covered that in two hours."}
+{"text":"Matters approached a crisis in the 1960s. Passenger service route-miles fell from in 1958 to in 1970, the last full year of private operation. The diversion of most United States Post Office Department mail from passenger trains to trucks, airplanes, and freight trains in late 1967 deprived those trains of badly needed revenue. In direct response, the Atchison, Topeka and Santa Fe Railway filed to discontinue 33 of its remaining 39 trains, ending almost all passenger service on one of the largest railroads in the country. The equipment the railroads had ordered after World War II was now 20 years old, worn out, and in need of replacement."}
+{"text":"In October 1970, Congress passed, and President Richard Nixon signed into law, the Rail Passenger Service Act. Proponents of the bill, led by the National Association of Railroad Passengers (NARP), sought government funding to ensure the continuation of passenger trains. They conceived the National Railroad Passenger Corporation (NRPC), a private entity that would receive taxpayer funding and assume operation of intercity passenger trains. The original working brand name for NRPC was Railpax, but less than two weeks before operations began, the official marketing name was changed to Amtrak. There were several key provisions:"}
+{"text":"Amtrak began operations on May 1, 1971. Amtrak received no rail tracks or rights-of-way at its inception. All Amtrak's routes were continuations of prior service, although Amtrak pruned about half the passenger rail network. Of the 366 train routes that operated previously, Amtrak only continued 184. On the routes that were continued (to the extent possible), schedules were retained with only minor changes from the \"Official Guide of the Railways\" and under the same names. Several major corridors became freight-only, including the ex-New York Central Railroad's Water Level Route from New York to Ohio and Grand Trunk Western Railroad's Chicago to Detroit route. Reduced passenger train schedules created headaches. A 19-hour layover became necessary for eastbound travel on the \"James Whitcomb Riley\" between Chicago and Newport News."}
+{"text":"In its first decade, Amtrak fell far short of financial independence, which continues today, but it did find modest success rebuilding trade. Outside factors discouraged competing transport, such as fuel shortages which increased costs of automobile and airline travel, and strikes which disrupted airline operations. Investments in Amtrak's track, equipment and information also made Amtrak more relevant to America's transportation needs. Amtrak's ridership increased from 16.6\u00a0million in 1972 to 21\u00a0million in 1981."}
+{"text":"In 1982, former Secretary of the Navy and retired Southern Railway head William Graham Claytor Jr. came out of retirement to lead Amtrak. Despite frequent clashes with the Reagan administration over funding, Claytor enjoyed a good relationship with John H. Riley, the head of the Federal Railroad Administration (FRA), and with members of Congress. Limited funding led Claytor to use short-term debt to fund operations."}
+{"text":"Building on mechanical developments in the 1970s, high-speed Washington\u2013New York Metroliner Service was improved with new equipment and faster schedules. Travel time between New York and Washington, D.C. was reduced to under 3 hours. According to the 1980 Amtrak Annual Report, a converted 12-car set saved the company approximately $250,000 a year in fuel, maintenance and yard support costs. Amtrak completed the head-end power conversion program in 1982. Demand for passenger rail service resulted in the creation of five new state-supported routes in California, Illinois, Missouri, Oregon and Pennsylvania, for a total of 15 state-supported routes across the nation."}
+{"text":"Ridership stagnated at roughly 20\u00a0million passengers per year amid uncertain government aid from 1981 to about 2000. Thomas Downs succeeded Claytor in 1993. Amtrak's stated goal remained \"operational self-sufficiency\". By this time, however, Amtrak had a large overhang of debt from years of underfunding, and in the mid-1990s, Amtrak suffered through a serious cash crunch. Under Downs, Congress included a provision in the Taxpayer Relief Act of 1997 that resulted in Amtrak receiving a $2.3\u00a0billion tax refund that resolved their cash crisis. However, Congress also instituted a \"glide-path\" to financial self-sufficiency, excluding railroad retirement tax act payments."}
+{"text":"George Warrington became president in 1998 with a mandate to make Amtrak financially self-sufficient. Passengers became \"guests\" and there were expansions into express freight work, but the financial plans failed. Amtrak's inroads in express freight delivery created additional friction with competing freight operators, including the trucking industry. Delivery was delayed of much anticipated high-speed trainsets for the improved \"Acela Express\" service, which promised to be a strong source of income and favorable publicity along the Northeast Corridor between Boston and Washington, D.C."}
+{"text":"Joseph H. Boardman replaced Kummant as president and CEO in late 2008."}
+{"text":"In 2011, Amtrak announced its intention to improve and expand the high-speed rail corridor from Penn Station in NYC, under the Hudson River in new tunnels, and double-tracking the line to Newark, NJ called the Gateway Program, initially estimated to cost $13.5\u00a0billion."}
+{"text":"On December 9, 2015, Boardman announced in a letter to employees that he would be leaving Amtrak in September 2016. He had advised the Amtrak Board of Directors of his decision the previous week. On August 19, 2016, the Amtrak Board of Directors named former Norfolk Southern Railway President & CEO Charles \"Wick\" Moorman as Boardman's successor with an effective date of September 1, 2016. During his term, Moorman took no salary and said that he saw his role as one of a \"transitional CEO\" who would reorganize Amtrak before turning it over to new leadership."}
+{"text":"In June 2017, it was announced that former Delta and Northwest Airlines CEO Richard Anderson would become Amtrak's next President & CEO. Anderson began the job on July 12, assuming the title of President immediately and serving alongside Moorman as \"co-CEOs\" until the end of the year. On April 15, 2020, Atlas Air Chairman, President and CEO William Flynn was named Amtrak President and CEO. In addition to Atlas Air, Flynn has held senior roles at CSX Transportation, SeaLand Services and GeoLogistics Corp. Anderson will remain with Amtrak as a senior advisor until December 2020."}
+{"text":"As Amtrak approached profitability in 2020, the company undertook planning to expand and create new intermediate-distance corridors across the country. Included were several new services in Ohio, Tennessee, Colorado, and Minnesota, among other states."}
+{"text":"During the COVID-19 pandemic, Amtrak continued operating as an essential service. It started requiring face coverings the week of May 17, and limited sales to 50% of capacity. Most long-distance routes were reduced to three weekly round trips in October 2020."}
+{"text":"In March 2021, following President Joe Biden's American Jobs Plan announcement, Amtrak CEO Bill Flynn outlined a proposal called Amtrak Connects US that would expand state-supported intercity corridors with an infusion of upfront capital assistance. Also in March 2021, Amtrak announced plans to return 12 of its long-distance routes to daily schedules later in the spring."}
+{"text":"Service on the Northeast Corridor, between Boston, and Washington, D.C., as well as between Philadelphia and Harrisburg, is powered by overhead electric wires; for the rest of the system, diesel locomotives are used. Routes vary widely in the frequency of service, from three-days-a-week trains on the \"Sunset Limited\" to weekday service several times per hour on the Northeast Corridor (NEC). Amtrak also operates a captive bus service, Thruway Motorcoach, which provides connections to train routes."}
+{"text":"Four of the six busiest stations by boardings are on the NEC: New York (Penn Station) (first), Washington (Union Station) (second), Philadelphia (30th Street Station) (third), and Boston (South Station) (fifth). The other two are Chicago (Union Station) (fourth) and Los Angeles (Union Station) (sixth)."}
+{"text":"Per passenger mile, Amtrak is 30\u201340 percent more energy-efficient than commercial airlines and automobiles overall, though the exact figures for particular routes depend on load factor along with other variables. The electrified trains in the NEC are considerably more efficient than Amtrak's diesels and can feed energy captured from regenerative braking back to the electrical grid. Passenger rail is also very competitive with other modes in terms of safety per mile."}
+{"text":"On-time performance is calculated differently for airlines than for Amtrak. A plane is considered on-time if it arrives within 15 minutes of the schedule. Amtrak uses a sliding scale, with trips under considered late if they are more than 10 minutes behind schedule, up to 30 minutes for trips over in length."}
+{"text":"In 2005, Amtrak's carbon dioxide equivalent emissions were 0.411 lbs\/mi (0.116\u00a0kg per km). For comparison, this is similar to a car with two people, about twice as high as the UK rail average (where more of the system is electrified), about four times the average US motorcoach, and about eight times a Finnish electric intercity train or fully loaded fifty-seat coach. It is, however, about two thirds of the raw CO2-equivalent emissions of a long-distance domestic flight."}
+{"text":"Intermodal connections between Amtrak trains and other transportation are available at many stations. Most Amtrak rail stations in downtown areas have connections to local public transport. Amtrak also code shares with United Airlines, providing service between Newark Liberty International Airport (via its Amtrak station and AirTrain Newark) and Philadelphia 30th St, Wilmington, Stamford, and New Haven. Special codes are used to designate these intermodal routes, such as \"ZVE\" to designate the combination of New Haven's Union Station and Newark International Airport and the Amtrak connection between them. Amtrak also serves airport stations at Milwaukee, Oakland, Burbank, and Baltimore."}
+{"text":"Amtrak coordinates Thruway Motorcoach service to extend many of its routes, especially in California."}
+{"text":"Amtrak carried 15,848,327 passengers in 1972, its first full year of operation. Ridership has increased steadily ever since, carrying a record 32.0\u00a0million passengers in fiscal year 2019, more than double the total in 1972. For the fiscal year ending on September 30, 2020, Amtrak reported 16.8 million passengers, with the decline resulting from effects of the COVID-19 pandemic."}
+{"text":"Amtrak's loyalty program, Guest Rewards, is similar to the frequent-flyer programs of many airlines. Guest Rewards members accumulate points by riding Amtrak and through other activities, and can redeem these points for free Amtrak tickets and other rewards."}
+{"text":"Through various commuter services, Amtrak serves an additional 61.1\u00a0million passengers per year in conjunction with state and regional authorities in California (through Amtrak California and Metrolink), Connecticut (through Shore Line East), and Maryland (through MARC). Sometimes, Amtrak will share trackage rights with independent commuter services. Examples include California (through Caltrain), and Illinois (through Metra)."}
+{"text":"Along the NEC and in several other areas, Amtrak owns including 17 tunnels consisting of of track, and 1,186 bridges (including the famous Hell Gate Bridge) consisting of of track. In several places, primarily in New England, Amtrak leases tracks, providing track maintenance and controlling train movements. Most often, these tracks are leased from state, regional, or local governments. Amtrak owns and operates the following lines:"}
+{"text":"In addition to these lines, Amtrak owns station and yard tracks in Chicago, Los Angeles, New Orleans, New York City, Oakland (Kirkham Street Yard), Orlando, Portland, Oregon, Saint Paul, Seattle, Philadelphia, and Washington, D.C. Amtrak leases station and yard tracks in Hialeah, near Miami, Florida, from the State of Florida."}
+{"text":"Amtrak owns New York Penn Station, Philadelphia 30th Street Station, Baltimore Penn Station and Providence Station. It also owns Chicago Union Station through a wholly owned subsidiary, the Chicago Union Station Company. Through the Washington Terminal Company, in which it owns a 99.7 percent interest, it owns the rail infrastructure around Washington Union Station. It holds a 99% interest in 30th Street Limited, a partnership responsible for redeveloping the area in and around 30th Street Station. Amtrak also owns Passenger Railroad Insurance."}
+{"text":"Amtrak owns 2,142 railway cars and 425 locomotives for revenue runs and service. Examples include the GE P42DC diesel locomotive, the Siemens Charger, the Siemens ACS-64 electric locomotive, the Amfleet car, and the Superliner car. Occasionally private cars or loaned locomotives from other railroads can be found on Amtrak trains."}
+{"text":"Amtrak offers four classes of service: First Class, Sleeper Service, Business Class, and Coach Class:"}
+{"text":"Amtrak launched an e-ticketing system on the \"Downeaster\" in November 2011 and rolled it out nationwide on July 30, 2012. Amtrak officials said the system gives \"more accurate knowledge in realtime of who is on the train which greatly improves the safety and security of passengers; en route reporting of onboard equipment problems to mechanical crews which may result in faster resolution of the issue; and more efficient financial reporting\"."}
+{"text":"Amtrak first offered free Wi-Fi service to passengers aboard the \"Downeaster\" in 2008, the \"Acela Express\" and the \"Northeast Regional\" trains on the NEC in 2010, and the \"Amtrak Cascades\" in 2011. In February 2014, Amtrak rolled out Wi-Fi on corridor trains out of Chicago. When all the Midwest cars offer the AmtrakConnect service, about 85% of all Amtrak passengers nationwide will have Wi-Fi access. , most Amtrak passengers have access to free Wi-Fi. The service has developed a reputation for being unreliable and slow due to its cellular network connection; on some routes it is usually unusable, either freezing on the login page or, if it manages to log in, failing to provide any internet bandwidth."}
+{"text":"Amtrak allows carry-on baggage on all routes; services with baggage cars allow checked baggage at selected stations. With the passage of the Wicker Amendment in 2010 passengers are allowed to put lawfully owned, unloaded firearms in checked Amtrak baggage, reversing a decade-long ban on such carriage."}
+{"text":"The Amtrak Express cargo service provides small-package and less-than-truckload shipping between most Amtrak stations that handle checked baggage (over 100 cities). Cargo travels alongside checked luggage in baggage cars. Service and hours vary by station, limited by available equipment and staffing. Nearly all stations with checked baggage service can handle small packages, while large stations with forklifts can handle palletized shipments. Amtrak Express also offers station-to-station shipment of human remains to many cities."}
+{"text":"In the modern era, Amtrak faces a number of important labor issues. In the area of pension funding, because of limitations originally imposed by Congress, most Amtrak workers were traditionally classified as \"railroad employees\" and contributions to the Railroad Retirement system have been made for those employees. However, because the size of the contributions is determined on an industry-wide basis rather than with reference to the employer for whom the employees work, some critics, such as the National Association of Railroad Passengers, maintain that Amtrak is subsidizing freight railroad pensions by as much as US$150\u00a0million\/year."}
+{"text":"In recent times, efforts at reforming passenger rail have addressed labor issues. In 1997 Congress released Amtrak from a prohibition on contracting for labor outside the corporation (and outside its unions), opening the door to privatization. Since that time, many of Amtrak's employees have been working without a contract. The most recent contract, signed in 1999, was mainly retroactive."}
+{"text":"Because of the fragmentation of railroad unions by job, Amtrak has 14 separate unions to negotiate with. Plus, it has 24 separate contracts with those unions. This makes it difficult to make substantial changes, in contrast to a situation where one union negotiates with one employer. Former Amtrak president Kummant followed a cooperative posture with Amtrak's trade unions, ruling out plans to privatize large parts of Amtrak's unionized workforce."}
+{"text":"Amtrak receives annual appropriations from federal and state governments to supplement operating and capital programs."}
+{"text":"State governments have partially filled the breach left by reductions in federal aid. Several states have entered into operating partnerships with Amtrak, notably California, Pennsylvania, Illinois, Michigan, Oregon, Missouri, Washington, North Carolina, Oklahoma, Texas, Wisconsin, Vermont, Maine, and New York, as well as the Canadian province of British Columbia, which provides some of the resources for the operation of the \"Cascades\" route."}
+{"text":"With the dramatic rise in gasoline prices during 2007\u201308, Amtrak saw record ridership. Capping a steady five-year increase in ridership overall, regional lines saw 12% year-over-year growth in May 2008. In October 2007, the Senate passed S-294, \"Passenger Rail Improvement and Investment Act of 2007\" (70\u201322) sponsored by Senators Frank Lautenberg and Trent Lott. Despite a veto threat by President Bush, a similar bill passed the House on June 11, 2008, with a veto-proof margin (311\u2013104). The final bill, spurred on by the September 12 Metrolink collision in California and retitled \"Passenger Rail Investment and Improvement Act of 2008\", was signed into law by President Bush on October 16, 2008. The bill appropriates $2.6\u00a0billion a year in Amtrak funding through 2013."}
+{"text":"Amtrak points out that in 2010, its farebox recovery (percentage of operating costs covered by revenues generated by passenger fares) was 79%, the highest reported for any U.S. passenger railroad. This increased to 94.9% in 2018."}
+{"text":"In Fiscal Year 2011, the U.S. Congress granted Amtrak $563\u00a0million for operating and $922\u00a0million for capital programs."}
+{"text":"Government aid to Amtrak was controversial from the beginning. The formation of Amtrak in 1971 was criticized as a bailout serving corporate rail interests and union railroaders, not the traveling public. Critics have asserted that Amtrak has proven incapable of operating as a business and that it does not provide valuable transportation services meriting public support, a \"mobile money-burning machine\". Many fiscal conservatives have argued that subsidies should be ended, national rail service terminated, and the NEC turned over to private interests. \"To fund a \"Nostalgia Limited\" is not in the public interest.\" Critics also question Amtrak's energy efficiency, though the U.S. Department of Energy considers Amtrak among the most energy-efficient forms of transportation."}
+{"text":"The Rail Passenger Service Act of 1970, which established Amtrak, specifically states that, \"The Corporation will not be an agency or establishment of the United States Government\". Then common stock was issued in 1971 to railroads that contributed capital and equipment; these shares convey almost no benefits, but their holders declined a 2002 buy-out offer by Amtrak. There are currently 109,396,994 shares of preferred stock, at a par value of $100 per share, all held by the US government. There are 9,385,694 shares of common stock, with a par value of $10 per share, held by four other railroad companies: APU (formerly Penn Central) 53%, BNSF (35%), Canadian Pacific (7%), and Canadian National (5%)."}
+{"text":"The following are major accidents and incidents that involved Amtrak trains:"}
+{"text":"After settling for $17\u00a0million in the 2017 Washington state train crash, to prevent further lawsuits, the board adopted a new policy requiring arbitration."}
+{"text":"Bell codes or Buzzer codes (US Communication Signal Appliance codes) are a series of bells or buzzers used on passenger trains for communication between the driver and guard."}
+{"text":"All codes, except 3\u20142\u20141, must be acknowledged by repeating the code received."}
+{"text":"In the United States, these are known as Communication Signal Appliance codes."}
+{"text":"Line\u00a01, formerly Central Link, is a light rail line in Seattle, Washington, United States, and part of Sound Transit's Link light rail system. It serves 16 stations in the cities of Seattle, SeaTac, and Tukwila, traveling between and stations. The line connects the University District, Downtown Seattle, the Rainier Valley, and Seattle\u2013Tacoma International Airport. Line\u00a01 carried over 25\u00a0million total passengers in 2019, with an average of nearly 80,000 daily passengers on weekdays. It runs for 20 hours per day on weekdays and Saturdays, with headways of up to six minutes during peak hours, and reduced 18-hour service on Sundays and holidays."}
+{"text":"Trains are composed of two or more cars that each can carry 194 passengers, including 74 in seats, along with wheelchairs and bicycles. Fares are calculated based on distance traveled and are paid through the regional ORCA card, paper tickets, or a mobile app. Sound Transit uses proof-of-payment to verify passenger fares, employing fare inspectors and transit police to conduct random inspections. All stations have ticket vending machines, public art, bicycle parking, and bus connections, while several also have park-and-ride lots."}
+{"text":"Voters approved Central Link in a 1996 ballot measure and construction began in 2003, after the project was reorganized under a new budget and truncated route in response to higher than expected costs. The light rail line, which followed decades of failed transit plans for the Seattle region, opened on July 18, 2009, terminating at in the Downtown Seattle Transit Tunnel and near Sea\u2013Tac Airport. It was extended south to in December 2009, north to the University of Washington in March 2016, and south to Angle Lake in September 2016. The line was temporarily renamed the Red Line until its designation was changed to Line\u00a01 in 2020. It is scheduled to be extended north to in 2021."}
+{"text":"Further extensions to Lynnwood and Federal Way are planned to open in 2024. Line 2 will open in 2023, connecting Seattle to the Eastside suburbs and forming a multi-line network via its connection with Line\u00a01. Further expansion under Sound Transit 3 will divide the current corridor between two lines, Line\u00a01 from Ballard to Tacoma and Line 3 from Everett to West Seattle."}
+{"text":"Public transit service within Seattle began in 1884, with the introduction of the city's first horse-drawn streetcar line. The system had been replaced with a network of electric streetcars and cable cars by the end of the decade, which spurred the development of new streetcar suburbs across modern-day Seattle. Interurban railways to Everett, Tacoma, and the Rainier Valley were established after the turn of the century, giving the region an intercity passenger rail system to feed the streetcar lines. The interurban system failed to compete with the increasing popularity of automobile travel, capped by the completion of U.S. Route 99 in the late 1920s, and was shut down. By 1941, the streetcars had also been acquired by the municipal government and replaced with a trolleybus network."}
+{"text":"Sound Transit received its $500\u00a0million federal grant agreement in October 2003, and a groundbreaking ceremony was held in SoDo on November 8, 2003. Construction contracts for various segments were awarded in 2004 and 2005, coming six percent under Sound Transit's estimates, and work began along all parts of the system. The first rails were installed on August 18, 2005, in the SoDo area; a month later, the downtown transit tunnel closed for a two-year renovation to accommodate light rail service. Excavation of the Beacon Hill tunnel and station began in 2005, and two tunnel boring machines were launched in early 2006 to bore the twin tunnels between SoDo and the Rainier Valley."}
+{"text":"Central Link train service was increased to a frequency of 6 minutes during peak hours, from 7.5 minutes, in 2015 to prepare for the opening of the University Link extension. The line was extended north to University of Washington station, via Capitol Hill station, on March 19, 2016, via a $1.8\u00a0billion, tunnel. The extension opened six months ahead of its scheduled date, and the opening celebrations drew 67,000 people during the first day of service. Sound Transit deployed additional three-car light rail trains to cope with higher ridership after the extension opened. The line was extended south from Sea-Tac Airport to Angle Lake station on September 24, 2016, including the opening of a 1,120-stall park and ride."}
+{"text":"The downtown transit tunnel, formerly shared between light rail trains and buses, travels west under Pine Street through Westlake station and south on 3rd Avenue through University Street and Pioneer Square stations in Downtown Seattle. The tunnel ends at International District\/Chinatown station, adjacent to King Street Station (served by Amtrak and Sounder commuter rail), and Line\u00a01 travels south through SoDo along the east side of the SODO Busway. The SoDo section has two stations, Stadium and SODO, and includes several gated crossings. From SODO station, the track ascends to an elevated guideway traveling east along South Forest Street, passing the line's railyard and maintenance facility. The elevated trackway passes over Airport Way and comes to rest on an embankment under Interstate 5, entering the Beacon Hill tunnel."}
+{"text":"The Beacon Hill tunnel travels approximately under Beacon Hill, serving a station at Beacon Avenue South. Trains exit the tunnel on the east side of the hill, turning southeast and approaching the elevated Mount Baker station at the intersection of Rainier Avenue South and Martin Luther King Jr. Way South. Light rail trains descend from Mount Baker station onto the median of Martin Luther King Jr. Way South, running at-grade with signal priority at 28 street crossings. Line\u00a01 passes through the Rainier Valley and serves three at-grade stations, , , and , before leaving Seattle."}
+{"text":"The line enters Tukwila and crosses west over Interstate 5 and a mainline railroad at Boeing Access Road, near Boeing Field, before making a southward turn over East Marginal Way South. Line\u00a01 continues south over the Duwamish River, traveling non-stop through Tukwila on a elevated guideway. The guideway runs along the west sides of State Route 599 and Interstate 5 towards Southcenter Mall, where it turns west along State Route 518. The line passes through Tukwila International Boulevard station, home to a 600-stall park and ride facility, and turns south into the median of the Airport Expressway towards SeaTac. Light rail trains continue along the east side of Seattle\u2013Tacoma International Airport, stopping at SeaTac\/Airport station near the airport's terminals, before reaching Angle Lake station, where it terminates."}
+{"text":"Line\u00a01, while officially a \"light rail\" line, has also been described as a \"light metro\" hybrid by transit experts due to its grade separated sections and use of larger trainsets than typical American light rail systems. Approximately of the line is at-grade, including segments along freeways that are separated from intersecting roads."}
+{"text":"Stations on Line\u00a01 are spaced approximately apart in most areas and are built with platforms to accommodate four-car train sets. Some stations are grade separated, with underground or elevated platforms connected to surface entrances by stairs, escalators, and elevators, while others were built at street level. The line's sixteen stations include bus connections, ticket vending machines, real-time arrivals information signs, public art, and bicycle parking. Stations are also designed with clear sight lines on platforms, emergency phones and lights, and are monitored with surveillance cameras."}
+{"text":", there are only two stations with park and ride facilities (Angle Lake and Tukwila International Boulevard); for other stations, Sound Transit and local governments are encouraging alternative means of transportation to and from stations, including bus riding, walking, or bicycling. Since 2019, a set of five stations in the Rainier Valley and Tukwila have had on-demand ride-hail shuttle service that accepts Metro fares and is operated by private contractor Via with subsidies from the city government."}
+{"text":"Line\u00a01 trains run 20 hours per day from Monday to Saturday, from 5:00\u00a0am to 1:00\u00a0am, and 18 hours on Sundays and federal holidays, from 6:00\u00a0am to midnight. Trains operate most frequently during weekday peak periods, running every six minutes from 6:00\u00a0am to 9:30\u00a0am and from 3:00\u00a0pm to 6:30\u00a0pm. Trains run every 10 minutes during midday and evening hours on weekdays and all day on weekends. Train frequency is reduced to every 15 minutes during the early morning and late night hours of all days."}
+{"text":"End-to-end travel from University of Washington to Angle Lake stations takes 48 minutes, while trips between SeaTac\/Airport station and Downtown Seattle take 38 minutes. The SeaTac\u2013Westlake corridor was formerly served by King County Metro bus route 194, which took 32 minutes to travel between the two areas, and used bus stops that were closer to the terminal. The bus route ran at less frequent intervals, was subject to traffic delays, and had shorter hours of operation."}
+{"text":"Line\u00a01 trains carried over 25\u00a0million total passengers in 2019, averaging 79,674 riders on weekdays. Ridership is measured by on-board infrared passenger counters that automatically record the number of people entering and leaving the train."}
+{"text":"Ridership on Line\u00a01 has risen significantly from the beginning of service in 2009, when it averaged 15,500 per weekday. In 2010, ridership fell below projected levels due to the ongoing economic downturn, with only 21,611 daily riders on the line. Ridership increased significantly in the following years, surpassing 25,000 daily riders in 2012, 30,000 in 2014, and 35,000 in 2015."}
+{"text":"The opening of the University Link extension in March 2016 increased daily ridership by 66 percent in its first month of operation, and averaged 66,203 daily riders during the last quarter of the year. A single-day ridership record of 82,361 estimated boardings was set on April 8, 2016, credited to a Seattle Mariners home opener and the Emerald City Comic Con. The record was surpassed five months later on September 30, estimated at 101,000 riders, due in part to home games for the Washington Huskies football team and Seattle Mariners. Ridership fell to 9.7\u00a0million total passengers in 2020, a decline of 61\u00a0percent from 2019, due to the COVID-19 pandemic and other service reductions."}
+{"text":"Line\u00a01 uses a proof-of-payment system, requiring valid payment before boarding and lacking a turnstile barrier at stations. Fares can be purchased as paper tickets at ticket vending machines at stations, credit or passes loaded on an ORCA card, or through a mobile ticketing app. Fare inspectors and transit police officers check for valid fares while aboard trains or in the fare-paid zone of stations; warnings and a $124 citation are issued to passengers who do not present a valid ticket or a validated ORCA card."}
+{"text":"Fares are calculated based on distance traveled, ranging from $2.25 to $3.25 for adults. ORCA card users are required to tap a reader before and after riding a train to calculate the fare. Reduced fares are available to elderly passengers, persons with disabilities, persons under the age of 18, and low-income passengers enrolled in ORCA Lift. Transfers from other modes, including buses, water taxis, and streetcars, are only accepted using ORCA cards."}
+{"text":"In September 2016, Sound Transit approved a $554\u00a0million order to Siemens Mobility for 122 S700 \"Series\u00a02\" light rail vehicles that will serve planned extensions to Northgate, Lynnwood, the Eastside, and Federal Way. Another 30 vehicles were added to the order in April 2017, bringing the total to 152 vehicles. The first Series\u00a02 car arrived at Sound Transit's maintenance facility in June 2019, featuring the same seating capacity but a wider central walkway and other new features. The first Siemens cars entered service on May 14, 2021. A satellite maintenance facility, with a capacity of 96 vehicles, is planned to be constructed in Bellevue to accommodate part of the new fleet."}
+{"text":"Sound Transit's expansion ballot measures, passed as Sound Transit 2 in 2008 and Sound Transit 3 in 2016, enabled the planning of future Link light rail extensions, scheduled to open in stages between 2021 and 2040. The Northgate Link extension is scheduled to open on October 2, 2021, extending service north to Northgate Transit Center, followed by the East Link Extension in 2023, creating a new line to Bellevue and Redmond. During construction related to East Link in early 2020, trains within the downtown transit tunnel were temporarily limited to single-track operations and divided into two lines at Pioneer Square station."}
+{"text":"The Red Line is a rapid transit line in the MARTA rail system. It operates between North Springs and Airport stations, running through Sandy Springs, Dunwoody, Atlanta, East Point and College Park."}
+{"text":"The Red Line was originally called the North-South Line until MARTA switched to a color-based naming system in October 2009. The North-South Line, from its launch, was considered one line, denoted with an orange color on old system maps until 2006 when the North Branch and the Northeast branch were redesignated as the North-South Line (the current Red Line) and the Northeast-South Line (the current Gold Line). Using the Five Points station as a reference point, the North Line was designated for trips headed for North Springs, and the South Line was designated for trips headed for the Airport."}
+{"text":"Now known as the Red Line, it shares trackage with its counterpart, the Gold Line, between Airport and just north of the Lindbergh Center."}
+{"text":"On weekdays, after 8:30 pm, Red Line shuttle train service operates between North Springs and Lindbergh Center stations only until the end of the service. On Saturdays and Sundays, Red Line shuttle train service operates between North Springs and Lindbergh Center stations only from 8:50 pm until the end of the service. When major single tracking occurs, Red Line train service operates between North Springs and Lindbergh Center stations only."}
+{"text":"AirTrain Newark is a 3-mile (4.8\u00a0km) monorail system connecting the terminals at Newark Liberty International Airport (EWR) and trains at Newark Liberty International Airport Station on the Northeast Corridor (NEC), where transfers are possible to Amtrak and New Jersey Transit's Northeast Corridor Line and North Jersey Coast Line. The monorail opened in 1996, and , is planned to be replaced."}
+{"text":"The monorail opened in 1996 and initially served only as an airport circulator, a service which allows passengers to transfer between airport terminals or concourses. The monorail track was refurbished and extended to the NEC, with construction beginning in 1997. The system reopened for service on October 21, 2000. When first opened in 1996 a fleet of 12 six-car Bombardier trains ran on the network. It has expanded to 18 six-car trains."}
+{"text":"The contract to build the system was awarded to Von Roll AG, but the project was finished by Adtranz, who acquired Von Roll's monorail division while the system was being built. Adtranz was later acquired by Bombardier Transportation, who continues to operate the AirTrain under contract to the Port Authority of New York and New Jersey, the operator of the airport."}
+{"text":"AirTrain service was suspended from May 1, 2014, for 75 days, until mid-July, to allow repairs. Repairs were completed early, and the service re-opened on July 3."}
+{"text":"The system has a projected lifespan of 25 years. In April 2015, the PANYNJ suggested that initial work to replace the system would cost $40 million in consultant and engineering studies. In 2017, the Port Authority decided to include the then $1.7 Billion PATH extension in their 2017 10-year capital plan to Newark Liberty Rail Link Station, while the air train was given $300 million for maintenance and repairs."}
+{"text":"However, in January 2019, New Jersey Governor Phil Murphy announced a plan for a $2 billion replacement project for the Newark AirTrain. Murphy has stated that replacement is necessary because the system is reaching the end of its projected 25-year life and is subject to persistent delays and breakdowns. The Port Authority would be responsible for funding the project. In October 2019, the Port Authority board approved the replacement project with an estimated cost of $2.05 billion. Construction is expected to start in 2021 and be completed in 2024."}
+{"text":"A draft environmental impact statement was completed in February 2021 when the proposed opening date was shifted to 2026."}
+{"text":"The train is free, except to and from the Amtrak\/New Jersey Transit station. In that case, the fare is included in the price of the train ticket. New Jersey Transit and Amtrak monthly pass holders must pay an extra $7.75 to ride AirTrain, unless they set EWR as the origin or destination stop for their pass."}
+{"text":"In June 2019, the Port Authority proposed raising AirTrain Newark's fare from $5 to $7.75, which was approved that September. The fare increase took effect that year on November 1, representing the first fare raise in sixteen years."}
+{"text":"The AirTrain has three major stations within the airport, one for each main terminal (A, B, and C). These stations sit on top of the terminal buildings. There are three other stations (P2, P3, and P4) for the parking lots and rental car facilities plus a seventh (RaiLink station) at the Northeast Corridor. Automated announcements recorded by traffic reporter Bernie Wagenblast tell riders which airlines can be found in each terminal, as well as connections at other stations. In 2007, the average daily paid ridership was 4,930."}
+{"text":"The Yellow Line is a rapid transit line of the Washington Metro system, consisting of 21 stations in Fairfax County, Alexandria, and Arlington County, Virginia, as well as Washington, D.C. and Prince George's County, Maryland. The Yellow Line runs from Huntington in Virginia to Greenbelt station during all times since May 2019. Before then, it used to short turns at Mount Vernon Square during peak hours and ended at Fort Totten station during off-peak hours."}
+{"text":"The line shares tracks with the Green Line from L'Enfant Plaza northward to Greenbelt. It is a quick link between downtown Washington and National Airport, and shares nearly all of its track with either the Green or Blue Line. The Yellow Line has only two stations that are not shared by any other lines (Eisenhower Avenue and Huntington), and only two sections of track that are not shared by any other lines \u2013 the section at the south end of the line, and the section between the Pentagon and L'Enfant Plaza stations, crossing the Potomac River."}
+{"text":"While a cut-and-fill tunnel for Yellow Line was built under 7th Street and U Street, both street traffic and pedestrian access on those streets were difficult. The result was the loss of the traditional retail businesses along the route. The downtown segment of the line was originally projected to open in September 1977. Obtaining approval of the District of Columbia and Prince Georges' County of the exact alignment of the Yellow Line north of U Street delayed construction. Originally, the ARS called for the line to be placed in the median strip of the planned North Central Freeway, but after that road was cancelled, the route of the replacement subway tunnel became controversial, resulting in years of expensive delays."}
+{"text":"Service on the Yellow Line began on April 30, 1983, adding Archives to the system and linking the two already-built stations of Gallery Place and Pentagon with a bridge across the Potomac River. It was extended beyond National Airport by four stations to Huntington on December 17, 1983, the first station outside the Capital Beltway. When the Green Line link to U Street opened on May 11, 1991, it acted as an extension of the Yellow Line until the southern Green Line branch was completed. When Green Line service began, the Yellow Line was truncated at Mount Vernon Square, where a pocket track exists to relay trains."}
+{"text":"The Yellow Line was originally planned to follow a slightly different route in Virginia. The plan would have sent Yellow Line trains to Franconia\u2013Springfield, with Blue Line trains serving Huntington. This was changed due to a shortage of rail cars at the time of the completion of the line to Huntington. Because fewer rail cars were required to operate Yellow Line service than would be required to run Blue Line service out to Huntington \u2013 due to the Yellow Line's shorter route \u2013 the line designations were switched. From 1999 to 2008, the Yellow Line operated to Franconia\u2013Springfield on July 4, as part of Metro's special service pattern on that day."}
+{"text":"In 1998, Congress changed the name of the Washington National Airport to the Ronald Reagan Washington National Airport with the law specifying that no money be spent to implement the name change. As a result, WMATA did not change the name of the National Airport station (which never included the full name of the airport). In response to repeated inquiries from Republican congressmen that the station be renamed, WMATA stated that stations are renamed only at the request of the local jurisdiction. Because both Arlington County and the District of Columbia were controlled by Democrats, the name change was blocked. Finally, in 2001, Congress made changing the station's name a condition of further federal funding."}
+{"text":"In May 2018, Metro announced an extensive renovation of platforms at twenty stations across the system. To accommodate these platform reconstructions, the Blue and Yellow Lines south of Ronald Reagan Washington National Airport would be closed from May 25, to September 8, 2019, in what would be the longest line closure in Metro's history. As a result, all Yellow and Blue line services terminated at Ronald Reagan Washington National Airport during the closure."}
+{"text":"From March 26, 2020 until June 28, 2020, trains were bypassing , , , and stations due to the 2020 coronavirus pandemic. All stations were reopened beginning on June 28, 2020."}
+{"text":"Between February 13 and May 13, 2021, additional Yellow Line trains began operating between Mount Vernon Square and at all times replacing the Blue Line due to it being suspended because of platform reconstruction at and ."}
+{"text":"Starting June 18, 2012, the Yellow Line was extended as part of the Rush Plus initiative trial, to operate all the way up to Greenbelt on the northern end and several trains were diverted to Franconia-Springfield on the southern end. However the service was discontinued on June 25, 2017 due to budget cuts. In 2019, Metro announced that Yellow Line trains will be re-extend from Mt Vernon Sq\/Fort Totten back to Greenbelt at all times beginning May 25, 2019 in order to provide extra service to the Green Line."}
+{"text":"The Yellow Line needs 10 six-car trains (60 rail cars) to run at peak capacity. Internally, the Yellow Line in Virginia was called the \"Huntington Route\" (C) and the route through the District of Columbia and beyond to Greenbelt as the \"Greenbelt Route\" (E). As of March 2018, all Yellow Line trains are required to only run 8 car trains."}
+{"text":"The following stations are along the line, from south to north."}
+{"text":"On November 16, 1995, WMATA and the developer of the Potomac Yard area of Alexandria, Virginia, signed an agreement to construct a new station between Braddock Road and National Airport that will be financed by the developer. The Federal Transit Administration, in cooperation with WMATA, the National Park Service and The City of Alexandria government, completed an environmental impact statement for the project in June 2016. The station will be completed by Spring 2022."}
+{"text":"A second improvement project involves building a pedestrian tunnel to interconnect the Gallery Place station with Metro Center. A July 2005 study proposed connecting the eastern mezzanine of Metro Center with the western mezzanine of Gallery Place that are only one block apart. The proposed connection would reduce the number of passengers that use the Red Line to transfer between the Yellow Line and the Blue and Orange lines at Metro Center. As of 2011, the project remained unfunded."}
+{"text":"The JFK Express, advertised as The Train to The Plane, was a limited express service of the New York City Subway, connecting Midtown Manhattan to John F. Kennedy International Airport (JFK Airport). It operated between 1978 and 1990. Passengers paid extra, premium fares to ride JFK Express trains. Its route bullet was colored and contained an aircraft symbol."}
+{"text":"For most of its history, the JFK Express operated along the IND Sixth Avenue Line; IND Fulton Street Line; and IND Rockaway Line between its northern terminal at 57th Street\u2013Sixth Avenue in Manhattan and its southern terminal at Howard Beach\u2013JFK Airport in Queens. At Howard Beach, passengers had to transfer to shuttle buses to reach the airport itself. During the JFK Express's last six months of operation, it was extended northward along the IND 63rd Street Line to 21st Street\u2013Queensbridge, also in Queens. The service primarily used R46 subway cars."}
+{"text":"The premium fare for the JFK Express was collected by train conductors on board, who punched the tickets that passengers had to purchase prior to boarding. In addition to the conductors, there were transit police officers aboard to provide protection for travelers. The initial fare was $3.50, and the fare for the shuttle bus itself was $1.00. On January 1, 1979, airline and airport employees were provided a discounted book of twenty tickets, selling for $25. On July 3, 1981 the fare was raised to $4 from $5. When the service was discontinued in 1990, the fare was $6.75."}
+{"text":"The JFK Express used R46s exclusively for most of its existence, although near its end R44s were used after major service changes took place on December 11, 1988. The trains were initially three cars long or in length. They later were four cars long or long, half the length of a typical B Division train. The cars featured luggage racks for airport-bound passengers."}
+{"text":"Within a few years of its inauguration, the service was being criticized as a poor use of resources. The JFK Express proved to be unsuccessful, seeing low ridership in part because the service did not actually serve any airline terminals, but rather transferred passengers to a shuttle bus service that was several hundred yards from the station. In May 1980, the MTA executive director, John Simpson, recommended that the express train be discontinued, stating that ridership on the line stabilized at 1.3\u00a0million yearly riders, and the yearly deficit rose to $2.5\u00a0million. In June 1980, members of the MTA board voted to make the JFK Express a permanent service, stating that a mass transit link to JFK Airport was necessary."}
+{"text":"In June 1983, the New York City Transit Authority, along with other service changes, planned to change service on the JFK Express. The JFK Express would have been extended to Rockaway Park\u2013Beach 116th Street, and the $5 fare and the special guard would be eliminated, making it like any other subway line. Trains would be 8 cars long instead of 4 cars long, and the headway between trains would be 18 minutes, instead of 20 minutes. The proposal was still being reviewed in January 1984; it never came to fruition."}
+{"text":"At times, regular passengers were allowed on the trains and no fares were charged due to disruptions on other services; this included the 1988 closure of the Williamsburg Bridge, when trains on the BMT Nassau Street Line and BMT Jamaica Line were rerouted. Between December 11, 1988 and October 29, 1989 on weekday evenings between 9\u00a0p.m. and 1\u00a0a.m., passengers were allowed to ride the JFK Express between 57th Street and 47th\u201350th Streets\u2013Rockefeller Center without paying the extra fare as it was the only service running between these two stations during those times. Some passengers paid the extra fare to get to Aqueduct Racetrack during racing days, when the JFK Express would stop at Aqueduct Racetrack station."}
+{"text":"In October 1989, the NYCTA proposed eliminating the JFK Express, citing that it had not attracted enough passengers. At the time, 3,200 people were using the train per day, down from a high of between 4,000 and 5,000 riders that used it at the beginning of the service's operation. The executive vice president of the NYCTA, George Miller, said that eliminating the service would save $7\u00a0million a year and free 144 transit workers and 12 subway cars for more cost-efficient subway runs. It was determined that 47 percent of the riders of the JFK Express were commuters from Howard Beach and the Rockaways who were willing to pay for the premium service. Trains were running every hour by this point."}
+{"text":"On October 29, 1989, the IND 63rd Street Line opened and the JFK Express was extended to 21st Street\u2013Queensbridge, skipping Roosevelt Island. This extension was short-lived, as service was discontinued on April 15, 1990 due to low ridership, with as few as 3,200 riders per day. The bus service, connecting the Howard Beach\u2013JFK Airport station and the airport proper, continued after JFK Express service ended, and was the only link between the airport and the Howard Beach station at the time. Passengers preferred the A train, which was cheaper and ran more often. Ridership on the A to the airport increased after the discontinuation of the JFK Express; in 1995, about 1\u00a0million passengers used the A to the airport."}
+{"text":"Since the discontinuation of the JFK Express, the A train has continued to serve the Howard Beach\u2013JFK Airport station. The JFK shuttle bus service remained in operation until the AirTrain JFK, a Port Authority of New York and New Jersey-operated people mover system, replaced it on December 17, 2003. The AirTrain JFK also connects with the Long Island Rail Road at Jamaica, and with the to Manhattan at Sutphin Boulevard\u2013Archer Avenue. A proposal, referred to as the Lower Manhattan\u2013Jamaica\/JFK Transportation Project, would provide express train service between JFK Airport and Lower Manhattan through Brooklyn. This would be similar to the JFK Express except that the service would be an extension of AirTrain JFK and operate via the LIRR's Atlantic Branch, providing a one-seat ride to the airport terminals."}
+{"text":"The following lines were used by the JFK Express service:"}
+{"text":"Light RailLink (formerly Baltimore Light Rail, and also known simply as the \"Light Rail\") is a light rail system serving Baltimore, Maryland, United States, as well as its surrounding suburbs. It is operated by the Maryland Transit Administration (MTA Maryland). In downtown Baltimore, it uses city streets. Outside the central portions of the city, the line is built on private rights-of-way, mostly from the defunct Northern Central Railway, Baltimore and Annapolis Railroad and Washington, Baltimore and Annapolis Electric Railway."}
+{"text":"The origins of the Light Rail ultimately lie in a transit plan drawn up for the Baltimore area in 1966 that envisioned six rapid transit lines radiating out from the city center. By 1983, only a single line was built: the \"Northwest\" line, which became the current Baltimore Metro Subway. Much of the plan's \"North\" and \"South\" lines ran along right-of-way that was once used by interurban streetcar and commuter rail routes\u2014the Northern Central Railway, Washington, Baltimore and Annapolis Electric Railway and Baltimore and Annapolis Railroad\u2014that still remained available for transit development."}
+{"text":"Beginning in the late 1980s, Governor William Donald Schaefer (a former mayor of Baltimore) pushed for building a transit line along this corridor, motivated in part by a desire to establish a rail transit link to the new downtown baseball park being built at Camden Yards for the Baltimore Orioles. The Light Rail lines were built quickly and inexpensively and without money from the U.S. federal government, a rarity in late 20th century U.S. transit projects. The initial system was a single line, all at-grade except for a bridge over the Middle Branch of the Patapsco River just south of downtown Baltimore. The line ran from Timonium in Baltimore County in the north to Glen Burnie in Anne Arundel County in the south."}
+{"text":"The line opened in stages over a 14-month period. The initial segment from Timonium to Camden Yards opened for limited service for Orioles games on April 2, 1992, and for full service on May 17. A three-station extension to Patapsco opened on August 20, 1992, followed by a 4-station extension to Linthicum on April 2, 1993, and an additional 2-station extension to Glen Burnie on May 20, 1993."}
+{"text":"Station placement and design were intended to be flexible and change over time, as stations could be built or closed at low cost. However, they were at times dictated by politics rather planning: proposed stops in Ruxton, Riderwood, and Village of Cross Keys were not built due to local opposition, while nearly-cut Mt. Royal and Timonium Business Park stations were built because the University of Baltimore and a local business group funded them. Falls Road station was built with less parking than ridership required because community requests and a fence\u2014erected in response to a homeowner objecting to the visual impact of the station\u2014prevented riders from accessing a nearby commercial building."}
+{"text":"Three extensions to the system were added in 1997. On September 9, the line was extended north to Hunt Valley, adding five stations that served a major business park and a mall. On December 6, two short but important branches were added to the system: a spur in Baltimore that provided a link to the Penn Station intercity rail hub, and a spur to the terminal of BWI Airport."}
+{"text":"On September 6, 1998, the Hamburg Street station opened as an infill station between the existing Westport and Camden Yards stations. Adjacent to M&T Bank Stadium, it was initially only open during Ravens games and other major stadium events; however, it became a full-time stop on July 1, 2005."}
+{"text":"To save money, much of the system was built as single-track. While this allowed the Light Rail to be built and opened quickly, it made it difficult to build flexibility into the system: much of the line was restricted to 17-minute headways, with no way to reduce headways during peak hours. Federal money was acquired to make the vast majority of the system double-tracked; much of the line south of downtown Baltimore was shut down in 2004 and north of downtown shut down in 2005 in order to complete this project. The northern section up to Timonium reopened in December 2005; the rest opened in February 2006. The line north of the Gilroy Road station & on the BWI Airport spur remain single tracked."}
+{"text":"On July 10, 2019, part of the northbound platform at Convention Center station fell into a sinkhole caused by a broken water main. The line was closed between Camden and North Avenue until August 19."}
+{"text":"The Light Rail network consists of a main north\u2013south line that serves 28 of the system's 33 stops; a spur in Baltimore City that connects a single stop (Penn Station) to the main line and two branches at the south end of the line that serve two stops apiece. Because of the track arrangement, trains can only enter the Penn Station spur from the mainline heading north and leave it heading south; there are still single-track sections north of Timonium, limiting headways in that section to 15 minutes."}
+{"text":"Various routing strategies have been used on the network. there are three basic services (and one additional off-peak service):"}
+{"text":"Although these routes are colored blue, red and yellow respectively on some MTA maps and schedules, they do not have official names as such. Some trains heading north from either BWI Airport or Glen Burnie may terminate at North Avenue to go out of service until peak operation hours resume. During these times, ridership is not high enough to send trains all the way through."}
+{"text":"Most of the light rail's route is on a dedicated right-of-way, with occasional grade crossings equipped with crossing gates. However, on the downtown portion of the route that runs along Howard Street (between the University of Baltimore\/Mt. Royal and Camden Yards stations), trains mix with automobile traffic and their movement is controlled by traffic signals. In 2007, a transit signal priority system was implemented on this portion of the route, resulting in time savings of 25%. From south of Falls Road to North Avenue, the light rail runs parallel to the Jones Falls Expressway, and from Camden Yards to north of Westport, it parallels Interstate 395. North of Falls Road and south of Westport, it follows its own path towards its respective termini."}
+{"text":"The space mean speed between Hunt Valley and BWI (based on a scheduled running time of 1:20 and a distance of ) is about ."}
+{"text":"MTA fares are identical for the Metro Subway, the Light Rail, and local buses: a one-way trip costs $1.90. Daily, weekly, and monthly unlimited-ride passes are also available that are good on all three transit modes. A passenger with a one-way ticket can change Light Rail trains if necessary to complete their journey, the only instance of a one-way MTA ticket being good for a ride on more than one vehicle, but transferring to a bus or the Metro Subway requires a new one-way fare or a pass. Automated ticket vending machines that sell tickets and passes are available at all Light Rail stations."}
+{"text":"The Light Rail's ticketing is based on a proof-of-payment system. Passengers must have a ticket or pass before boarding. Maryland Transit Administration Police officers ride some trains and randomly check passengers to make sure that they are carrying a valid ticket or pass and can issue criminal citations for those without one. Civilian Fare Inspectors also conduct ticket checks, alighting those without fare."}
+{"text":"Most Light Rail stations are served by several MTA bus routes and passengers can make platform-to-platform transfers with the MARC Camden Line at Camden Yards and with the MARC Penn Line at Penn Station. There are no cross-platform connections with the Metro Subway. The Lexington Market subway and light rail stations are a block apart and connected only via surface streets."}
+{"text":"Baltimore's Light Rail vehicles (LRVs) were built by ABB Traction, the U.S. division of Asea Brown Boveri. The initial set was delivered in 1991\u20131992 as the line was being built; a supplemental order of essentially identical cars was delivered in 1997 when the extensions came into service."}
+{"text":"Baltimore LRVs are quite large, much larger than traditional streetcars and bigger even than those used on San Francisco's Muni Metro or Boston's Green Line. The articulated cars are long (over coupler faces), wide, high (excluding the pantograph) and can accommodate 85 seated and 91 standing passengers. These cars operate on track. One-, two- and three-car trains are all routinely seen in service. Trains are powered by 750 volt DC which is taken by a pantograph from overhead lines and have a maximum speed of . When delivered, they were the first transit vehicles in the United States to employ A\/C propulsion. Each LRV is powered by four motors ( total); the middle truck is unpowered."}
+{"text":"The MTA currently owns 53 individual light rail cars. During typical weekday peak-time service, approximately 30 to 35 cars are required; a somewhat higher number of cars are put into service immediately after Orioles and Ravens games. For weekday service, as well as on days of Orioles games or events at the Royal Farms Arena or Baltimore Convention Center, trains going from Hunt Valley to Cromwell and BWI Airport are generally run with two cars, while three-car trains are put into service for Ravens games and major downtown events. Usually the Penn Station-Camden Yards shuttle is operated with one-car trains. The MTA also owns a variety of maintenance of way equipment, which can use diesel power in emergencies."}
+{"text":"A mid-life upgrade of the light rail vehicles began in 2013. On September 9, 2013, a contract for mid-life overhauls of the light rail vehicles was awarded to Alstom. Five vehicles at a time were sent for rebuilding, involving testing, removal of all interior and exterior components and replacement with new propulsion systems. The overhaul is scheduled for completion in March 2018. The overhauled cars are expected to begin testing in early 2016."}
+{"text":"There are no immediate plans to add track length to the current Light Rail system. An independent commission on Baltimore-area transit made a number of suggestions in a 2002 report for new lines and expansions of existing lines. Newer proposals include expanding service on the existing Central Light Rail line by extending Sunday service via the BaltimoreLink plan, as well as new stations and spurs."}
+{"text":"There are plans to add an infill station at Texas, between the existing Timonium and Warren Road stations. An island was built at this point on the line in conjunction with the 2005 double-tracking work to provide a turn-back point for trains not going all the way to Hunt Valley; it would also be relatively simple to convert this into a revenue station."}
+{"text":"In the 2015 South Baltimore Gateway Masterplan, the city of Baltimore proposed a new light rail stop along the Central Light Rail line at Stockholm Street, in between Hamburg Street Station and Westport Station. The new station would be located near the also-proposed new station for the MARC Train located west of Russell Street. The new station will provide additional access to the Baltimore Greyhound Bus Terminal, the Horseshoe Casino, and new businesses in the Carroll-Camden Industrial Area."}
+{"text":"In January 2016, plans were unveiled by Sagamore Development Company, owned by Under Armour CEO Kevin Plank, regarding the redevelopment of Port Covington in South Baltimore. The new plan for Port Covington calls for two proposed new light rail stations, along with new residential and commercial development. The first station would be located west of Hanover Street, and the other would be located at the intersection of East McComas Street and East Cromwell Street, just south of Federal Hill. This proposed extension would create a new spur from the Central Light Rail line by crossing the Middle Branch of the Patapsco River south of Interstate 95."}
+{"text":"The Red Line was a planned , 19-station light rail line traveling east\u2013west that would intersect with the existing Light Rail downtown; this would be a separate service, with no track connection to the existing Light Rail, though there would be opportunities for transfer between the two in the vicinity of University Center \/ Baltimore Street. The line would operate in a total of of tunnels through the downtown area (and along Cooks Lane), with the majority of the rest of the system operating at-grade and just a few aerial sections, as well as in the median of the former Interstate 170 freeway; however, the Red Line was cancelled by Governor Larry Hogan on June 25, 2015."}
+{"text":"Santa Clara Valley Transportation Authority light rail"}
+{"text":"VTA Light Rail is a light rail system in San Jose and nearby cities in Silicon Valley located in Santa Clara County, California. It is operated by the Santa Clara Valley Transportation Authority, or VTA, and consists of of network comprising three main lines on standard gauge tracks. Originally opened on December 11, 1987, the light rail system has gradually expanded since then, and currently has 60 light rail stations in operation. VTA operates a fleet of Kinki Sharyo Low Floor Light Rail Vehicles (LFLRV) to service its passengers. The system's average weekday daily ridership as of the end of 2019 is 26,700 passengers and a total annual ridership of 8,335,100 passengers."}
+{"text":"VTA operates of light rail route on 3 lines. All the lines and the corridors they run through are designed to move passengers from the suburban areas of Santa Clara Valley into the major business areas in Downtown, the Santa Clara County Civic Center, and northern Silicon Valley, site of many high-tech company offices."}
+{"text":"Light Rail also serves to connect travelers to other transportation systems at several key points: Diridon station offers connections to Caltrain, ACE, Amtrak's \"Coast Starlight\", the Capitol Corridor trains; Milpitas station offer connections the BART system; and Metro\/Airport station offers a connection to the San Jose International Airport via VTA Bus route 60."}
+{"text":"Lines runs for 20 hours per day on weekdays, with headways of 15 minutes for most of the day. On weekends, the train runs at 20-minute headways for most of the day. After around 8 pm on weekdays and weekends trains run at 30-minute headways."}
+{"text":"From north to south, the Blue Line starts at Baypointe station in North San Jose, travels south on First Street on tracks shared with the Green Line through downtown San Jose, until reaching the San Jose Convention Center where the line enters the median of State Route 87, until it approaches the interchange with State Route 85, where it briefly exits the median to serve Ohlone\/Chynoweth station and enters the median of State Route 85 to its terminus at the Santa Teresa station in South San Jose. The route is approximately long and takes approximately 55 minutes for the entire trip."}
+{"text":"From north to south, the Green Line starts at Old Ironsides station in Santa Clara, travels east along a section of track in the median of Tasman Drive, shared with the Orange Line, at First Street, the line turns south onto tracks shared with the Blue Line through downtown San Jose, until reaching the San Jose Convention Center where lines split the Green Line continues west to Diridon Station, then turns towards the southwest to its terminus at the Winchester station in southern Campbell. The route is approximately long and takes approximately one hour for the entire trip."}
+{"text":"From west to east, the Orange Line starts at Downtown Mountain View station in Mountain View, California, travels toward the east, passing under U.S. Route 101 at Ellis Avenue, following Mathilda Avenue to Java Drive, crossing State Route 237 and turning east on Tasman Drive, which eventually becomes Capitol Avenue. For the rest of the trip, the line follows Capitol Avenue until it reaches its terminus, the Alum Rock Transit Center in San Jose. The route is approximately long and takes approximately one hour for the entire trip."}
+{"text":"The Almaden shuttle was a 3-stop spur from the Ohlone\/Chyoweth station to Almaden station at the Almaden Expressway in the Almaden Valley. The shuttle, which ran a single 1-car train, took about 4 minutes to travel between Ohlone\/Chynoweth and Almaden. This line had one track, with sidings at Almaden and Ohlone\/Chynoweth. The line was discontinued in December 2019 and replaced by bus service."}
+{"text":"The Commuter Express service operated along the same route as the current Blue Line between Baypointe and Santa Teresa stations, with nonstop service between Convention Center and Ohlone\/Chynoweth stations. This weekday, peak-period service offered three trips in the morning and three trips in the evening. The service was introduced in October 2010 and was eliminated in August 2018 due to low ridership."}
+{"text":"Unusually for light rail systems in the United States, most VTA Light Rail stops are made by request. Similar to VTA's bus network, passengers must be visible to the operator while waiting at stations, and must notify the operator using the bell before the train arrives at their destination. Trains will typically skip stops (other than line termini) if no one is waiting on the platform and no one requests to disembark."}
+{"text":", the fare for one single ride for adult passengers is $2.50. This fare is standard for both Light Rail and Bus transit, and is good for two hours of travel. No transfer fees between light rail vehicles are required, but upon inquiry riders must provide a proof-of-payment. Passengers without a ticket could be fined up to $250, under Penal Code 640."}
+{"text":"Monthly passes loaded onto Clipper cards are also valid on Light Rail."}
+{"text":"In 2002, VTA introduced new Kinki Sharyo low-floor LRVs. The Kinki Sharyo LRVs are equipped with a low floor over 70% of the passenger area at above top-of-rail (ATOR), with the remaining high-floor area ATOR; up to three LRVs may be coupled into a single train. The low-floor LRVs initially operated only on the Tasman West line (Downtown Mountain View to I-880\/Milpitas), because their floor height only matched the platform height along that line. After VTA reconstructed platforms along North First Street from the Japantown\/Ayer stop northward (with wooden ramps provided for the lead car's front door elsewhere), VTA replaced the entire fleet in 2003 with low-floor LRVs. Currently, all stations provide level boarding at all doors."}
+{"text":"On March 21, 2008, at approximately 7:10\u00a0p.m., a southbound 2-car light rail train derailed just north of the Virginia station. Four people, including the train operator, were injured, and the train was heavily damaged. At the time of the accident, trains were operating on a single track through the area because of construction at three nearby light rail stations. The train involved was attempting to switch between tracks when it derailed. VTA ruled out mechanical or equipment failure as a cause for the accident. An investigation indicated human error (\"the train traveling southbound stopped over the switch and reversed, which are violations of operating rules\")."}
+{"text":"On July 8, 2018, at around 12:34\u00a0p.m., a northbound single car light rail train collided with a car in the Lincoln Avenue crossing near Auzerais Avenue on the Mountain View-Winchester Line. Two occupants of the car were killed. The train operator was taken to a hospital according to standard operating procedures. The twenty passengers on the train were not seriously injured. The lead segment of the train (934B) left the tracks and knocked down a pole supporting the LRT catenary wires."}
+{"text":"The VTA light rail system consists of multiple rail corridors, mostly double-tracked, with overhead catenary wires. The Guadalupe Corridor was the first, opened to revenue service in four stages between 1987 and 1991; the short Almaden Corridor was also opened when Guadalupe was completed in 1991. The first major expansion opened in 1999, extending the rails via the Tasman West extension to Mountain View. Mountain View is the second connection between VTA light rail and Caltrain, after the Tamien station was added to the Guadalupe Corridor in 1990."}
+{"text":"In 2000, voters approved Measure A, which promised the construction of a Downtown\/East Valley light rail line, connecting downtown, San Jose City Hall, and San Jose State University via a new alignment along Santa Clara Street, meeting the Capitol line at Alum Rock station and then turning south to Eastridge Mall. Measure A also provided funds to develop plans for two new light rail corridors. Other potential corridors that were studied using Measure A funds included:"}
+{"text":"The Tasman East extension pushed into Milpitas by 2001, and was completed in 2004 along with the Capitol extension, which extended the line east to Alum Rock station. The first phase of the Vasona extension was completed in 2005, extending the VTA light rail line from downtown San Jose through Campbell to Winchester. The Vasona extension mostly followed the Union Pacific right-of-way and also added a third connection to Caltrain at San Jose Diridon."}
+{"text":"Since 2005, no new lines have been added to the system, but VTA has proposed several more. By 2007, VTA was planning for the Downtown\/East Valley route along Alum Rock and Santa Clara to Downtown San Jose (either by rail or bus), and the Capitol Expressway extension south from Alum Rock."}
+{"text":"The extensions with the most complete plans are the Capitol Expressway extension (phase 1, to Eastridge) and completion of the Vasona extension (phase 2, to Vasona Junction). VTA completed most of the Vasona extension in 2005, and planned to begin construction on the light rail extension along Capitol Expressway in 2012. However, VTA lacked sufficient funds to build the Santa Clara \/ Alum Rock corridor as light rail. That route as well as another route along El Camino Real\/Monterey Road, will instead be built as bus rapid transit (BRT). With the completion of the Berryessa phase of the Silicon Valley BART extension, the first connection between BART and VTA light rail will be at the Montague (to be renamed Milpitas) station."}
+{"text":"VTA has considered plans to increase the overall speed of its light rail system. These include adding fences along track on North First Street, which would increase speed along this corridor to 45\u00a0mph, and a new Great America station to better facilitate transfers to commuter rail. These were eventually bundled with other capital improvements into a larger Light Rail Efficiency Project, which resulted in two completed sub-projects:"}
+{"text":"The original scope of the Light Rail Efficiency Project included the following planned improvements:"}
+{"text":"The planned improvements would result in predicted 23-30% reductions in travel times at a total cost of $60\u00a0million. The Light Rail Efficiency Project was anticipated to complete in 2017."}
+{"text":"On January 5, 2017, VTA published the Draft Transit Service Plan as part of the Next Network Project to update routing and frequency with the anticipated commencement of BART service to San Jose. Light rail and bus operations would be reconfigured to provide increased ridership, serving high-ridership areas with shorter headways and decreasing service to low-ridership areas. Lines would be referred to by colors, starting in Fall 2017:"}
+{"text":"The New Transit Service Plan was developed from the 2017 Next Network Project. Lines would be renamed in accordance with the prior Next Network Project, with two exceptions: the new Blue Line would be truncated at Baypointe, and service on the new Purple Line would be discontinued entirely and replaced with a new bus route. Proposed lines are:"}
+{"text":"In addition, two stations would be renamed: Montague would be renamed to Milpitas upon completion of the new intermodal station for the Berryessa BART extension, and I-880\/Milpitas would be changed to Alder to avoid confusion with the renamed Milpitas intermodal station."}
+{"text":"In 2018, VTA began installing Orange Line signage at stations in anticipation of the route reconfiguration."}
+{"text":"Using Measure A funds, VTA planned to add two new light rail corridors and provide BRT services from downtown San Jose south along Monterey Road. The two new corridors would be:"}
+{"text":"The projected headway for both lines was 10 to 12 minutes. The Santa Clara \/ Alum Rock Corridor also would have added two additional connections to the BART extension."}
+{"text":"In 2005, VTA extended light rail service to Winchester station, completing most of a proposed light rail extension to Los Gatos, California. The Vasona Light Rail Extension would complete the original proposed extension. The additional extension is 1.57 miles long and will run alongside Union Pacific Railroad lines. Construction will include lengthening of platforms at the Winchester, Campbell, Hamilton, Bascom, Fruitdale and Race stations. Two new stations (Hacienda and Vasona) will be constructed with the entire project costs projected to be $157 million. The VTA Board of Directors approved a Supplemental Environment Impact Report in February 2014. The construction schedule is dependent upon available funding."}
+{"text":"The second phase of extension would travel south of Eastridge along Capitol Expressway into South San Jose, adding a fourth connection to Caltrain at Monterey Road (Capitol), terminating at VTA's Capitol station."}
+{"text":"The Metro Blue Line (formerly called the 55 - Hiawatha Line) is a light rail line in Hennepin County, Minnesota that extends from downtown Minneapolis to the southern suburb of Bloomington. The line was originally named after Hiawatha Avenue which runs parallel to a good portion of the line. Major locations on the line include the Mall of America, Minneapolis\u2013St. Paul International Airport and Target Field in downtown Minneapolis."}
+{"text":"The Blue Line is operated by Metro Transit, which is also the primary operator of buses in the Twin Cities. The line accounts for about 13% of Metro Transit's total ridership. Less than two years after opening, the line had already exceeded its 2020 weekday ridership goal of 24,800. The line carried 10.6 million riders in 2015."}
+{"text":"Blue Line stations serving the Lindbergh and Humphrey terminals of MSP Airport operate 24 hours a day, 7 days a week. The remainder of the Blue Line operates from 3:29\u00a0a.m. to 1:54\u00a0a.m. Monday through Thursday, and 24 hours a day from 3:29\u00a0a.m. on Friday morning to 1:54\u00a0a.m. on Sunday morning."}
+{"text":"In July 2011, the Metropolitan Council officially approved renaming the Hiawatha Line as the Blue Line. This is part of a broader color scheme for identifying Twin Cities transit lines, including the Green Line light rail to St. Paul, the proposed Orange Line bus rapid transit along I-35W, and the operational Red Line bus rapid transit service along Cedar Avenue. The name officially changed on Friday, May 17, 2013."}
+{"text":"Each of the 19 stations along the route is designed in a unique architectural style reflective of the station's surrounding community. This is not an entirely new idea for the region, as many of the higher-traffic bus stops around the city have distinctive designs. Due to the unique makeup of Minneapolis' population, ticket-dispensing machines present instructions in four languages: English, Spanish, Somali and Hmong. Travel time is roughly two to three minutes between most stations."}
+{"text":"The airport used to operate a bus shuttle between the two terminals, but the light-rail line has replaced that service. No fare is required to ride between the two airport stations and trains run between these 2 stations 24 hours a day, 7 days a week. During the summer of 2009, work began on lengthening the station platforms. This allowed the use of three-car trains, instead of the two-car trains that were the previous maximum. This allowed the line to meet the continually growing demand without adding additional trains to the schedule or adding more drivers. The expansions were completed in 2010."}
+{"text":"In November 2008, track welding was completed to extend the line several blocks northwest to reach the site of the Target Field Station. The station opened on November 14, 2009 and is adjacent to Target Field, the Minnesota Twins' new ballpark. The two-level station has light rail platforms on the upper level for use by Blue Line and Green Line light rail trains, and platforms next to the BNSF mainline tracks passing beneath the station to serve the Northstar Line commuter rail. In addition, some routing options for the future Southwest Corridor Green Line extension would connect directly to the end of the Blue Line to share service with the station."}
+{"text":"Federal money was secured for construction of the new American Boulevard Station in Bloomington between the Humphrey Terminal Station and Bloomington Central Station. This station was included in the line's original plans, but was postponed until future demand and funds were moved to a new park and ride station in Bloomington. Because much of the necessary underground infrastructure for the station was installed when the line was constructed, the station was built without interrupting regular service and opened on December 12, 2009."}
+{"text":"Light rail staff, security, and volunteers produced a largely hitch-free opening day for the new rail system on June 26, 2004. Officials estimated 30,000 people boarded the electric-powered trains during the transit system's first day of service. Train rides were free. Each station featured live entertainment and food as a diversion for the long waits to board the trains. Predicted daily ridership was 19,300 for 2005 and 24,600 for 2020."}
+{"text":"Passengers who ride the rail system are charged the same fare as they would pay for the local Metro Transit bus system, and they are able to use their bus transfer cards to switch between the two different modes of transportation without making another payment. A new payment system using smart cards (locally known as Go-To Cards) was initially expected to be introduced along with the rail line in June 2004, but software bugs delayed introduction. By September 2006, the bugs were worked out and the Go-To Cards became operational."}
+{"text":"In basic service trains operate every 10 to 15 minutes and operate less frequently in the early morning and late-night. Additional trains operate on Friday and Saturday nights. The line shuts down for about two hours each night, except for a shuttle service between the two terminals at the MSP airport and for the northbound trips between Cedar-Riverside and Target Field Station which run 24 hours a day. Vehicles have a capacity of 66 seated passengers and 120 standing. Currently two or three vehicles are run together to increase capacity."}
+{"text":"The line was originally named for Hiawatha Avenue, also known as Minnesota State Highway 55, which runs parallel to the train tracks for much of its distance. The line also runs for a few miles on the former Chicago, Milwaukee, St. Paul & Pacific Short Line roadbed which brought \"Hiawatha\" passenger trains to the downtown depot. To integrate the light rail route with the rest of the area's bus system, it was also given the name Route 55. In extremely heavy travel periods and when the rail line is out of service for any reason, buses use that route number. Before the second phase was completed, a temporary bus line known as Route 155 provided a link to the destinations south of Fort Snelling station."}
+{"text":"There are two stretches where tunnels are used on the line. A short tunnel parallel to Hiawatha Avenue travels under Minnehaha Parkway just north of the 50th Street station and at the airport, twin tunnels (one each for the northbound and southbound trains) go underground for to reach the Lindbergh Terminal station, the only stop that is totally underground\u2014 below the surface. Trains return to the surface as they near Humphrey Terminal. Some of the sections under the airport required the use of a tunnel boring machine."}
+{"text":"The noses of these vehicles are built to a different design than is standard for the Flexity Swift, containing a small scoop-shaped area. This assists in the removal of snow, but the anticipated snow-management method is merely to run trains on a frequent basis rather than actually using snow removal equipment (this was what the earlier streetcar system usually did to keep lines clear, though they also often featured small scrapers in front of the lead wheels)."}
+{"text":"Each vehicle has a number of cameras on board, pointing both inward and outward, to monitor passenger activity and other areas of interest for security and safety. Train stations also have cameras. Video feeds and the position of each vehicle on the line are monitored in a control room at the system's maintenance facility, located between Cedar-Riverside and Franklin Avenue stations."}
+{"text":"The Minneapolis\u2013St. Paul area once had an extensive network of streetcars (operated for many years by Twin City Rapid Transit, a precursor of Metro Transit), but the tracks were removed and services were eliminated in the 1950s."}
+{"text":"Over the years since the last trolley ran in 1954, many people have pushed for the reintroduction of rail transport in the Twin Cities. Proposals for a modern streetcar or light rail along the Hiawatha Avenue corridor appeared in the pages of the Star Tribune as early as 1974.The primary reason is that traffic congestion has grown considerably since the streetcar system ceased operation: a 2003 report by the Texas Transportation Institute indicated that the area was the 17th most congested area in the country, with the second fastest congestion growth."}
+{"text":"Rail projects struggled to gain political support until the 1990s, when several factors combined to make the idea more palatable. Governor Jesse Ventura and Minnesota Transportation Commissioner Elwyn Tinklenberg heavily promoted the idea of rail transport, and significant amounts of money became available from the federal government. Previous governors had advocated light rail, but had not been able to get legislation passed. Governor Tim Pawlenty had campaigned on a promise to fight the expansion of light rail, but altered his opinions after taking office. He also initially opposed the Northstar Line commuter rail project, which is a rail corridor north of Minneapolis, but changed his mind about that project in January 2004 when a scaled-back version was shown to have good potential."}
+{"text":"For many, the Hiawatha Avenue corridor was not the top choice for a new project. Popular other options included connecting Minneapolis with the western suburbs, though probably the most-desired option has been the Central Corridor connecting the Twin Cities themselves (Minneapolis and St. Paul) with a route down the middle of Interstate 94 or University Avenue. However, much of the land had already been acquired by the state in the 1960s to build a sunken radial expressway into downtown that was never built. In addition to the available land, the desire to connect to the airport and at least reach the vicinity of the Mall of America proved to be the bigger draw for decision-makers."}
+{"text":"The idea of running a rail line down Hiawatha Avenue had already been around for at least a decade by the time the decision was made to go forward. In 1985, the Minnesota Department of Transportation (Mn\/DOT) had produced an Environmental Impact Statement that concluded that light rail was the best alternative for the corridor. In 1996, the document was examined again as Mn\/DOT looked at the possibility of adding bus rapid transit along the road, but money for light rail became available soon after, leading to the current layout."}
+{"text":"Groundbreaking for the line took place on January 17, 2001. Regular service began on the first phase of the line on June 26, 2004, with the second phase opening later that year on December 4. Each opening was accompanied with two days of free rides on the train and area buses. The line was tested for months before opening, with regular service simulated for about a month before each phase went online. The Hiawatha Line opened exactly 50 years and one week after the last regular-service streetcars ran in the city."}
+{"text":"Busways are still being examined for many future projects and it appears likely that at least one will be built. Construction of the area's second light rail line, the Green Line connecting downtown Minneapolis and St. Paul began in late 2010 and opened on June 14, 2014. On April 26, 2011, the U.S. government announced $478 million in funding for its construction."}
+{"text":"During Super Bowl LII on February 4, 2018, hosted at U.S. Bank Stadium, the Blue Line was restricted to ticketholders and ran with non-stop service between a security checkpoint at the Mall of America and the stadium station. Service at other stations was replaced with free shuttle buses."}
+{"text":"In March 2004, the labor union representing Metro Transit bus workers went on strike. This delayed the opening of the line from the anticipated start date of April 3, although there was some indication that the opening would have been delayed anyway. Apparently, some of the delay had to do with slow delivery of trainsets from Bombardier. Certain aspects of the design had been tried before, but the cars were the first to combine the factors of conforming to American standards (as opposed to European), having low floors and being built at the company's Mexico plant. Some problems also cropped up during testing of the vehicles, but Bombardier said that the issues were not out of the ordinary."}
+{"text":"When the buses began rolling again on April 19, the line's opening was rolled back to June 26. Testing of the track and vehicles continued during the bus strike, as much of the work was performed by Bombardier employees rather than Metro Transit workers. Train operators who had already gone through the training process were given refresher courses when the strike ended."}
+{"text":"An extension of the line to Brooklyn Park is planned. On August 3, 2020, after years of disagreements with The Burlington Northern Santa Fe (BNSF) Railway Company regarding use of BNSF's right-of-way, Metropolitan Council announced they would begin to \"explore opportunities to advance this critical project without using BNSF Railway right of way.\""}
+{"text":"On March 11, 2021, the Metropolitan Council and Hennepin County released revised potential route options for the proposed Blue Line Extension. The proposed new routes retain the northern part of the original alignment, but offer different routes through north Minneapolis, and (unlike the original plan) bypass the suburb of Golden Valley."}
+{"text":"By January 2015, there had been 11 deaths from accidents on the line, eight of them pedestrians."}
+{"text":"With an impending line expansion, Metro Transit rolled out a new rail safety campaign, with representatives of Metro Transit customers visiting schools and organizations situated near the Blue Line to discuss rail safety. The campaign won a visual design award from the Minnesota Association of Government Communicators."}
+{"text":"By January 2016, two more people were killed in separate incidents on the Blue Line, one a bicyclist and one a man in a wheelchair, bringing the total number of deaths since opening to 13. In response, signs saying \"See Tracks? Think Train\" were added at locations of recent deaths along the Blue Line and Green Line (which, as of October 2018, has killed six people since its operation began in June 2014)."}
+{"text":"On April 10, 2018, a male bicyclist was struck and killed, making it the 14th death on the line. He was later identified as 39-year-old Colin Brougham of Minneapolis."}
+{"text":"On September 2, 2019, a male bicyclist was struck and killed at the E. 35th St intersection, making it the 15th death for the line's history."}
+{"text":"Additionally, there has been concern over violent assaults, robberies, and disorderly conduct that occurs on the station platforms while people wait for the trains. There was a murder by stabbing at the Lake Street\/Midtown station in December 2014. Aggravated assaults, which involve the use of a weapon to cause serious injury, continued to increase through 2019 including another murder by stabbing at the Lake Street\/Midtown station in October 2017. In January 2020, the Met Council approved $1.3 million in spending to install new 360-degree 4K resolution cameras on all Metro Transit light rail cars by the end of 2020."}
+{"text":"In the early hours of January 23, 2020, a man was stabbed by another man during an altercation inside a northbound train car that had just left the Mall of America station. When the train arrived at the 28th Avenue Station in Bloomington, the suspect was arrested and the victim was taken to a local hospital, where he later died."}
+{"text":"The Airport Line (formerly the R1 Airport) is a route of the SEPTA Regional Rail commuter rail system in Philadelphia, Pennsylvania, which officially runs between Philadelphia International Airport through Center City to Temple University station. In practice, however, only a few trains originate or terminate at Temple; most are through routed with lines to the north, primarily the Warminster Line, with some through-routed trains originating and terminating at Glenside."}
+{"text":"The line between Center City and the airport runs seven days a week from 5:00 AM to midnight with trains every 30 minutes. The trip length from Suburban Station to the airport is 19 to 24 minutes. The line is fully grade-separated in the normal service, but one crossing between Temple University and Glenside is present at Rices Mill Road in Glenside."}
+{"text":"While geographically on the former Pennsylvania Railroad side of the Regional Rail System, the route consists of new construction, a reconstructed industrial branch of the former Pennsylvania Railroad, and a shared Conrail (formerly Reading Company) freight branch. The Airport Line opened on April 28, 1985, as SEPTA R1, providing service from Center City to Philadelphia International Airport. By its twentieth anniversary in 2005, the line had carried over 20 million passengers to and from the airport. The line splits from Amtrak's Northeast Corridor north of Darby and passes over it via a flying junction. West of the airport, the line breaks from the old right-of-way and a new bridge carries it over I-95 and into the airport terminals between the baggage claim (arrivals) and the check-in counters (departures)."}
+{"text":"The line stops at four stations which are directly connected to each airport terminal by escalators and elevators which rise one level to the walkways between the arrival and departure areas. All airport stations feature high-level platforms to make it easier to board and alight from the train with luggage. Some stations can be accessed directly from the arrivals concourse by crossing Commercial Vehicles Road. The line ends between Terminals E and F at their combined station."}
+{"text":", most weekday Airport Line trains are through routed with the Warminster Line and alternate between terminating in Glenside and Warminster. Most weekend trains either continue on to Warminster or terminate at Temple University."}
+{"text":"The Airport Line makes the following station stops, after leaving the Center City Commuter Connection."}
+{"text":"Infill stations were planned from the beginning of service, two of which were on the Airport Line proper: one at 70th Street, the other one at 84th Street. The latter station was opened in 1997 as Eastwick, while 70th Street was never built, and has since disappeared from maps. Additionally, University City station (proposed as \"Civic Center\", now Penn Medicine station) opened in April 1995 to serve all R1, R2 and R3 trains passing it. All these stations appeared on 1984 SEPTA informational maps, the first ones to show the Center City Commuter Connection and the Airport Line."}
+{"text":"SEPTA activated positive train control on the Airport Line on October 10, 2016."}
+{"text":"Between FY 2008-FY 2018 annual ridership on the Airport Line peaked at 2,457,743 during FY 2015, but fell to 1,902,127 by FY 2018."}
+{"text":"AirTrain is a fully automated people mover at San Francisco International Airport (SFO) that opened on February 24, 2003. It operates 24 hours a day on two separate lines, covering a total of . The service is free of charge, funded by a $20 \"airport fee\" charged by rental car companies. The system is located outside of the sterile area of each terminal, meaning passengers must exit and re-enter through a security checkpoint when using AirTrain to travel between terminals."}
+{"text":"AirTrain operates on two lines\u2014Red Line and Blue Line\u2014both of which run every minutes. The Red Line travels in a clockwise loop, beginning with Garage G station and ending with Garage A station, which takes about 9 minutes to complete. The Blue Line travels in a counterclockwise loop, serving the same stations in reverse order, and also proceeding to West Field Road, the Rental Car Center, and long-term parking, which takes 25 minutes for a round trip."}
+{"text":"A $15 million infill station was constructed to serve the Grand Hyatt at SFO, a new airport hotel. The hotel opened on October 7, 2019."}
+{"text":"From 2003 to 2021, AirTrain did not provide access to SFO's long-term parking garage and lots; instead, passengers had to take a free airport shuttle bus between the airport terminals and the long-term parking areas. The former end of the track past the Rental Car Center station was only about away from the airport's long-term parking garage; an extension to the garage began service in May 2021, replacing the shuttle buses. The extension is estimated to eliminate previously driven by the shuttle buses each year."}
+{"text":"The AirTrain stations at the International Terminal are located one level above ticketing, at both ends of the main hall. Stations at Terminals 1, 2, and 3 are located on level 5 of the domestic parking garage and can be accessed from mezzanine-level skybridges located near security checkpoints B, D, and F. The Garage A and G stations are accessible from level 7 of each garage. The long-term parking station is connected by a skybridge to level 5 of the long-term parking garage."}
+{"text":"The AirTrain system was built by Bombardier Transportation at a cost of US $430 million and is composed of 38 Innovia APM 100 cars coupled in trains of up to three cars. The APM 100 cars can also be found at airports in Tampa, Denver, Atlanta, Seattle-Tacoma, Houston, and Madrid. They are operated automatically under Bombardier's Cityflo 650 CBTC (communications-based train control) signaling technology, making it one of the first radio-based train control systems to enter service."}
+{"text":"The entire AirTrain fleet is accessible and allows rented baggage carts on board."}
+{"text":"The Airport Development Plan from 2016 forecasts that ridership on the two lines will be over capacity in the future (42% and 87% over capacity on the Red and Blue Lines respectively) and recommends upgrades that would increase capacity. Specific upgrades include acquiring 30 additional AirTrain cars, upgrading existing stations to accommodate 4-car trains, and upgrading the maintenance facility to accommodate additional vehicles."}
+{"text":"The Blue Line is a planned light rail line for connecting Austin\u2013Bergstrom International Airport with the downtown Austin, Texas area in the United States. It is still in the planning stages as a part of Capital Metro's Project Connect. It is estimated to begin revenue service as early as 2028."}
+{"text":"Austin's 2013 East Riverside Corridor Plan called for high-capacity transit to be installed along East Riverside Drive. This became part of the original Blue Line, which failed to find support in 2014 and was shelved. The Gold Line was formed from a segment of this original proposal, and is expected to be built as a separate bus rapid transit line."}
+{"text":"In 2018, Capital Metro announced a new long-range planning project entitled Project Connect that outlines several major transit corridors consisting of commuter rail, light rail, and bus rapid transit. The Blue Line corridor will include a transit pathway for a light rail or bus rapid transit line running on the west side of Downtown Austin to Austin\u2013Bergstrom International Airport in southeast Austin. The line was included as part of the Project Connect referendum during the 2020 United States presidential election."}
+{"text":"South to north, from Austin\u2013Bergstrom International Airport to the North Lamar Transit Center."}
+{"text":"The MIA Mover is an automated people mover (APM) system which opened at the Miami International Airport (MIA) in metropolitan Miami, Florida, United States on September 9, 2011. The MIA Mover is designed to quickly transport landside passengers between Miami International Airport's Main Terminal and the Miami Intermodal Center (MIC). The MIA Mover is one of three separate automated people movers operating at the airport. The others are the Skytrain, which operates within Concourse D, and the MIA e Train people mover connecting Concourse E's satellite building."}
+{"text":"In 2007, construction of a people mover instead of an extension of the existing Metrorail system to the airport became the preferred option for local authorities to provide greater connectivity to the airport terminals (Metrorail will connect at Miami Airport Station). On March 2, 2009, ground was officially broken for the project. Projected to transport 48,000 daily visitors by 2020, the MIA Mover construction utilized design-build methods and was paid for from a combination of revenue from the Miami-Dade Aviation Department\u2019s Capital Improvement Program and the Florida Department of Transportation (FDOT)."}
+{"text":"In May 2012, MIA Mover suffered a minor derailment, and a breakdown in July 2017 required riders to walk along the tracks escorted by fire fighters."}
+{"text":"Costing an estimated $259 million to complete, the link travels east from the MIA Station, to Central Boulevard and finally to NW 21st Street, where it curves north into the MIC Station. The ride lasts approximately three minutes. The concrete guideways are generally elevated an average of above grade and are supported by concrete piers every . The vehicles used are Mitsubishi Heavy Industries Crystal Movers (The same model also operates on the Skytrain in Concourse D)."}
+{"text":"The MIA Mover has two stations: the MIC Station and the MIA Station."}
+{"text":"The MIC Station is the eastern terminus of the line located on the fourth floor of the MIC. The station contains direct access to the MIC's rental car center and Miami Airport Station where connections can be made to Metrorail, Tri-Rail, buses and taxicabs. The station is being constructed by FDOT."}
+{"text":"The MIA Station is the western terminus of the line located on the third floor of the main terminal building between the Flamingo and Dolphin Parking Garages. Constructed by MDAD, a storage and maintenance facility for the APM vehicles is located beneath the MIA Station."}
+{"text":"The Gold Line is a rapid transit line in the MARTA rail system. It operates between Doraville and Airport stations, running through Doraville, Chamblee, Brookhaven, Atlanta, East Point and College Park."}
+{"text":"The Gold Line was previously called the Northeast-South Line until MARTA switched to a color-based naming system in October 2009. The North-South Line, from its launch, was considered one line, denoted with an orange color on old system maps until 2006 when the North Branch and the Northeast branch were redesignated as the North-South Line (the current Red Line) and the Northeast-South Line (the current Gold Line). Technically, with the 2009 designation change, there is no longer a mention of the color orange for the line. Using the Five Points station as a reference point, the Northeast Line was designated for trips headed to Doraville, and the South Line was designated for trips headed to the Airport."}
+{"text":"Now known as the Gold Line, it shares trackage with its counterpart, the Red Line, between Airport and just north of the Lindbergh Center."}
+{"text":"The Gold Line runs above ground, at-grade and below ground in various portions of its route. It begins at the northeastern terminus, Doraville station in Doraville. The nonrevenue tracks extend northeastward from the station north of I-285. It then goes southwestward paralleling Peachtree Road in DeKalb County. Upon entering Atlanta in Buckhead, it crosses \"over\" the Red Line in the median of GA 400 before joining the Red Line, going southwest paralleling I-85. It turns south through Midtown and enters downtown Atlanta, where it meets the Blue and Green Lines at Five Points station. Leaving downtown, the Gold Line continues south, paralleling Lee Street and Main Street into East Point and College Park before reaching its terminus at the Airport station."}
+{"text":"When the color-based name change was proposed, it was the Yellow Line at first. However, in February 2010, the name was revised to Gold in order to address a concern among the Asian-American residents along the rail corridor. The section of the Gold Line that is not shared by the Red Line has a significant number of Asian-American residents, to whom the term \"yellow\" is considered derogatory. Despite the color name change, interestingly many MARTA system maps denoted the Gold Line with the yellow color still until 2017."}
+{"text":"The Blue Line is a rapid transit line of the Washington Metro system, consisting of 27 stations in Fairfax County, Alexandria and Arlington, Virginia; the District of Columbia; and Prince George's County, Maryland, United States. The Blue Line runs from Franconia\u2013Springfield to Largo Town Center. The line shares tracks with the Orange Line for 13 stations, the Silver Line for 18, and the Yellow Line for six. Only three stations are exclusive to the Blue Line."}
+{"text":"All Blue Line service has been suspended between February 13, 2021 and May 23, 2021 due to platform reconstruction at and . Shuttle buses are provided to the closed stations."}
+{"text":"With the formation of WMATA in October 1966, planning of the system shifted from federal hands to a regional body with representatives of the District, Maryland and Virginia. Congressional route approval was no longer a key consideration. Instead, routes had to serve each local suburban jurisdiction to assure that they would approve bond referenda to finance the system."}
+{"text":"The Virginia portion of the Blue Line took much of its present form along the Richmond, Fredericksburg and Potomac Railroad right-of-way to Colchester, as construction along existing right-of-way is the least expensive way to build into the suburbs. A surface-level section of the Blue Line that parallels Virginia State Route 110 where passing Arlington National Cemetery and traveling between The Pentagon and Rosslyn replaced a section of the closed Rosslyn Connecting Railroad, a subsidiary of the Pennsylvania Railroad. The railroad's predecessor, the Washington Southern Railway, constructed the section in 1896 within the grade of the old disused Alexandria Canal."}
+{"text":"Service on the Blue Line began on July 1, 1977, on 18 stations between National Airport in Arlington and Stadium-Armory in Washington \u2013 the first link of the Metro to Virginia. The line was extended by three stations to Addison Road on November 22, 1980. Service south of National Airport began on June 15, 1991 when Van Dorn Street opened. The original plan for the line was completed when this link was extended to Franconia\u2013Springfield on June 29, 1997. Two new stations in Maryland \u2013 Morgan Boulevard and Largo Town Center \u2013 opened on December 18, 2004."}
+{"text":"From its opening on November 20, 1978, until December 11, 1979, the Orange Line was co-aligned with the Blue Line from National Airport to Stadium-Armory, with the Orange Line continuing east from Stadium-Armory to New Carrollton. Beginning December 1, 1979, the Orange Line diverged westward from Rosslyn to Ballston. The Blue and Orange Lines remain co-aligned from Rosslyn to Stadium-Armory and the Silver Line is co-signed along the same route as well."}
+{"text":"The Blue Line was originally planned to follow a slightly different route. The plan would have sent Blue Line trains to Huntington, with Yellow Line trains serving Franconia\u2013Springfield. This was changed due to a shortage of rail cars at the time of the completion of the line to Huntington. Because fewer rail cars were required to operate Yellow Line service than would be required to run Blue Line service out to Huntington \u2013 due to the Yellow Line's shorter route \u2013 the line designations were switched. From 1999 to 2008, the Blue Line operated to Huntington on July 4, as part of Metro's special Independence Day service pattern."}
+{"text":"The ARS had the Blue Line end at Addison Road. However, sports fans continually argued for a extension to the Capital Centre sports arena in Largo, Maryland. On February 27, 1997, the WMATA board approved construction of the extension. By the time the extension opened in 2004, professional basketball and hockey had relocated to a new arena atop the Gallery Place Station and the Capital Centre was replaced with a shopping mall. However, the extension still drew considerable sport spectator traffic because it is within walking distance of the FedExField football stadium. The extension cost $456\u00a0million."}
+{"text":"In 1998, Congress changed the name of the Washington National Airport to the Ronald Reagan Washington National Airport with the law specifying that no money be spent to implement the name change. As a result, WMATA did not change the name of the National Airport Station (which never included the full name of the airport). In response to repeated inquiries from Republican congressmen that the station be renamed, WMATA stated that stations are renamed only at the request of the local jurisdiction. Because both Arlington County and the District of Columbia were controlled by Democrats, the name change was blocked. Not until 2001 did Congress make changing the station's name a condition of further federal funding."}
+{"text":"In May 2018, Metro announced an extensive renovation of platforms at twenty stations across the system. To accommodate these platform reconstructions, Blue and Yellow Lines south of Ronald Reagan Washington National Airport would be closed from May to September 2019, in what would be the longest line closure in Metro's history. All trains terminated at Ronald Reagan Airport as a result."}
+{"text":"From March 26, 2020 until June 28, 2020, trains were bypassing , , , , , and stations due to the 2020 coronavirus pandemic. All stations (except Arlington Cemetery) reopened beginning on June 28, 2020. Arlington Cemetery station was later reopened on August 23, 2020."}
+{"text":"Beginning on November 27, 2020 until March 14, 2021, Blue Line trains began serving and stations during most weekends due to Metro modernizing the signal system at Alexandria Rail Yard causing both and Van Dorn Street stations to be closed. Additionally, trains operated to Huntington between December 20, 2020 and January 3, 2021 due to a full closure at Alexandria Rail Yard. Metro choose to do a full shutdown instead of single tracking because completing the same work with weekend single tracking could more than double the time for completion, while providing severely limited rail service with waits up to 36 minutes between trains. However work was completed three weeks earlier."}
+{"text":"On December 14, 2020, WMATA announced that Blue Line service will be suspended between February 13 to May 23, 2021 in order to rebuild the platforms at both and . Additional Yellow Line trains will operate between and while Silver Line trains will serve in part of the Blue Line."}
+{"text":"In terms of WMATA's internal route designations, the Blue Line service travels along the entirety of the J Route (from the terminus at Franconia-Springfield to the C & J junction just south of King Street), part of the C Route (from the C & J junction just south of King Street to Metro Center), part of the D Route (from Metro Center to the D & G Junction just east of Stadium-Armory) and the entire G Route (from the D & G junction past Stadium-Armory to the terminus at Largo Town Center). The Blue Line needs 23 six-car trains (138 rail cars) to run at peak capacity."}
+{"text":"On June 18, 2012, Metro initiated its \"Rush+\" service plan, which had been under consideration for some time. This plan was intended to clear congestion at Rosslyn Station, where the Blue and Orange lines meet and ultimately prepare the tracks to accommodate the Silver Line. Under the plan, Blue Line trains continued on the usual route but some Yellow Line trains originated at Franconia\u2013Springfield and were routed over the Fenwick Bridge to Greenbelt. During rush hour there were fewer Blue Line trains on the tracks which could mean potentially increased wait times for regular Blue Line customers. Furthermore, some Orange Line trains were routed to Largo Town Center until the Silver Line opened in 2014."}
+{"text":"In addition, a transportation planning group has proposed an extension of the Blue Line that would reach Potomac Mills in Prince William County."}
+{"text":"The following stations are along the line, from southwest to east:"}
+{"text":"The K Line (known as the Crenshaw\/LAX Line during planning) is an under-construction light rail line that will run through southwest Los Angeles, in a north to south direction. It will connect the Crenshaw neighborhood and Leimert Park to the City of Inglewood and Los Angeles International Airport (LAX). When completed, the line will be a part of the Los Angeles County Metro Rail System and operate in an L shaped pattern along the current C Line between Norwalk and Aviation\/LAX then on the new infrastructure to Expo\/Crenshaw."}
+{"text":"The project is being built by Los Angeles County Metropolitan Transportation Authority (Metro). The project has been given high priority by Metro in its long-range plan; it has funding set aside in Measure R. The Final EIR was certified on September 22, 2011. The Federal Transit Administration (FTA) gave its approval to build the $1.766\u00a0billion light rail line in January 2012."}
+{"text":"Metro began pre-construction in July 2012, and a Notice to Proceed was issued by Metro in September 2013. An official ground-breaking ceremony for the project was held on January 21, 2014. Heavy construction began in June 2014 and initial revenue service was projected to begin by mid-2020. , the line is behind schedule but is 98% completed. Revenue service is now expected in November 2022."}
+{"text":"The Metro Crenshaw\/LAX Line project is an 8.5-mile light rail (LRT) route, starting at the Expo\/Crenshaw station on the E Line and connecting at a wye to the existing C Line just to the west of Aviation\/LAX station. The initial segment includes eight stations; an infill station, Aviation\/96th Street station, will be built later to accommodate a planned people mover system at LAX."}
+{"text":"The northern half of the route follows Crenshaw Boulevard from Exposition Boulevard down to 67th Street. The southern half of the route utilizes the Harbor Subdivision Right-Of-Way (ROW) from Crenshaw Boulevard to the Green Line just west of Imperial\/Aviation."}
+{"text":"At its northern terminus, Metro has decided not to directly connect the Crenshaw Line track to the at-grade E Line track. Such a connection would have allowed the Crenshaw Line to interline with the E Line and terminate in Downtown Los Angeles. However, Metro argues that this is not operationally feasible (three lines would share tracks on Flower Street leading into Downtown, putting the tracks above their maximum capacity, leading to delays), and is therefore not worth the cost. Instead, its northern terminus will be an underground subway station at Expo\/Crenshaw, built to enable a planned northern extension to the D Line and the Hollywood\/Highland station on the B Line in Hollywood."}
+{"text":"The project will include nine new Metro stations, including an infill station that will not open until several years after the rest of the line:"}
+{"text":"The question of how the new segment would be integrated into the Metro Rail system was the subject of some controversy in 2018 as completion of the project seemed looming. Early proposals had suggested that a new line would operate between Expo\/Crenshaw station in the north and Aviation\/Century station in the south or possibly extend to Redondo Beach station once the stations west of Aviation\/LAX station could accommodate 3-car trains, with the stretch southwest of the wye continuing to be served by the C Line as well. An additional service would have connected Norwalk station to the new Aviation\/Century station and planned LAX\/Metro Transit Center, as well as the LAX Automated People Mover."}
+{"text":"Los Angeles Railway Line 5 yellow streetcars served Crenshaw and Florence Boulevards until 1955 when the service was replaced with buses."}
+{"text":"Extending the Green Line to LAX was an early goal of Los Angeles transit planners. Studies in 1984 and 1988 outlined a route from the junction near Aviation\/Century and running to the northeast, similar to later plans for the second section of the Sepulveda Pass Transit Corridor."}
+{"text":"The line was planned following the Los Angeles riots of 1992 as a way to better serve transit-dependent residents in the corridor while at the same time providing stimulus for positive economic growth in the South Los Angeles region. It was championed by State Senator Diane Watson and County Supervisor Yvonne Brathwaite Burke, both representing portions of the corridor."}
+{"text":"In 1993 and 1994, a Major Investment Study (MIS) was initiated. At that time, the project was referred to as the Crenshaw\u2013Prairie Corridor. A route refinement study followed in 1999\u20132000 to improve the shelf life and to narrow down the number of alternatives. An architectural design and planning visioning was performed by the University of Southern California school of Architecture in 1996. A new Major Investment Study (MIS) was completed in 2003. From 2007 through 2009, Metro conducted a draft environmental review of the line, taking public input and analyzing the environmental impacts and benefits of various alternatives. In December 2009, the Metro Board approved the Draft Environmental Impact Report and chose a \"Locally Preferred Alternative\"."}
+{"text":"This alternative, which included the preferred mode and route, became the subject of a final environmental study, resulting in a Final Environmental Impact Report. This final study was completed in May 2011. Local community leaders, neighborhood councils, Los Angeles County Supervisors Yvonne Burke and Mark Ridley-Thomas, as well as U.S. Representative Diane Watson continued to express enthusiastic support for the proposed light rail line. In a letter to Metro dated November 5, 2007, Watson wrote:"}
+{"text":"Having advocated strenuously for a light rail 'spur line' to carry passengers from the Wilshire Corridor down the Crenshaw Corridor and, ultimately, to LAX for 25 years now, I am delighted to offer continued encouragement, advocacy and feedback for a Metro study (to)\u2026avoid aggravating (the) Leimert Park traffic bottleneck, Coliseum to Vernon;\u2026Wilshire\/La Brea station connection to Westside Corridor line, avoiding hydrogen sulfide;\u2026fully consider (the) below-grade option. (Comment ID 116-125 in the cited link)"}
+{"text":"The route was designated as the K Line by November 2019."}
+{"text":"In April 2020, Metro announced that the completion date for the project would be pushed to no earlier than May 2021 due to construction issues. The support structures for bridges and tunnels had concrete plinths that were incorrectly installed, requiring extensive repairs to sections where tracks had already been installed."}
+{"text":"The Draft Environmental Impact Report (DEIR) describes several alternatives, as well as \"Design Options\" (optional features with additional cost). Many other alignments were considered previously, but eliminated due to lack of feasibility or benefit."}
+{"text":"The following table summarizes key characteristics of each alternative:"}
+{"text":"The route had several segments under consideration for grade-separations. The LRT Baseline (DEIR) included a minimal set of grade separations: the design options specified additional grade separations. The locally preferred alternative (LPA) adopted by the Metro Board included the LRT Baseline plus some additional grade separations (e.g. Design Options 1, 2 and 4). Other grade separations were also still under consideration. All grade separations are subject to the Metro Grade Crossing Policy."}
+{"text":"The following table describes the Crenshaw Corridor's route, divided into segments with potential grade-separations:"}
+{"text":"Metro staff studied and ranked 16 potential sites for the required maintenance facility. Through several rounds of screening, all but five were eliminated."}
+{"text":"In March 2011, a Supplemental DEIS\/R was released to the public, specifically related to the maintenance facility. This study was completed due to changes to capacity requirements of the Crenshaw Line. Three of the screened sites were carried forward into this study, and one new site was added. The four site options studied in the Supplemental DEIS\/R (from north to south) are:"}
+{"text":"Following the public comment period in April 2011, staff recommended adoption of the Arbor Vitae\/Bellanca site, since it had no public objections and all environmental impacts could be mitigated."}
+{"text":"In 2010, Supervisor Mark Ridley-Thomas requested study of a tunnel through Park Mesa Heights on Crenshaw Boulevard between 48th and 59th Streets. Metro staff studied the option and recommended against it. Staff concluded the option offers minimal benefit but high cost. The additional cost for the tunnel would be $219\u00a0million, or $167\u00a0million with Slauson station removed. Instead that section of the line will be at-grade level."}
+{"text":"In May 2011, Supervisor Ridley-Thomas asked the Metro Board to vote on a motion requiring construction of both the tunnel and the subway station in Leimert Park Plaza (Crenshaw\/Vernon). The Board voted to include an underground station at Leimert Park and approved the station only under the condition that the entire project can be completed within its original budget."}
+{"text":"In May 2013, the Metro Board voted 10-1 to officially include an underground station at Leimert Park (Crenshaw\/Vernon, at Crenshaw Blvd and 43rd Place), and another at-grade station at Hindry Ave (Florence\/Hindry), in the Crenshaw\/LAX Line project."}
+{"text":"In 2014, Metro approved the planning and scoping of an infill station at 96th and Aviation, which would connect to the proposed LAX Train automated people mover system to the airport terminals.<\/ref> The station would be less than half a mile north of the under construction Aviation\/Century station, and would serve as Metro Rail's main gateway to the airport itself, while the Aviation\/Century station would serve destinations along the busy Century Boulevard corridor. The proposed station would be served by Green Line trains as well as trains along the new Crenshaw\/LAX Line."}
+{"text":"In December 2009, the Metro Board selected a Locally Preferred Alternative (LPA), and in 2010 Metro conducted the Final Environmental Study for this alternative. This alternative included the LRT Baseline alignment, plus Design Options 1, 2 and 4. At this time, Metro also authorized further study of the remaining design options."}
+{"text":"In selecting this alternative, Metro staff eliminated the BRT (bus rapid transit) alternative, stating that it was too slow to provide much benefit, and that it generally lacked public support."}
+{"text":"Metro staff also concluded that the northernmost portion of the Crenshaw Corridor between Exposition and Wilshire was too expensive to include in the project if implemented as light-rail. Thus, study and implementation of that segment was deferred, to be considered separately in the future as a northern extension (\"Phase 2\") of the Crenshaw Line (see section below)."}
+{"text":"Metro estimated the light-rail line will initially have a daily ridership between 13,000 and 16,000, would cost $1.3\u00a0billion - $1.8\u00a0billion (in 2008 dollars), would take five years to complete construction, and would generate 7,800 construction jobs over this period."}
+{"text":"Measure R assumes a project cost of $1.470\u00a0billion (2008). Its sales tax revenues will provide up to $1.207\u00a0billion (82% of the budgeted cost). The remaining $263\u00a0million is expected to come from local funding. The Crenshaw Corridor project did not seek state or federal funding. The LPA (including Design Options 1, 2 and 4) was estimated to cost $1.306\u00a0billion, which was within budget. If Metro were to include the remaining three design options, the cost would rise to $1.766\u00a0billion, exceeding the Measure R project cost by nearly $300\u00a0million, requiring cost deferments."}
+{"text":"In October 2010, the Federal government of the United States awarded the Crenshaw Corridor a $546\u00a0million loan, to be paid back by Measure R tax revenue. The loan allowed pre-construction for the project to begin in summer 2012. The final Crenshaw\/LAX Transit Corridor budget was $1.763\u00a0billion, as it included most of the design options. At that time, project completion was expected in 2019. Ultimately, the LPA, with the addition of Design Option 6 and the underground Leimert Park station, is budgeted at $1.766\u00a0billion."}
+{"text":"The original plans for the Crenshaw Corridor project connected Wilshire Blvd to LAX. However, during environmental review, Metro determined that if LRT were selected as the preferred mode, the cost for the entire route would exceed the project budget. In December 2009, the Metro Board selected LRT as the preferred mode; as a result, the part of the corridor north of Exposition Boulevard was deferred until funds become available. This segment can be considered a \"Phase 2\" extension of the original line. Any Phase 2 extension would be expected to connect to the portion of the D Line currently under construction as part of the Purple Line Extension project, as well as to the B Line."}
+{"text":"In May 2009, Metro released a report on the feasibility of an extension north to Wilshire Boulevard. It first screened two routes\u2014one to Wilshire\/La Brea, and another to Wilshire\/Crenshaw. Through this screening, staff concluded that Wilshire\/La Brea station would be more cost-effective and more compatible with land uses and plans along its route. Specifically, the report cited the following advantages of the La Brea route over the Crenshaw route:"}
+{"text":"In October 2010, the Metro Board voted to eliminate the Wilshire\/Crenshaw station from the Purple Line Subway Extension project, for similar reasons."}
+{"text":"The 3.5-mile Wilshire\/La Brea route heads north on Crenshaw to Venice, west on Venice to San Vicente, continuing northwest on San Vicente to La Brea, and then north on La Brea to Wilshire. It has three possible stations: Crenshaw\/Adams (optional), Pico\/San Vicente, and Wilshire\/La Brea."}
+{"text":"The feasibility report also allowed for two possible branches\/extensions along La Brea Ave, Fairfax Ave, La Cienega Blvd or San Vicente Blvd heading north of Wilshire into West Hollywood and\/or Hollywood."}
+{"text":"In November 2010, Metro staff produced an initial review of the feasibility of studying a new transit corridor to connect the Crenshaw Corridor to West Hollywood and\/or Hollywood."}
+{"text":"In May 2014, the West Hollywood City Council considered a proposal by Councilmembers John Heilman and Jeffrey Prang to engage a lobbyist to promote the need for Metro rail services in West Hollywood. The Heilman\/Prang proposal notes that \u201cformer Los Angeles Mayor Antonio Villaraigosa assured West Hollywood representatives that West Hollywood would be \u2018next in line\u2019.\u201d In 2015, the West Hollywood City Council launched the West Hollywood Advocates for Metro Rail (WHAM) as part of a campaign to win grassroots support for a Metro rail extension into the city."}
+{"text":"In September 2016, in a letter to West Hollywood City Councilmember Lindsey Horvath, Metro CEO Phil Washington outlined several steps Metro is taking to make the Crenshaw\/LAX northern extension \u201cshovel ready\u201d should county voters approve Measure M, a countywide ballot measure adding new transit projects and expediting others previously approved under Measure R."}
+{"text":"The final design of the first phase (the original project line south of Exposition Blvd to LAX) would determine how the Phase 2 project could or would connect to Phase 1. The original locally preferred alternative (LPA) for the Crenshaw\/LAX Line from the draft environmental impact study (Draft EIS\/EIR) specified an at-grade station at the Phase 1 Expo\/Crenshaw terminus, with the Leimert Park tunnel ending several blocks south of that, near 39th Street. If Phase 1 had been built per the LPA, then Phase 2 would have require the building of a new tunnel with a connection near 39th Street. This would have required the north end of the Leimert Park tunnel to be outfitted with knockout panels to allow for the possible future extension north."}
+{"text":"Metro also studied \"Design Option 6\" for Phase 1, which would extend the Leimert Park tunnel north to the line's northern terminus at Exposition, with an underground station at Crenshaw\/Exposition. This design option was selected so that Phase 2 can connect to Phase 1 directly at the Crenshaw\/Exposition station's tunnels. This design option increased the cost of the original Phase 1 project by $236\u00a0million."}
+{"text":"The Silver Line is a rapid transit line of the Washington Metro system, consisting of 28 operational stations and an additional six under construction. The line runs in Fairfax County and Arlington County, Virginia, the District of Columbia, and Prince George's County, Maryland, United States. The Silver Line currently runs from in Virginia to in Maryland. Five stations are shared with the Orange Line alone, thirteen with both the Orange and Blue lines from to , and five stations with the Blue Line alone to both lines' eastern terminus at Largo Town Center. Only five operating stations, which began service on July 26, 2014, and the six stations under construction are exclusive to the Silver Line."}
+{"text":"The portion of the Silver Line between its split from the Orange Line and Wiehle\u2013Reston East station is in Fairfax County, Virginia and was constructed as Phase 1 of the Dulles Corridor Metrorail Project. Phase 2 expands the line another to Ashburn in Loudoun County, via Washington Dulles International Airport, adding six stations to the line. Construction of Phase 2 began in 2014; its opening is expected in early 2022. The $6.8\u00a0billion project is Metro's largest expansion by route mileage since its inception in 1976."}
+{"text":"In 1995, the Virginia General Assembly authorized the Commonwealth Transportation Board (CTB) to provide for \"additional improvements to the Dulles Toll Road and Dulles Access Road corridor including, but not limited to, mass transit, including rail and capacity-enhancing treatments from surplus net revenues of the Dulles Toll Road\"."}
+{"text":"In 1998, Raytheon engineers and constructors proposed to build and operate a Dulles Corridor Bus Rapid Transit (BRT) system. In January 1999, the Tysons-Dulles Corridor Group (which included Bechtel Corporation and West*Group) offered a competing BRT proposal that would ultimately extend the rail line to Ashburn. These proposals prompted the Virginia Department of Transportation (VDOT) to evaluate the merits of BRT and heavy rail public transit in the corridor."}
+{"text":"In February 2005, the CTB approved a 50 cent increase in the Dulles Toll Road toll rates, effective May 22, 2005, and \"reaffirm[ed] that no less than 85% of existing surplus Dulles Toll Road net revenues shall be dedicated for mass transit and rail in the [Dulles] Corrdor\" and provided \"that all additional toll revenue generated from the May 22, 2005 toll adjustment shall be dedicated to the [Metrorail] Project.\" Between July 1, 2003, and November 1, 2008, when the toll road was transferred to MWAA, over $138\u00a0million in net surplus toll revenue (together with accumulated interest) was provided to MWAA for the Silver Line project."}
+{"text":"As a result of the surcharge increases, the toll in 2012 will be $2.25, or 16 cents per mile. The toll increase proposal drew 221 public comments and opponents outnumbered supporters by about 3 to 1. However, as the cost estimate grew from $5.25\u00a0billion to $6.8\u00a0billion, no final decisions have been reached to address the projected shortfall."}
+{"text":"After allegations that the design contractor had inflated costs for the tunnel in order to avoid sharing the job with an outside tunneling contractor, the long tunnel concept was revived in April 2006. The allegations led to calls for an outside cost estimate to determine more realistic tunnel costs. On May 15, 2006, Virginia Transportation Secretary Pierce R. Homer announced the creation of an advisory panel headed by the American Society of Civil Engineers. The panel had about two months to evaluate options for completing the line through Tysons, with the results presented to the state on July 27, 2006 and published on July 31, 2006."}
+{"text":"On September 6, 2006, Virginia Governor Tim Kaine announced his decision in favor of an elevated track through Tysons. In his statement, Kaine said he believed a tunnel would be the best option, but decided against it, citing a fear of losing federal funding for the project."}
+{"text":"Shortly after Governor Kaine's decision, the Greater McLean Chamber of Commerce formed a coalition of tunnel supporters, called Tysons Tunnel, Inc. and put forth a technical proposal to help revive consideration of building a tunnel through Tysons. The Virginia Department of Rail and Public Transportation hired an independent consultant to assess the coalition's proposal. However, the consultant's report\u00a0\u2013 sent to Secretary Homer on March 7, 2007 stated that \"[t]here is a significant risk that the project cost of a Large Bore Tunnel would not meet the Federal Transit Administration's cost-effectiveness ratio criteria, which could compromise federal funding for the project\"."}
+{"text":"On November 26, 2007, Tysons Tunnel, Inc. filed a lawsuit against the United States Department of Transportation and the Federal Transit Administration (FTA) in the Eastern District of Virginia challenging the denial of their petition to reopen and consider additional evidence regarding the benefits of a tunnel over the aerial option. Gary Baise, the Republican challenger to Gerry Connolly's Fairfax County Board of Supervisors Chairmanship, represented Tysons Tunnel. By 2010, Tysons Tunnel, Inc. ceased operations."}
+{"text":"On April 30, 2008, the FTA reversed the earlier decision and approved the above-ground project, saying that it met standards for cost efficiency, construction and ridership, moving it closer to receiving the $900\u00a0million in federal funding. Officials told \"The Washington Post\" that the project would move into the final design stage. The FTA approved funding for the project on December 4, 2008."}
+{"text":"On March 10, 2009, U.S. Transportation Secretary Ray LaHood signed the formal agreement that awarded the $900\u00a0million promised by the federal government for construction of the Silver Line, with major construction expected to begin in several weeks. Utility relocation work started at Tysons in mid-2008."}
+{"text":"MWAA planned to award a separate design-build contract for Phase II. The Phase II contract was awarded in May 2013 and the projected completion date was to be in 2018. However, it was later extended to 2020 or 2021."}
+{"text":"Although construction was planned to begin in 2005, the delays in approval of funding pushed back the start date. To facilitate Silver Line construction, responsibility for the project was transferred on November 1, 2008, from the Virginia Department of Transportation (VDOT) to the MWAA. Utility relocation work began in 2008, and construction began on March 12, 2009."}
+{"text":"The extension runs in its own right-of-way on a route similar to that of the Dulles Access Road, running both at grade and via aerial structures. The only significant diversions from the access road route are for the stops in Tysons and at Dulles International Airport, where the Metro is currently planned to alternate between subway and elevated track to maintain the exclusive right-of-way."}
+{"text":"Service on Phase I of the Silver Line opened on July 26, 2014 between and Largo Town Center, with five new stations being added to the existing network west of East Falls Church. The full line to Ashburn, including a station at Dulles International Airport, was at the time expected to be completed in 2018."}
+{"text":"One lane of southbound Virginia Route 123 in Tysons was closed for a two-year period, starting on February 22, 2010, for construction of the McLean Metro station. The distance impacted was two blocks, from Scotts Crossing Road to the Capital Beltway."}
+{"text":"When the Orange Line was originally constructed in 1977, foundations for the bridges to carry the Silver Line over I-66 to the median of the Dulles Access Road were built up to ground level. These foundations included steel piles that were driven into the ground and capped with concrete. However, detailed records for these original foundations were lost. As a result, engineers asked for the foundations to be inspected by digging around them to determine the condition of each pile under the concrete foundation caps."}
+{"text":"Some of the foundations are located in confined spots adjacent to I-66 and the electrified third rail of the Orange Line, making access difficult. Dulles Transit Partners offered to inspect seven foundations that were easily accessible, but the FTA insisted that all foundations be tested. Dulles Transit Partners and MWAA agreed to test all foundations before the bridge piers were built upon them. This required the portion of the Orange Line between the West Falls Church and East Falls Church Metro stations to be taken out of service on weekends while the tests were conducted. All foundations were acceptable and the bridge construction proceeded using the existing foundations."}
+{"text":"There has been controversy over the contract between the MWAA and Dulles Transit Partners, which consists of Bechtel and Washington Group International. The $2.7\u00a0billion project was originally awarded by VDOT under the Virginia Public-Private Partnership Act, rather than by using conventional competitive bidding based upon a detailed specification. As a result, the contractor is allowed to both design and build the project with no upper cap on its cost. Problems could arise from the arrangement where MWAA is supervising the design and construction but ultimately WMATA must operate the Silver Line. The contract provides for price escalation of $3\u00a0million to $6\u00a0million a month for delays. VDOT transferred the contract to MWAA when MWAA took over the project in November 2008."}
+{"text":"The original schedule planned for revenue service to begin in 2013. The contractor reported to MWAA on February 7, 2014, that construction was complete. MWAA had fifteen days to review the documentation and decide whether it agreed, but on February 24 they announced that the contractor had failed to meet seven of twelve criteria outlined in the contract."}
+{"text":"On March 19, 2014, MWAA announced additional delays in the project due to public address speakers and a communications cable that did not meet code and did not offer a new completion date. They hoped to turn it over to WMATA by April 9, 2014. WMATA requires an additional 90 days for testing and training. The system then underwent 90 days of testing and staff training. This suggested, at the time, that the line could open as early as July 4, 2014. On May 27, 2014, WMATA was handed over control of the line, with service to begin \"within 90 days\". Finally, on June 24, 2014, it was revealed that the official opening date for the first five stations had been set for July 26."}
+{"text":"After a set of speeches and announcements prior to opening, which were televised on local cable television station News Channel 8, and attended by the Governor of Virginia, Terry McAuliffe, Metro General Manager Richard Sarles, the entire Metro Board of directors, District of Columbia Mayor Vincent C. Gray, and other regional politicians, a ribbon cutting took place at , and shortly after noon on July 26, 2014, the five new stations were opened for passenger service."}
+{"text":"Although the Silver Line attracted riders, its average weekday boarding was 17,100 during its first year of operations instead of the projected 25,000 riders."}
+{"text":"In 2003, predating Booth's attempt, WMATA released a professionally designed graphic that displayed the Silver Line on an unofficial map that resembled the current version, but with thin lines. The interplay between Metro's unofficial proposal and those of other designers received attention in a number of press outlets. A poster displaying a map of similar design has been hanging in DC Councilman Jack Evans' office for a number of years, but received scant attention until 2008. Wyman, one of the original designers of the map, was confirmed as the layout specialist who would be redesigning the map by \"The Washington Post\" on June 4, 2011."}
+{"text":"A thick-line version of the map, released as part of Metro's Rush Plus plan, showed the Silver Line spurring off the Orange Line between the Ballston and stations in a northwesterly direction, with five unlabeled stops (the Phase 1 stations). The final map released for the Silver Line's Phase 1 opening features the stations shared by the three lines as normal stations, with the dots signifying stations located on the colored line in the center and small white stubs extending from the center dots into the adjoining colored lines."}
+{"text":"While construction of Phase 1 to Wiehle\u2013Reston East was under way, the funding and planning of Phase 2 through Dulles Airport continued. This included the adoption of a special taxing district by the Town of Herndon and a public planning forum. Early cost estimates for Phase 2 had been $2.75\u00a0billion; however, a group of consultants increased the estimate in 2010 from $3.44\u00a0billion to $4.1\u00a0billion."}
+{"text":"The extension of the Silver Line to Dulles and Loudoun County was in jeopardy until July 3, 2012, when the Loudoun County Board of Supervisors voted 5 to 4 to extend the line to Dulles Airport and into the county. On April 25, 2013, the Phase II contract was issued at a cost of $1.177\u00a0billion. On August 20, 2014, the United States Department of Transportation announced that Phase II would be funded with a $1.28\u00a0billion Transportation Infrastructure Financial Innovation Act (TIFIA) loan. This delivers part of an approximately $1.87\u00a0billion combined commitment of TIFIA loans for Phase II, which represents the largest TIFIA assistance for a single project in the program's history."}
+{"text":"Cracks were discovered in some concrete support girders in July 2015, causing work to be temporarily halted. By July 2016, 30% of the Phase II project had been completed. The contractors reported that significant progress was made with regard to the structure of the line. By March 2017, completion of Phase II construction had reached 56% with work on the rail yard at Dulles Airport reaching 46%, 76% of deck spans being poured, and all aerial guideway girders over the Dulles Access Road near Saarinen Circle being set in place. MWAA reported that crews would soon begin installation of pedestrian bridges at the five stations under construction in the median of the Dulles Access Road and the Dulles Greenway."}
+{"text":"Despite these controversies, progress of the extension's construction steadily approached completion throughout the rest of the year, reaching 78% in June, 86% in September and 92% by January 2019. A month later, it was deemed that the extension would be ready for testing that would last for several months, starting with two recently retired 5000 series railcars towed by a diesel to clean the third rail while it is disabled, before energizing it to allow for more dynamic train testing. Despite reports of trouble that prevented early test trains from going so far, testing eventually continued throughout the expansion and into Dulles Airport in March. The following month, progress of construction reached 95%."}
+{"text":"By early February 2020, it was reported that construction was 98% complete. However, by the end of March 2020, while determining a budget for the 2020-2021 fiscal year (and having taken the impact of the COVID-19 pandemic into consideration), Metro re-evaluated the timetable for the second phase's launch and anticipated it would be ready for service on April 1, 2021."}
+{"text":"From March 26, 2020 until June 28, 2020, trains were bypassing , , , , , , , , and stations due to the local impact of the coronavirus pandemic in the Washington D.C. area. All stations reopened on June 28, 2020."}
+{"text":"In September 2020, the Metro Office of Inspector General (OIG) reported that more cracks were discovered in five of the six new stations on the second phase and wants the concrete panels to be replaced before the WMATA Board accepts responsibility and opens the new extension. In light of ongoing issues, as well as budget cuts resulting from declining ridership caused by the COVID-19 pandemic, Metro pushed back the opening of the Phase 2 extension first to July 2021, and on December 15, 2020 to Fall of 2021."}
+{"text":"On December 14, 2020, WMATA announced that Blue Line service will be suspended between February 13 to May 23, 2021 in order to rebuild the platforms at both and . Silver Line trains will run in place of the Blue Line every 12 minutes during the weekdays and 15 minutes on weekends while bypassing Addison Road. In early 2021, construction completion of Phase 2 reached 99 percent. As of March 2021, Phase 2 is projected to open to passenger service in early 2022."}
+{"text":"Metro's new 7000-series cars were ordered at a price of $3\u00a0million per car, 64 of which are for Silver Line service. The contract was signed on July 2, 2010 for 428 cars."}
+{"text":"Stations are listed by their approved names."}
+{"text":"A study published in 2013 overseeing a long-term plan for the system included a possible three-station extension of the Silver Line northwest to Leesburg, which is the seat of Loudoun County. The stations from northwest to southeast are VA 7 Bypass, Crosstrail Blvd, and Belmont Ridge. The same study included either adding an infill station between Tysons Corner and McLean, or renaming the former, to allow transfer with a loop line that would parallel the Capital Beltway, named the \"Beltway Line\". This station would be named Beltway and 123."}
+{"text":"In July 1998, TriMet projected the Airport MAX extension to cost $125\u00a0million (equivalent to $ in dollars). Additional costs to purchase train sets and build related infrastructure raised this total to $182.7\u00a0million (equivalent to $ in dollars). Under U.S. federal regulations, the Port of Portland was able to fund only the portion of rail located within its property with approval from the Federal Aviation Administration (FAA). To ensure funding, the Port proposed dividing the project's financing into three parts, which the involved parties agreed to. The Port became responsible for the segment within airport property. The next of track, which ran through Cascade Station, went to private funding. TriMet, Metro, and the City of Portland covered the final along I-205."}
+{"text":"Track installation, which Bechtel contracted to Stacy and Witbeck, started in December 1999. To meet the project's deadline, workers placed of rail per day; tracks from Gateway Transit Center to the bridge over southbound I-205 were laid by July 2000. Hoffman Construction, the company selected by the Port to expand the airport terminal several years prior, built the $8.4\u00a0million Portland International Airport station. Local architecture firm Zimmer Gunsul Frasca (ZGF) designed the station's glass-roofed shelter to complement the airport terminal's then newly built drop-off canopy, which ZGF also designed. Bechtel began end-to-end testing of the power, trains, and signals in March 2001. TriMet took over the project that July to continue system testing and verify scheduling."}
+{"text":"In October 2017, TriMet announced plans to extend the Red Line from Beaverton Transit Center to Fair Complex\/Hillsboro Airport station in Hillsboro. The $206 million \"Better Red\" project will create a one-seat option from Portland International Airport to ten existing stations westbound from Beaverton Transit Center and establish a transit link between the Portland and Hillsboro airports. The ten stations are: , , , , , Willow Creek\/Southwest 185th Avenue Transit Center, , , , and Fair Complex\/Hillsboro Airport. Additionally, TriMet plans to add a second track to existing single-track segments between the Gateway and Parkrose\/Sumner transit centers, and between the and Portland International Airport stations. To accommodate new riders, TriMet will purchase six new light rail vehicles and upgrade the Ruby Junction maintenance facility in Gresham."}
+{"text":"Preliminary design work began in February 2018. The following month, the Hillsboro City Council authorized funds to study the effects of the extension on the existing MAX at-grade crossing at Southwest 185th Avenue. This may pave the way for grade separation in the future. TriMet adopted a locally preferred alternative in April 2019, allowing the agency to submit the plan to the FTA and request funding. On May 29, 2020, the FTA announced $99.99\u00a0million in funding for the project through the Capital Investment Grants program. Final design is expected to be completed in 2021. Construction is targeted to begin that same year and finish by 2024."}
+{"text":"Portland International Airport station temporarily closed from March 29 to August 1, 2020, to make way for demolition and construction work as part of the airport's planned expansion of Concourse B. Initially targeted to reopen between May 30 and August 30, TriMet updated the schedule as a result of flight cancellations caused by the COVID-19 pandemic. The station closed for a second time on August 30 and will remain closed until January 2, 2021. During the closure, shuttle buses will carry riders from Mount Hood Avenue station to the passenger terminal. TriMet is utilizing the closures to prepare for track improvements that will be part of the Better Red project."}
+{"text":"Although much of the Red Line runs along a double-track railway, two segments of the Airport MAX extension are single-tracked. The first segment starts near Gateway Transit Center and ends just north of Northeast Halsey Street. The other segment runs from south of the Northeast Airport Way and Northeast Airport Way Frontage Road intersection to just before the airport terminus. There are plans to add a second track to both segments by 2024 as part of the Better Red project."}
+{"text":"On March\u00a01, 2020, TriMet closed three stations served by the Red and Blue lines in an effort to speed up travel times in downtown Portland. The Mall stations were permanently closed while Kings Hill\/Southwest Salmon Street station will remain closed for a trial period ending March\u00a01, 2021."}
+{"text":"The Orange Line (labeled as the Purple Line on maps prior to 2006) is a light rail line operated by the Dallas Area Rapid Transit system in Dallas, Irving, Richardson and Plano, Texas."}
+{"text":"The line's current northwestern terminus is DFW Airport Station, located inside Dallas\/Fort Worth International Airport. The line proceeds southeast through Irving, providing service to the Irving Convention Center, Las Colinas, and the University of Dallas, before merging with the Green Line north of Bachman Station. The Orange Line shares the rest of its route with existing light rail lines, with stops along the Green Line from Bachman to Victory Station, through downtown Dallas on a corridor shared with the Green Line, Blue Line, and Red Line, and then northward along the Red Line corridor into Richardson and Plano."}
+{"text":"Planned future Orange Line stations include Hidden Ridge Station between Irving Convention Center Station and North Lake College station, a DFW North Station loop, and an eastern extension down Scyene Road to Masters Drive (previously planned as a Green Line expansion)."}
+{"text":"The Orange Line was planned as an extension to the DART Light Rail system at least as early as 2006, when DART's 2030 System Plan described a \"Northwest Corridor\" route with expected revenue service to both Love Field and DFW Airport by 2013."}
+{"text":"On March 12, 2007, the City of Dallas officials and DART made an agreement to make Love Field Station a surface-level facility, concluding a long debate over whether or not to make it an underground station closer to the airport."}
+{"text":"On December 5, 2007, the \"Dallas Morning News\" ran a story reporting that DART President Gary Thomas said a previous cost estimate of $988 million was too low. The new cost estimate for the 14-mile project was $1.8 \u2013 $1.9 billion, he said. The $900 million overrun in costs caused considerable outrage among political leaders in Irving, Texas, the city the line runs through on its way to Dallas\/Fort Worth International Airport. The Irving leaders conducted an inquiry into the cost overruns. Texas State Representative Linda Harper Brown sent an official letter to Mr. Thomas also inquiring about the project's cost overruns."}
+{"text":"In February 2010 DART officials warned that the first two phases of the Orange Line might be delayed due to TXDOT problems along State Highway 114, which the Orange Line route follows. Utility relocation and road construction was expected to delay access to portions of the construction area where the rail line and highway intersect. DART estimated that the delay could push the opening of the Las Colinas extension from December 2011 to August 2012; however, DART also advised that it was determined to keep the original schedule and minimize any delays."}
+{"text":"In June 2010, DART placed new Orange Line construction on indefinite hold due to declining revenue. However, on September 15, 2010, the agency said that due to cost savings and federal funds, the plans for the line have been revived."}
+{"text":"On December 13, 2011, DART awarded a contract to design and build the Orange Line extension from Belt Line Road to DFW Airport, valued at about $150 million, with construction to start in early 2012 and an opening date of August 18, 2014, ahead of schedule."}
+{"text":"The Orange Line started operation on December 6, 2010, with weekday peak service from the Parker Road station to Bachman station on stations shared with DART's Red and Green lines. The first Orange Line-exclusive stations opened with the extension to Irving Convention Center on July 30, 2012, and two more were added on December 3, 2012. The current northwestern terminus, located at Dallas\/Fort Worth International Airport, opened on August 18, 2014. Hidden Ridge Station, which was planned with the rest of the Orange Line but deferred until further development justified its construction, opened to revenue service on April 12, 2021."}
+{"text":"The K Line, scheduled to open in 2021, will be integrated with much of the current C Line, creating two separate lines. The C Line will operate along the current corridor between Willowbrook\/Rosa Parks station and Redondo Beach station, while the K Line will run from Norwalk along the current C Line before turning onto the newly built infrastructure and terminating at Expo\/Crenshaw station."}
+{"text":"The C Line is the fastest light rail line in the Metro rail network, with trains typically operating at on the I-105 freeway portion. When the C Line began service in 1995, it operated with only one-car trains. As ridership increased, two-car trains were then used. Ridership on the C Line has not been as high as the A Line, although it did have a higher ridership than the L Line (Gold) until 2013. Although nearly all of the C Line stations were built to accommodate three-car trains, the C Line has never used trains consisting of more than two cars. The stations west of Aviation\/LAX Station were not built to accommodate three-car trains. The line is also automated while operators control the doors."}
+{"text":"Metro C Line trains run between approximately 3:30\u00a0a.m. and midnight daily, with a scheduled running time of 34 minutes from end to end. Service on Friday and Saturday nights continues until approximately 2:15\u00a0a.m. The C Line runs with one-car trains in the early mornings (3:35 A.M.\u20135:30 A.M.) and late evenings (9:00P.M.\u201312:55 A.M.)."}
+{"text":"Trains on the C Line operate every seven to eight minutes during peak hours Monday through Friday. They operate every 15 minutes during the midday and all day on the weekends, with night service running every 20 minutes."}
+{"text":"The C Line consists of the following 14 stations (from west to east):"}
+{"text":"Various studies have suggested extending the C Line north to LAX, Westchester, Loyola Marymount University, and even Santa Monica. A possible southern extension could take the C Line's southern terminus farther southeast, to the South Bay Galleria or beyond. And on the line's east end, the line may one day be extended from its current terminus at Norwalk station to Norwalk\/Santa Fe Springs station."}
+{"text":"The Crenshaw\/LAX Line project extends from the existing C Line, and the question of how the new segment would be integrated into the Metro Rail system was the subject of some controversy in 2018 as completion of the project loomed. Early proposals had suggested that a new line would operate between Expo\/Crenshaw station in the north and Aviation\/Century in the south, or possibly extend to Redondo Beach station once the stations west of Aviation\/LAX station could accommodate 3-car trains, with the stretch southwest of the wye continuing to be served by the Metro C Line as well. An additional service would have connected Norwalk to the new Aviation\/Century station and planned 96th Street Transit station and the Airport Metro Connector."}
+{"text":"Metro is currently working on the initial environmental study of a corridor extension of the C Line from its Redondo terminus toward the southeast. The Green Line Extension to Torrance would roughly follow the Harbor Subdivision ROW into the South Bay, to the Torrance Regional Transit Center (RTC)."}
+{"text":"Metro and the public are considering two alternatives in the DEIR: an elevated light-rail extension, and an at-grade extension over existing tracks, with vehicle type still to be determined. Study of the South Bay Extension will lead to publication of a Draft Environmental Impact Report (DEIR). The study was expected to be completed in 2011. Project was placed on hold in Spring 2012 due to uncertain funding. With the passage of Measure M in 2016, $619\u00a0million was cited for the Green Line Extension south and the study resumed, which is currently scheduled for release in mid 2020 release. The study area includes the former Harbor Subdivisions right of way. The extension study includes the Redondo Beach station to the Torrance Transit Center, a extension study area."}
+{"text":"According to the LA County Expenditure Plan (Measure M), groundbreaking for the project is currently scheduled for 2026, with expected opening in 2030\u20132033. The timeline is expected to be accelerated under the Twenty-eight by '28 initiative."}
+{"text":"The C Line's eastern terminus suffers from the fact that it stops two miles (3\u00a0km) just short of the heavily used Norwalk\/Santa Fe Springs Metrolink station, where several Metrolink lines operate. Local bus service is provided between the Metrolink station and the C Line terminus, but schedules are not coordinated with the C Line arrivals. While plans exist to close the gap, available Measure M funding allows for operation to start in roughly 2052."}
+{"text":"The C Line is operated out of the Division 22 Yard (Hawthorne Yard) and the Division 16 Yard (Southwestern Yard). These yards stores the fleet used on the C line. Light maintenance is done on the fleet in Division 22 and heavier maintenance is done in Division 16. Division 22 is located between Redondo Beach and Douglas stations. Trains enter the yard via a junction halfway between the two stations. Norwalk-bound trains (Northbound) may enter but there is no exit track to continue North. Redondo Beach-bound trains (Southbound) may enter and exit the Yard to continue south. Division 16 is located on the completed section of the K Line near the future site of Aviation\/96th Street in Westchester."}
+{"text":"At the time the Green Line opened, the line used a fleet of Nippon Sharyo P2020 light rail vehicles, which were very similar to the older Nippon Sharyo P865 vehicles used on the Blue Line. In early 2002, the P2020 fleet was transferred to the Blue Line, and the Green Line received new Siemens P2000 railcars that have been operating on the line ever since. Kinkisharyo P3010 trains are also used. After 19 years, the P2020 briefly returned to the C Line to be retired. Trains are limited to two-car sets due to limitations at some stations along the line."}
+{"text":"The Red Line runs from approximately 3:15\u00a0a.m. to 1:45\u00a0a.m. daily. Trains run approximately every 10 minutes during rush hours and approximately every 15 during all other times. (Service to Cleveland Hopkins International Airport is provided by # 22 Lorain buses between 1:00\u00a0a.m. and 4:00\u00a0a.m.)"}
+{"text":"The Red Line uses a fleet of 60 stainless-steel subway-type cars manufactured by Tokyu Car Corporation and delivered to RTA between 1984 and September 1985. The cars have three sets of doors on each side, one in the center and one at each end adjacent to the operator cab. The cars' exteriors originally had orange and red stripes along the sides, but these stripes were removed when RTA changed to a red, white and blue color scheme. Twenty of the cars are operable in single units, and they are numbered as 181-200. The other 40 cars are operable in pairs, and they are numbered as 301-340."}
+{"text":"The current fleet of Red Line cars underwent an in-house rehabilitation under the direction of former director of rail Michael Couse. The cars were overhauled over the course of five years using federal grant money. Cars received pantographs and controllers, along with rebuilt trucks, traction motors, resistor banks, new flame-retardant flooring, LED lighting, new seat frames, revised interior paneling, and additional open space for improved ADA compliance. The first of the rebuilt cars was unveiled to the public on December 10, 2013."}
+{"text":"When the extension to Hopkins Airport was being built in 1967, a fleet of 20 longer cars was purchased to supplement and replace the Blue Birds. These second generation cars, numbered as 151\u2013170, were long and were built by Pullman-Standard Car Manufacturing Company. The cars, which had a stainless steel exterior with red and white trim and featured interior luggage racks, were promoted as \"Airporters.\" The Airporters supplanted the Blue Birds, except during rush hour when extra cars were needed. In 1970, ten additional Airporters were purchased, numbered as 171\u2013180. With the purchase of the Tokyu cars in 1985, all Airporters and Blue Birds were retired."}
+{"text":"The Red Line is prominently featured in the final scenes of the film \"Proximity\", starring Rob Lowe and James Coburn. The finale involves a hostage on a Red Line train and a gunfight and chase scene through the Tower City station."}
+{"text":"The Red Line is the older and longer line of the MetroLink light rail service in St. Louis, Missouri, United States. It serves 28 stations in Greater St. Louis."}
+{"text":"Transit planning along the Airport\/Central Corridor began as early as 1971, when it was selected as the region's primary target for further study. In 1983, funding was approved to evaluate five mode alternatives, which culminated in a 1984 draft environmental impact statement. After a series of public hearings, the East\u2013West Gateway Coordinating Council, a council composed of the region's local governments, adopted light rail as the preferred mode alternative."}
+{"text":"The project's capital expense budget was $287.7million (equivalent to $ in dollars), which covered design and engineering, procurement, construction, and testing."}
+{"text":"\"From Lambert Airport to Shiloh-Scott (west to east)\""}
+{"text":"Some of these extensions will make the Red Line one of the longest light rail lines in the United States."}
+{"text":"St. Clair County Extension Phase 3 - Shiloh-Scott to MidAmerica Airport: the St. Clair County Extension Phase III will extend to MidAmerica Airport. Although design work for the extension has been completed, funding for construction hasn't been secured. It was originally part of the St. Clair County Extension Phase II project that extended to Shiloh-Scott, but was separated into its own project by the Federal Transit Administration due to projections of low ridership. If this extension had been built, it would have been on this route alone."}
+{"text":"Madison County Corridors - East St. Louis to Alton\/Edwardsville: A study in 2005 was performed to investigate the potential costs, ridership, and impacts of extending Metrolink into Madison County, Illinois. According to the East-West Gateway Council of Governments, there are two recommended alignments for Madison County. Both of the alignments will start from the 5th & Missouri station out of East St Louis in St. Clair County to Granite City, Collinsville, Glen Carbon, Edwardsville, East Alton, Wood River, and Alton in Madison County, Illinois away. The alignments will junction off in Madison, Illinois into two alignments. In order to plan out the two alignments, Metro will have to collaborate with Madison County Transit."}
+{"text":"St. Charles Corridor - Lambert Airport to St. Charles County: Possible plans to expand MetroLink from Lambert Airport northwestward to St. Charles County were abandoned after St. Charles County voters rejected a sales tax in 1996 to fund an extension; subsequently, all MetroBus service was ended. If the extension was funded, the route would have used the Old St. Charles Bridge (now demolished) as a crossing over the Missouri River to the City of St. Charles, St. Peters, and O'Fallon. In the near future, it may be considered a potential alignment to study."}
+{"text":"AirTrain JFK is an elevated people mover system and airport rail link serving John F. Kennedy International Airport (JFK Airport) in New York City. The driverless system operates 24\/7 and consists of three lines and ten stations within the New York City borough of Queens. It connects the airport's terminals with the New York City Subway in Howard Beach, Queens, and with the Long Island Rail Road and the subway in Jamaica, Queens. Bombardier Transportation operates AirTrain JFK under contract to the airport's operator, the Port Authority of New York and New Jersey."}
+{"text":"All passengers entering or exiting at either Jamaica or Howard Beach must pay a $7.75 fare, while passengers traveling within the airport can ride for free. The system was originally projected to carry 4 million annual paying passengers and 8.4 million annual inter-terminal passengers every year. The AirTrain has consistently exceeded these projections since opening. In 2019, the system had over 8.7 million paying passengers and 12.2 million inter-terminal passengers."}
+{"text":"The first proposal for a direct rail link to JFK Airport was made in 1968, when the Metropolitan Transportation Authority (MTA) suggested extending the Long Island Rail Road (LIRR) to the airport as part of the Program for Action, an ambitious transportation expansion program for the New York City area. Ultimately, the rail link was canceled altogether due to the New York City fiscal crisis of 1975. Another proposal, made by the Port Authority of New York and New Jersey in 1987, called for a rail line to connect all of JFK Airport's terminals with a new $500 million transportation center. The Port Authority withdrew its plans in 1990 after airlines objected that they could not fund the proposal."}
+{"text":"The MTA operated the JFK Express, a premium-fare New York City Subway service that connected Midtown Manhattan to the Howard Beach\u2013JFK Airport station, from 1978 to 1990. The route carried subway passengers to the Howard Beach station, where passengers would ride shuttle buses to the airport. The shuttle buses transported passengers between the different airport terminals within JFK's Central Terminal Area, as well as between Howard Beach and the terminals. The JFK Express service was unpopular with passengers because of its high cost, and because the buses often got stuck in traffic."}
+{"text":"By the 1990s, there was demand for a direct link between Midtown Manhattan and JFK Airport, which are apart by road. During rush hour, the travel time from JFK to Manhattan could average up to 80 minutes by bus; during off-peak hours, a New York City taxi could make that journey in 45 minutes, while a bus could cover the same distance in an hour. The Port Authority, foreseeing economic growth for the New York City area and increased air traffic at JFK, began planning for a direct rail link from the airport to Manhattan. In 1991, the Port Authority introduced a Passenger Facility Charge (PFC), a $3 tax on every passenger departing from JFK, which would provide $120 million annually."}
+{"text":"The Port Authority started reviewing blueprints for the JFK rail link in 1992. At the time, it was thought that the link could be partially open within six years. In 1994, the Port Authority set aside $40 million for engineering and marketing of the new line, and created an environmental impact statement (EIS). The project's budget had grown to $2.6 billion by that year. The EIS, conducted by the New York State Department of Transportation and the Federal Aviation Administration (FAA), found the plan to be feasible, though the project attracted opposition from area residents and advocacy groups."}
+{"text":"The Port Authority voted to proceed with the scaled-down system in 1996. Its final environmental impact statement (FEIS) for the JFK people mover, released in 1997, examined eight possibilities. Ultimately, the Port Authority opted for a light rail system with the qualities of a people mover, tentatively called the \"JFK Light Rail System\". It would replace the shuttle buses, running from the airport terminals to either Jamaica or Howard Beach. The FEIS determined that an automated system with frequent headways was the best design. According to \"The New York Times\", in the 30 years between the first proposal and the approval of the light rail system, 21 recommendations for direct rail links to New York-area airports had been canceled."}
+{"text":"In 1999, the RPA published a report in which it recommended the construction of new lines and stations for the New York City Subway. The plan included one service that would travel from Grand Central Terminal to JFK Airport via the JFK Light Rail. Ultimately, the MTA rejected the RPA's proposal."}
+{"text":"The Port Authority could only use the funds from the Passenger Facility Charge to make improvements that exclusively benefited airport passengers. As a result, only the sections linking Jamaica and Howard Beach to JFK Airport were approved and built, since it was expected that airport travelers would be the sole users of the system. The federal government approved the use of PFC funds for the new light rail system in February 1998. Some $200 million of the project's cost was not eligible to be funded from the PFC tax because, according to the FAA, the tax funds could not be used to pay for \"any costs resulting from an over-designed system\", such as fare collection systems."}
+{"text":"Construction of the system began in May 1998. Most of the system was built one span at a time, using cranes mounted on temporary structures that erected new spans as they progressed linearly along the structures. Several sections were built using a balanced cantilever design, where two separate spans were connected to each other using the span-by-span method. The Jamaica branch's location above the median of the busy Van Wyck Expressway, combined with the varying length and curves of the track spans, caused complications during construction. One lane of the Van Wyck had to be closed in each direction during off-peak hours, causing congestion."}
+{"text":"The route ran mostly along existing rights-of-way, but three commercial properties were expropriated and demolished to make way for new infrastructure. Members of the New York City Planning Commission approved the condemnation of several buildings along the route in May 1999 but voiced concerns about the logistics of the project. These concerns included the projected high price of the tickets, ridership demand, and unwieldy transfers at Jamaica."}
+{"text":"The Port Authority predicted that the AirTrain's opening would create 118 jobs at JFK Airport. Service was originally planned to begin on the Howard Beach branch in October 2002, followed by the Jamaica branch in 2003, but was delayed because of several incidents during testing. In July 2002, three workers were injured during an AirTrain derailment, and in September 2002, a train operator died in another derailment. The National Transportation Safety Board's investigation of the second crash found that the train had sped excessively on a curve. As a result, the opening was postponed until June 2003, and then to December 17, 2003, its eventual opening date."}
+{"text":"Southeast Queens residents feared the project could become a boondoggle, as the construction cost of the system had increased to $1.9 billion. Like other Port Authority properties, the AirTrain did not receive subsidies from the state or city for its operating costs. This was one of the reasons cited for the system's relatively high initial $5 fare, which was more than twice the subway's fare at the time of the AirTrain's opening."}
+{"text":"Several projects were developed in anticipation of the AirTrain. By June 2003, a , 16-story building was being planned for Sutphin Boulevard across from the Jamaica station. Other nearby projects built in the preceding five years included the Jamaica Center Mall, Joseph P. Addabbo Federal Building, the Civil Court, and the Food and Drug Administration Laboratory and Offices. After AirTrain JFK began operations, Jamaica saw a boom in commerce. A 15-screen movie theater opened in the area in early 2004, and developers were also planning a 13-floor building in the area. A proposed hotel above the AirTrain terminal was canceled after the September 11, 2001, terrorist attacks."}
+{"text":"In 2004, the city proposed rezoning 40 blocks of Jamaica, centered around the AirTrain station, as a commercial area. The mixed-use \"airport village\" was to consist of of space. According to the RPA, the rezoning was part of a proposal to re-envision Jamaica as a \"regional center\" because of the area's high usage as a transit hub. During the average weekday, 100,000 LIRR riders and 53,000 subway riders traveled to or from Jamaica. In addition, the Port Authority had estimated that the AirTrain JFK would carry 12.4 million passengers a year."}
+{"text":"Plans to extend the AirTrain to Manhattan were examined even before the system's opening. Between September 2003 and April 2004, several agencies, including the MTA and the Port Authority, conducted a feasibility study of the Lower Manhattan\u2013Jamaica\/JFK Transportation Project, which would allow subway or LIRR trains to travel directly from JFK Airport to Manhattan. The study examined forty alternatives, but the project was halted in 2008 before an environmental impact statement could be created."}
+{"text":"On January 4, 2017, the office of New York Governor Andrew Cuomo announced a $7\u201310 billion plan to renovate JFK Airport. As part of the project, the AirTrain JFK would either see lengthened trainsets or a direct track connection to the rest of New York City's transportation system, and a direct connection between the AirTrain, LIRR, and subway would be built at Jamaica station. Shortly after Cuomo's announcement, the Regional Plan Association published an unrelated study for a possible direct rail link between Manhattan and JFK Airport. Yet another study in September 2018, published by the MTA, examined alternatives for an LIRR rail link to JFK as part of a possible restoration of the abandoned Rockaway Beach Branch."}
+{"text":"In July 2017, Cuomo's office began accepting submissions for master plans to renovate the airport. A year later, in October 2018, Cuomo released details of the project, whose cost had grown to $13 billion. The improvements included lengthening AirTrains as well as adding lanes to the Van Wyck Expressway."}
+{"text":"AirTrain JFK connects the airport's terminals and parking areas with the Howard Beach and Jamaica stations. It is located entirely within the New York City borough of Queens. The system consists of three routes: two connecting the terminals with either the Howard Beach or Jamaica stations, and one route looping continuously around the central terminal area. It is operated by Bombardier under contract to the Port Authority."}
+{"text":"The Howard Beach Train route (colored green on the official map) begins and ends at the Howard Beach\u2013JFK Airport station, where there is a direct transfer to the New York City Subway's . It makes an additional stop at Lefferts Boulevard, where passengers can transfer to parking lot shuttle buses; the B15 bus to Brooklyn; and the limited-stop Q10 bus. The segment from Howard Beach to Federal Circle, which is about long, passes over the long-term and employee parking lots."}
+{"text":"The Jamaica Station Train route (colored red on the official map) begins and ends at the Jamaica station, adjacent to the Long Island Rail Road platforms there. The Jamaica station contains a connection to the Sutphin Boulevard\u2013Archer Avenue\u2013JFK Airport station on the New York City Subway's . The AirTrain and LIRR stations contain transfers to the subway, as well as to ground-level bus routes. West of Jamaica, the line travels above the north side of 94th Avenue before curving southward onto the Van Wyck Expressway. The segment from Jamaica to Federal Circle is about long."}
+{"text":"The Howard Beach Train and Jamaica Station Train routes merge at Federal Circle for car rental companies and shuttle buses to hotels and the airport's cargo areas. South of Federal Circle, the routes share track for and enter a tunnel before the tracks separate in two directions for the terminal loop. Both routes continue counterclockwise around the loop, stopping at Terminals 1, 2, 4, 5, 7, and 8 in that order. Connections to the Q3, Q10, and B15 local buses are available at Terminal 5. The travel time from either Jamaica or Howard Beach to the JFK terminals is about eight minutes."}
+{"text":"The Airline Terminals Train (colored gold on the official map), an airport terminal circulator, serves the terminals. It makes a continuous clockwise loop around the terminals, operating in the opposite direction to the Howard Beach Train and Jamaica Station Train routes. The terminal-area loop is long."}
+{"text":"Trains to and from Jamaica and Howard Beach were originally planned to run every two minutes during peak hours, with alternate trains traveling to each branch. The final environmental impact statement projected that trains in the central terminal area would run every ninety seconds. By 2014 actual frequencies were much lower: each branch was served by one train every seven to 12 minutes during peak hours. Trains arrived every 10 to 15 minutes on each branch during weekdays; every 15 to 20 minutes during late nights; and every 16 minutes during weekends."}
+{"text":"All AirTrain JFK stations contain elevators and are compliant with the Americans with Disabilities Act of 1990 (ADA). Each platform is long and can fit up to four cars. The stations include air conditioning, as well as platform screen doors to protect passengers and to allow the unmanned trains to operate safely. Each station also contains safety systems such as CCTV cameras, alarms, and emergency contact points, and is staffed by attendants."}
+{"text":"All the stations have island platforms except for Federal Circle, which has a bi-level split platform layout. The Jamaica and Howard Beach stations are designed as \"gateway stations\" to give passengers the impression of entering the airport. There are also stations at Lefferts Boulevard, as well as Terminals 1, 2, 4, 5, 7, and 8. Three former terminals, numbered 3, 6, and 9, were respectively served by the stations that are now named Terminals 2, 5, and 8. The four stations outside the Central Terminal Area were originally designated with the letters A\u2013D alongside their names; the letters were later dropped."}
+{"text":"Except for Terminal 4, all stations in the airport are freestanding structures, and most are connected to their respective terminal buildings by an aerial walkway. Access to Terminal 2 requires passengers to use crosswalks at street level, while the Terminal 4 station is located inside the terminal building itself."}
+{"text":"The AirTrain has a total route length of . The system consists of of single-track guideway viaducts and of double-track guideway viaducts. AirTrain JFK is mostly elevated, though there are short segments that run underground or at ground level. The elevated sections were built with precast single and dual guideway spans, while the underground sections used cut-and-cover, and the ground-level sections used concrete ties and ballast trackbeds. The single guideway viaducts carry one track each and are wide, while the double guideway viaducts carry two tracks each and are wide. Columns support the precast concrete elevated sections at intervals of up to . The elevated structures use seismic isolation bearings and soundproof barriers to protect from small earthquakes as well as prevent noise pollution."}
+{"text":"The AirTrain runs on steel tracks that are continuously welded across all joints except at the terminals; the guideway viaducts are also continuously joined. Trains use double crossovers at the Jamaica and Howard Beach terminals in order to switch to the track going in the opposite direction. There are also crossover switches north and south of Federal Circle, counterclockwise from Terminal 8, and clockwise from Terminal 1."}
+{"text":"The tracks are set at a gauge of . This enables possible future conversion to LIRR or subway use, or a possible connection to LIRR or subway tracks for a one-trip ride into Manhattan, since these systems use the same track gauge. AirTrain's current rolling stock, or train cars, are not able to use either LIRR or subway tracks due to the cars' inadequate structural strength and the different methods of propulsion used on each system. In particular, the linear induction motor system that propels the AirTrain vehicles is incompatible with the traction motor manual-propulsion system used by LIRR and subway rolling stock. If a one-seat ride is ever implemented, a hybrid-use vehicle would be needed to operate on both subway\/LIRR and AirTrain tracks."}
+{"text":"There are seven electrical substations. The redundancy allows trains to operate even if there are power outages at one substation. Since there are no emergency exits between stations, a control tower can automatically guide the train to its next stop in case of an emergency."}
+{"text":"AirTrain JFK is free to use for travel within the terminal area, as well as at the Lefferts Boulevard station, which is located next to the long-term parking, and at the Federal Circle station, where there are car-rental shuttle buses and transfers to and from the airport hotels. Passengers entering or leaving the system only via the Jamaica or Howard Beach stations must pay using MetroCard."}
+{"text":"AirTrain accepts pay-per-ride MetroCards for $7.75 for transiting through either the Jamaica or Howard Beach gates. The MetroCards are preloaded with monetary value and $7.75 is deducted for each use. Cash and other forms of payment are not accepted. A $1 fee is charged for any new MetroCards."}
+{"text":"In addition, two types of AirTrain JFK MetroCards can be purchased from vending machines at Jamaica and Howard Beach. The 30-Day AirTrain JFK MetroCard costs $40 and can be used for unlimited rides on the AirTrain for 30 days after first use. The AirTrain JFK 10-Trip MetroCard costs $25 and can be used for ten trips on the AirTrain within 31 days from first use. Both cards are only accepted on the AirTrain, and one trip is deducted for each use of the 10-Trip MetroCard. Other types of unlimited MetroCards are not accepted on the AirTrain."}
+{"text":"Transferring to the Q3, Q10, or B15 buses from Terminal 5, or to the subway at Howard Beach and Jamaica, requires an additional $2.75 fare, since the MTA does not offer free transfers from the AirTrain. Passengers pay a total of $10.50 if they transfer between the AirTrain and MTA subways or buses at either Howard Beach or Jamaica. Patrons transferring from the AirTrain to a Penn Station-bound LIRR train at Jamaica pay $18.50 during peak hours, or $12.25 during weekends, using the railroad's CityTicket program."}
+{"text":"The fare to enter or exit at Howard Beach and Jamaica was originally $5, though preliminary plans included a discounted fare of $2 for airport and airline employees. The original proposal also called for fare-free travel between airport terminals, a recommendation that was ultimately implemented. In June 2019, the Port Authority proposed raising AirTrain JFK's fare to $7.75, and the fare increase was approved that September. The new fares took effect on November 1, 2019, representing the first fare raise in the system's history."}
+{"text":"AirTrain JFK uses Bombardier Transportation's Innovia Metro rolling stock and technology. Similar systems are used on the SkyTrain in Vancouver, Line 3 Scarborough in Toronto, and the Kelana Jaya Line in Kuala Lumpur. The computerized trains are fully automated and use a communications-based train control system with moving block signals to dynamically determine the locations of the trains. AirTrain JFK is a wholly driverless system, and it uses SelTrac train-signaling technology manufactured by Thales Group. Trains are operated from and maintained at a train yard between Lefferts Boulevard and Federal Circle, atop a former employee parking lot. The system originally used pre-recorded announcements by New York City traffic reporter Bernie Wagenblast, a longtime employee of the Port Authority."}
+{"text":"The 32 individual, non-articulated Mark II vehicles operating on the line draw power from a 750 V DC top-running third rail. A linear induction motor pushes magnetically against an aluminum strip in the center of the track. The vehicles also have steerable trucks that can navigate sharp curves and steep grades, as well as align precisely with the platform doors at the stations. The cars can run at up to , and they can operate on trackage with a minimum railway curve radius of ."}
+{"text":"Each car is long and wide, which is similar to the dimensions of rolling stock used on the New York City Subway's B Division. Trains can run in either direction and can consist of between one and four cars. The cars contain two pairs of doors on each side, with each door opening being wide. An individual car has 26 seats and can carry up to 97 passengers with luggage, or 205 without luggage. Because most passengers carry luggage, the actual operating capacity is between 75 and 78 passengers per car."}
+{"text":"When AirTrain JFK was being planned, it was expected that 11,000 passengers per day would pay to ride the system between the airport and either Howard Beach or Jamaica, and that 23,000 more daily passengers would use the AirTrain to travel between terminals. This would amount to about 4 million paying passengers and 8.4 million in-airport passengers per year. According to the FEIS, the system could accommodate over 3,000 daily riders from Manhattan, and its opening would result in approximately 75,000 fewer vehicle miles ( kilometers) being driven each day."}
+{"text":"During the first month of service, an average of 15,000 passengers rode the system each day. Though this figure was less than the expected daily ridership of 34,000, the AirTrain JFK had become the second-busiest airport transportation system in the United States. Within its first six months, AirTrain JFK had transported one million riders."}
+{"text":"The AirTrain's ridership has risen each year since its opening. A \"New York Times\" article in 2009 observed that one possible factor in the AirTrain's increasing ridership was the $7.75 fare for AirTrain and subway, which was cheaper than the $52 taxi ride between Manhattan and JFK. In 2019, there were 8.7 million passengers who paid to travel between JFK Airport and either Howard Beach or Jamaica. This represents an increase of more than 300 percent from the 2.6 million riders who paid during the first full year of operation, 2004. An additional 12.2 million people are estimated to have ridden the AirTrain for free in 2019, placing total annual ridership at 20.9 million."}
+{"text":"The South Shore Line is an electrically powered interurban commuter rail line operated by the Northern Indiana Commuter Transportation District (NICTD) between Millennium Station in downtown Chicago and the South Bend International Airport in South Bend, Indiana, United States. The name refers to both the physical line and the service operated over that route. The line was built in 1901\u20131908 by predecessors of the Chicago South Shore and South Bend Railroad, which continues to operate freight service. Passenger operation was assumed by the NICTD in 1989. The South Shore Line is one of the last surviving interurban trains in the United States."}
+{"text":"The public Monday-Friday timetable shows 20 eastbound trains operating; 18 of those operate out of Millennium Station. Of those, five terminate at Adam Benjamin Metro Center in Gary, seven at South Bend Airport, and 10 at Carroll Avenue station in Michigan City. Two daily trains begin at Carroll Avenue and continue to South Bend Airport."}
+{"text":"Westbound, 16 trains operate, with seven originating in South Bend (including one rush-hour express to Millennium Station) and nine originating at Carroll Avenue. Of these, 14 terminate at Millennium Station, while two run from South Bend to Carroll Avenue."}
+{"text":"The South Shore Line was constructed between 1901 and 1908 by the Chicago and Indiana Air Line Railway (reorganized as the Chicago, Lake Shore and South Bend Railway [CLS&SB] in 1904). Revenue service between Michigan City and South Bend began on July 1, 1908. The CLS&SB leased the Kensington and Eastern Railroad on April 4, 1909, giving it access to Chicago. That year the full line to Kensington on the Illinois Central was completed, and beginning on June 2, 1912, the electric cars were coupled to IC steam locomotives and run to downtown Chicago."}
+{"text":"The power system was changed from 6600 volts AC to 1500 volts DC on July 28, 1926, allowing trains to operate directly to the Illinois Central Railroad's Randolph Street Terminal (now Millennium Station) without an engine change. Trains began running to Randolph Street on August 29. That same year, the original line between East Chicago and Indiana Harbor was abandoned."}
+{"text":"The Chicago South Shore and South Bend turned a profit during World War II due to the industrial nature of Northern Indiana. However, highway competition and suburban growth led to ridership declines. By the 1950s all interurban lines were seeing a decline in rail travel as automobile use increased. On September 16, 1956, a street running section in East Chicago was removed with the building of a new alignment alongside the Indiana Toll Road. A truncation to west of downtown South Bend removed street trackage in that city from July 1, 1970."}
+{"text":"The Chesapeake and Ohio Railway acquired the CSS&SB on January 3, 1967 and continued the operation of passenger services. The Chicago South Shore and South Bend was one of six railroads with long-distance passenger services to decline joining Amtrak in 1971 and in 1976, they asked the Interstate Commerce Commission (ICC) to abandon passenger service. The ICC gave the state of Indiana a chance to reply and subsequently, the Northern Indiana Commuter Transportation District (NICTD) was formed in 1977 to subsidize service."}
+{"text":"In the late 1980s, the Chicago South Shore and South Bend went bankrupt and on December 29, 1989, passenger service was assumed by NICTD. In December 1990, the track was sold to NICTD and freight service was taken over by the new Chicago South Shore and South Bend Railroad, a subsidiary of short line operator Anacostia & Pacific. On November 21, 1992, the line's South Bend terminus moved from the Amtrak station to the airport. On July 5, 1994, NICTD closed the Ambridge, Kemil Road, Willard Avenue, LaLumiere, Rolling Prairie, and New Carlisle flag stops. A seventh station, Dune Acres, closed around the same time once parking was expanded at nearby Dune Park."}
+{"text":"The railroad began a three-year project in 2009 to replace all catenary on its line between Michigan City and Gary, some of which was nearly 90 years old. The project cost $18 million, and caused service disruptions on weekends while new wires were strung."}
+{"text":"The Chicago Region Environmental and Transportation Efficiency Program (CREATE), replaced a bridge on the South Shore Line across 130th Street, Torrence Avenue, and Norfolk Southern tracks in the Hegewisch neighborhood of Chicago as a part of a four-year project lasting from 2011 to 2015. The 2,350 ton bridge would be put in place in August 2012."}
+{"text":"In 2015 NICTD began an express service between South Bend and Chicago. Targeted at business travelers, the train makes just two intermediate stops: Dune Park and East Chicago. The total scheduled travel time is 1 hour 55 minutes, more than thirty minutes faster than existing services."}
+{"text":"In July 2020 during the COVID-19 pandemic, NICTD implemented \"mask optional cars\" for riders choosing not to wear masks, as Indiana did not have a statewide mask mandate. This has received controversial reception, as it does not help slow down the spread of the coronavirus disease, and the \"mask optional\" car is also the only car with bike racks. On November 14, 2020, the \"mask optional cars\" were discontinued, requiring all passengers to wear a mask."}
+{"text":"Departing South Bend Airport, the South Shore Line heads south alongside Bendix Drive, then west along Westmoor Street, before connecting with the tracks that ran to its former terminus. Between that point and Hudson Lake, Indiana, the South Shore Line runs parallel to Norfolk Southern's Chicago Line, also used by Amtrak's \"Lake Shore Limited\" and\" Capitol Limited\", on the north side of the tracks. Just before Hudson Lake, the line crosses from St. Joseph County into LaPorte County and enters the Central Time Zone."}
+{"text":"The line is quadruple tracked along the section shared with the Metra Electric line from Millennium Station to Kensington\/115th Street, double-tracked from Kensington\/115th Street to east of Gary Metro Center. From there it is single-tracked with passing sidings to South Bend Airport, save for a stretch of double track around Ogden Dunes and the yard at Michigan City. On January 7, 2021, an agreement was announced between the Federal Transit Administration and the Northern Indiana Commuter Transportation District to double-track an additional between Gary and Michigan City at an estimated total cost of $491 million, including improvements to grade crossings and upgrades to five stations."}
+{"text":"The South Shore Line operates with a fleet of 82 rail cars built between 1982 and 2009 by Nippon Sharyo. The fleet consists of 58 single-level self-propelled cars, 10 single-level unpowered trailers, and 14 bilevel self-propelled cars. The single level fleet's design shares commonalities with MARC's locomotive-hauled MARC II fleet, which were also built by Nippon Sharyo. An additional 26 cars are planned to be acquired, replacing those to be transferred to West Lake Corridor services."}
+{"text":"Pullman-Standard and the Standard Steel Car Company delivered electric multiple units to the CSS&SB between 1926 and 1929. Many were lengthened in the 1940s and 1950s."}
+{"text":"Since 2005, there has been an ongoing debate pertaining to plans to relocate trackage off the streets of Michigan City. In July 2009, NICTD announced its intention to relocate the Michigan City track south of its current location in order to smooth out the curves, cut down the number of grade crossings, increase speed and reduce maintenance costs. The plan also calls for the replacement of both current stations with a single new station located a block west of the current 11th Street boarding location (between Franklin and Washington streets) with a modern, high-level platform and parking lot. The plan would require a demolition of residential and retail buildings currently located on the south side of 11th Street."}
+{"text":"At a legislative hearing in October 2008, NICTD officials said they would drop further study of a Munster-to-Valparaiso route, and begin study of a Gary\u2013Valparaiso route. At the hearing, NICTD officials said the projected cost of $673 million for the Munster-to-Valparaiso route as well as low projected ridership would have made it ineligible for federal funding and opted to study the Gary-to-Valparaiso route instead. The Gary-to-Valparaiso route would utilize the partially abandoned former Pennsylvania Railroad line. NICTD officials contend the shorter length of a Gary-to-Valparaiso run and the chance to use existing tracks there may make it a lower-cost alternative to the Munster-to-Valparaiso route."}
+{"text":"In the 1980s and 1990s, there was some discussion about the possibility of extending the line from South Bend east to Elkhart County, Indiana. In 1988, Elkhart, Indiana mayor James Perron pushed for the government to look into making long-term plans for an extension into his city. It is analogous of Metra Electric Line extension to Kankakee."}
+{"text":"NICTD planned to apply for federal funding for a preliminary engineering study and environmental survey of a Hammond-to-Lowell leg in 2009. , that leg had a projected price tag of $551 million. , the cost has increased to $665 million. NICTD was awarded funding in the spring of 2020 and the line broke ground in October 2020. The project is estimated to open to revenue service in 2025."}
+{"text":"The new line will run through Munster to Dyer, with a possible later extension to St. John, and trains will run as shuttles between Hammond and Dyer during off-peak hours. The alignment of the new branch leaves the old CSS&SB main immediately before the current Hammond station. Hence, the NICTD has decided to build a new station in Hammond to serve both branches."}
+{"text":"The line operates over the tracks of the Metra Electric Line from Millennium Station to Kensington-115th Street. Metra owns the track in this territory. Per a long-standing non-compete clause with Metra, outbound South Shore Line trains to Indiana only stop at Metra Electric stations to receive passengers; inbound trains to Millennium Station only stop at Metra Electric stations to discharge passengers."}
+{"text":"South Shore Line trains make the following station stops:"}
+{"text":"The Pacific Surfliner is a passenger train service serving the communities on the coast of Southern California between San Diego and San Luis Obispo."}
+{"text":"The service carried 2,924,117 passengers during fiscal year 2016, a 3.4% increase from FY2015. Total revenue during FY2016 was $73,020,267, an increase of 3.6% over FY2015. The \"Pacific Surfliner\" is Amtrak's third-busiest service (exceeded in ridership only by the \"Northeast Regional\" and \"Acela Express\"), and the busiest outside the Northeast Corridor."}
+{"text":"Like all regional trains in California, the \"Pacific Surfliner\" is operated by a joint powers authority. The Los Angeles \u2013 San Diego \u2013 San Luis Obispo (LOSSAN) Rail Corridor Agency is governed by a board that includes eleven elected representatives from the six counties the train travels through. LOSSAN contracts with the Orange County Transportation Authority to provide day-to-day management of the service and with contracts with Amtrak to operate the service and maintain the rolling stock (locomotives and passenger cars). The California Department of Transportation (Caltrans) provides the funding to operate the service and also owns most of the rolling stock. The Surfliner coaches, primarily used on the \"Pacific Surfliner\", are named after it."}
+{"text":"The San Luis Obispo-San Diego trip takes approximately 8\u00bd hours with an average speed of ; maximum track speed is . Much of the \"Pacific Surfliner's\" scenic route follows the Pacific coast, with the tracks being less than 100 feet from the ocean in some locations. However, trains travel inland through expansive farmlands in Ventura County and industrial backlots in the Los Angeles Basin, San Fernando Valley, and parts of Orange County."}
+{"text":"The \"Pacific Surfliner\" operates thirteen daily round trips between Los Angeles and San Diego. Five round trips run north of Los Angeles: two to San Luis Obispo, and three to Goleta with Thruway Motorcoach connections to San Luis Obispo. Thruway Motorcoach connections are also available to San Pedro; to Palm Springs and Indio; and to San Jose or Oakland (with connections to \"Capitol Corridor\" trains) via Paso Robles."}
+{"text":"Because the San Luis Obispo and Goleta stations are not designed to turn equipment, and the San Diego Santa Fe Depot requires a time-consuming deadhead movement into a wye located about 16 miles to the north in Miramar, trains are operated in push-pull mode. The locomotive is at the rear of the train, pushing the train from Goleta, San Luis Obispo or San Diego to Los Angeles. At Los Angeles, the train reverses at the station, and the locomotive pulls the train to San Diego or Goleta\/San Luis Obispo, respectively. Run-through tracks are proposed at Union Station in Los Angeles to ease congestion and reduce time spent waiting to enter or depart the station."}
+{"text":"Local agencies along with the host railroads formed the Los Angeles\u2013San Diego-San Luis Obispo Rail Corridor Agency (LOSSAN) in 1989."}
+{"text":"A stop at Old Town Transit Center was added in 2004. Stops at Orange and Laguna Niguel\/Mission Viejo were added in 2007 but dropped in 2012. On October 7, 2013, stops were added at Coaster stations at Carlsbad Village, Carlsbad Poinsettia, Encinitas and Sorrento Valley. The Carlsbad Poinsettia and Encinitas stops were dropped on October 9, 2017 due to low ridership. The Carlsbad Village and Sorrento Valley stops were dropped on October 8, 2018 due to changes with the cross-ticketing arrangement with Coaster."}
+{"text":"A 13th daily round trip was added on October 14, 2019."}
+{"text":"The \"Pacific Surfliner\" runs on track owned by several private railroads and public agencies:"}
+{"text":"The Surfliner cars were introduced in 2000-02, and were designed specifically to handle the demands of the nation's third-busiest rail line. They replaced the California Cars which had been introduced on the then-\"San Diegan\" in 1996, and had been fraught with problems in the latter part of the 1990s."}
+{"text":"A dedicated fleet of 14 Caltrans-owned Siemens Charger locomotives began pre-revenue testing in October 2018 and entered revenue service later that year. The Chargers replaced a fleet of 15 Amtrak-owned EMD F59PHI locomotives (built in 1998), which were sold to Metra on March 2, 2019. Amtrak-owned GE P42DC locomotives (which are also used at other times) were temporarily used as motive power until the Chargers were ready for service. The Surfliner cars and Charger locomotives (and previously the F59PHI locomotives) are painted in a blue and silver livery that is unique to the \"Pacific Surfliner\"."}
+{"text":"Additional Amtrak-owned cars are added (up to 12-car consists) during periods of high demand, including the San Diego Comic-Con, the San Diego County Fair, events at the Del Mar racetrack, and after the 2018 Southern California mudflows closed Highway 101. Amtrak Great Dome car \"Ocean View\" was occasionally used as an additional business class car prior to its retirement in 2019."}
+{"text":"The East Boston Tunnel under Boston Harbor was the first North American subway tunnel to run beneath a body of water when it opened in 1904, and the second underwater vehicular tunnel of significant length built in the United States. The tunnel was constructed using a modified version of the Greathead Shield; of the tunnel is actually under water. The excavation took two-and-a-half years, and cost $3\u00a0million and the lives of four workmen."}
+{"text":"Initially used as a streetcar tunnel, it ran from Maverick Square in East Boston to downtown Boston's Court Street station, with an intermediate stop at Devonshire (now State). Court Street had pedestrian access to Scollay Square station (now Government Center) but transfers to the East Boston Tunnel required an additional fare of 1 cent. In 1906, Atlantic Station (now Aquarium) was opened, with a connection to the Atlantic Avenue Elevated. Court Street proved to be a problematic terminus as its single-track design limited frequent service."}
+{"text":"The Boston Elevated Railway (BERy) began an extension towards Beacon Hill in 1912. This downtown extension was opened to Bowdoin, with an intermediate stop at Scollay Under (now Government Center), on March 18, 1916. Immediately west of the new Bowdoin station platforms, a tight turnaround loop track underground allowed trains to quickly reverse direction for the return trip. The project also included a new portal at Joy Street, which was used by a Central Square\u2013Orient Heights line. The total cost of the extension was $2.3\u00a0million."}
+{"text":"The East Boston Tunnel was originally planned to be operated with high-floor metro rolling stock and connected to the then-planned Cambridge Elevated line. When that plan was dropped in 1903 due to a disagreement between the Boston Transit Commission and the BERy, the stations were built with low platforms. Large bi-loading streetcars (with high floors but capable of loading from low platforms), which incorporated many attributes from metro cars used on the Main Line Elevated, began use in 1905. However, neither these nor the large center-entrance cars introduced in 1917 (which were designed for multiple unit operation) could fully handle the crowds."}
+{"text":"In 1921, the Boston Transit Department (BTD)\u2014the successor to the BTC\u2014began work at Maverick Square to convert the East Boston Tunnel to high-floor metro trains. The next year, the BTD board approved the construction of high-level platforms at the four downtown stations. The Maverick Square incline was replaced with Maverick station, which provided cross-platform transfers between tunnel trains and surface streetcars."}
+{"text":"Over the weekend of April 18\u201321, 1924, the East Boston Tunnel was converted to use the new high-floor trains. The tightly-staged changeover required 1500 men to complete. Temporary wooden platform sections were put in place to allow service to begin on April 21, with the permanent concrete sections completed over the following months. The edges of the original low platforms can still be seen under the high platforms at State and Aquarium. Rather than modify the narrow tunnel, the BERy elected to replace the streetcars with brand-new smaller-than-usual high-platform rapid transit cars which could operate in tight clearances\u2014particularly around the tight loop at Bowdoin. Blue Line cars are thus long, substantially shorter than the Orange Line cars and the Red Line cars."}
+{"text":"From 1952 to 1954, a surface-level extension was constructed along the recently-defunct Boston, Revere Beach and Lynn Railroad, from Maverick to the current terminus at Wonderland. The original trackage had been narrow gauge, but was converted to standard gauge for this Revere Extension of the subway. The first above-ground station on the new extension served Boston's Logan Airport, and was the first American urban transit connection to a commercial airfield. Beyond Maverick, the power feed was changed from third rail to overhead catenary (both at 600 V DC) to reduce the risk of winter ice buildup due to proximity to the ocean."}
+{"text":"The line was officially renamed the East Boston Tunnel & Revere Extension by the MTA in 1952, and designated as \"Route 3\" on system maps. It was renamed as the Blue Line on August 26, 1965, as part of the new MBTA's color-based rebranding. The color blue represented water, as the line passes under Boston Harbor and travels near the coast for much of its length. Until the Silver Line was extended to Logan in 2004-05, the Blue Line was the primary rapid transit connection to the airport."}
+{"text":"On April 21, 2018 the SL3 Silver Line service to Chelsea opened with a connection to the Blue Line at Airport station, providing transfer service to Chelsea, the Seaport District and South Station."}
+{"text":"The first main construction phase of the project began on June 25, 1994, the line was cut back to at all times to permit reconstruction of the outer stations. and were completely rebuilt, while , and were renovated. A simultaneous $8\u00a0million noise reduction program added sound walls at Beachmont and Orient Heights, rubber mats under tracks, and soundproofing of nearby homes. The stations reopened on June 26, 1995. Unlike the other stations, Wood Island was not accessible after the 1994-95 renovation; elevators were not added until 2000."}
+{"text":"was closed from October 14, 2000 until October 29, 2001 for renovations, which were completed in 2003. A relocated station opened on June 3, 2004. An extension renovation of , during which the station remained open, lasted from November 2004 to May 2011."}
+{"text":"Reconstruction of began on October 4, 2005. The project was sufficiently progressed for six-car trains to enter service on September 15, 2008, though the station was not completed until 2009. Orient Heights was closed from March 23 to November 26, 2013 for a complete reconstruction. closed from March 22, 2014 to March 21, 2016 for a complete renovation and accessibility modifications. This left all Blue Line stations accessible except for , which also has an eastbound platform that cannot be modified for six-car trains."}
+{"text":"There is a proposal to extend the Blue Line northward to Lynn, Massachusetts. The land to extend the line was purchased for the initial construction of the Revere Extension, but due to budgetary constraints Wonderland station was designated the northern terminus. Two potential extension routes have been identified. One proposed path would run through marshland alongside the existing Newburyport\/Rockport commuter rail line, on rail lines formerly operated by the Boston and Maine Railroad. An alternative route would extend the line alongside Revere Beach Boulevard through Point of Pines and the Lynnway, along the remainder of the BRB&L right of way. Other alternatives include increased commuter rail or bus service, or connecting the Blue Line to a commuter rail stop near Wonderland via a short connector."}
+{"text":"In 2005, Lieutenant Governor Kerry Healy estimated construction would begin in 2017. Authorization to bond for planning money for the project was included in an April 2008 state bond bill, and $25\u00a0million in federal earmarks have been obtained. A 2004 state bond bill authorized $246.5\u00a0million on the condition of finding 50% non-state matching funds (which presumably would come from the federal government). The Draft Environmental Impact Report was expected to be complete by the end of 2008, but has been delayed as planners focus on meeting the legal deadline for the Green Line extension to Somerville and Medford."}
+{"text":"The Blue Line and Red Line are currently the only MBTA subway rail lines without a direct transfer to each other; passengers must ride one stop on the Green or Orange lines to transfer. The proposed Red\u2013Blue connector would extend the Blue Line west from Bowdoin to an underground platform at Charles\/MGH station, allowing direct transfers to the Red Line."}
+{"text":"An extension of the East Boston Tunnel to Charles Street was considered in a 1924 study of Charles station. A 1926 proposal to convert the Tremont Street subway and connecting streetcar lines into a pair of rapid transit trunk lines called for the East Boston Tunnel to be extended south to Park Street station, with through service running between Maverick Square and Brighton using the Commonwealth Avenue line. (Three potential alignment were considered: one running south from Bowdoin, and two running southwest from a relocated Scollay Under.) Regional transportation plans from the 1940s to the early 1970s focused on suburban extensions, with no downtown extension past Bowdoin."}
+{"text":"The rise of Kendall Square as a major employment center, the coming of the Red Line Northwest Extension, and increased traffic to Logan Airport created demand in the 1970s for a direct connection between the Red and Blue lines. A 1974 state plan again proposed an extension to Park Street, while the 1978 and 1983 Program for Mass Transportation updates called for an extension to Charles\/MGH instead. A 1986 MBTA feasibility study for a Charles\/MGH extension called for a cut-and-cover tunnel beginning west of Bowdoin Street with no changes to Bowdoin station. The project was then estimated to cost $79\u201395\u00a0million (equivalent to $\u2013 million in ). A 1987 cost-effectiveness study estimated 9,030 daily one-way trips over the extension."}
+{"text":"In 1991, the state agreed to built a set of transit projects as part of the settlement of a lawsuit by the Conservation Law Foundation (CLF) over auto emissions from the Big Dig project. Among these projects was A Red Line\u2013Blue Line connector, to be complete by the end of 2011. The 2003\u201307 reconstruction of Charles\/MGH station was designed to accommodate a future Blue Line platform. In 2005, the state replaced the connector with other projects providing equivalent air quality improvements. After a second lawsuit from the CLF, the state agreed in 2006 to complete design of the connector. An Expanded Environmental Notification Form was released in September 2007"}
+{"text":"A 2018 MBTA long-range planning document considered a pedestrian tunnel between the Orange Line platforms at and , which would allow transfers between the Red and Blue lines similar to (though longer than) the Winter Street Concourse between the Green and Orange lines."}
+{"text":"The North\u2013South Rail Link is a proposed MBTA Commuter Rail and Amtrak tunnel which would link North and South Stations, which are currently stub-end terminals. In one of several options, the new tunnel would serve three new stations, two underground near the existing terminals and a third connecting to the Blue Line's existing Aquarium station. Should this link become a reality, it would be possible to transfer from most commuter rail lines to the Blue Line. From Aquarium station, a Blue Line rider could travel north to Airport station within five minutes."}
+{"text":"The MBTA awarded the $174\u00a0million construction contract for the 94 cars in November 2001, with a total program cost of $200\u00a0million. The first deliveries were scheduled for January 2004, but ultimately delayed to 2007 due to manufacturing issues. The first set entered revenue service on February 20, 2008. The first three six-car trains began operating on September 15, 2008; by February 2009, eight of thirteen trainsets used at rush hour were six-car sets. By November 2009, all service was with six-car trains."}
+{"text":"The first generation of high-floor rolling stock on the line were the No. 1 and No. 2 East Boston Rapid Transit cars, which were built by Pullman-Standard in 1923\u20131924 when the line was converted from streetcar operation to rapid transit. These were supplemented by the No. 3 fleet, built in 1951 by St. Louis Car Company, which was acquired for the Revere Extension. Cars in these earlier fleets were numbered in the 0500 series."}
+{"text":"The A Line, officially called the University of Colorado A Line for sponsorship reasons, is a Regional Transportation District (RTD) commuter rail line serving Denver and Aurora, Colorado, operating between Downtown Denver and Denver International Airport (DIA). During planning and construction the A Line was also known as the East Rail Line, which it is now infrequently called. Most locals refer to it as simply the A Line. Despite its official title, the line does not serve the campuses of the University of Colorado."}
+{"text":"Mass transit has been under consideration for the corridor between Downtown Denver and Denver International Airport since the latter was proposed in the 1980s. The project gathered momentum in 1997 when a Major Investment Study was completed for the corridor, encouraging fixed-guideway mass transit (light rail or commuter rail), highway widening and general improvements. The project was approved as part of the FasTracks transit expansion package in November 2004, went through regulatory processes and was approved by the Federal Transit Administration in November 2009. In July 2007, it was decided to use electric instead of diesel propulsion over speed and air pollution concerns."}
+{"text":"RTD designated the line with the letter \u201cA\u201d, denoting service to the airport and Aurora. Groundbreaking for the A Line was held on August 26, 2010. As the second line of RTD\u2019s FasTracks expansion plan, the East Corridor was constructed and operated under the Eagle P3 public\u2013private partnership. The first electric multiple unit railcars were pulled along the route on April 3, 2015, commencing testing and commissioning of the line."}
+{"text":"Revenue service began on April 22, 2016. A software problem in the equipment closing the crossing gates has resulted in the use of traffic guards and frequent delays since the opening, earning the project a slot on Westword's 2016 Colorado Hall of Shame."}
+{"text":"Since the A line's opening in April 2016, it has had a number of operational issues. The main issue is with the crossing gate technology. Crossing arms have been coming down too early and staying down too long, causing traffic backups. Today, RTD is making progress in fixing the crossing gate timing system along the A line. The A line shares crossings with Union Pacific tracks. This adds complexity to the crossing gate programs and technology."}
+{"text":"In June 2018, the FRA approved a plan to remove the flaggers monitoring the crossing gates along the A line. This approval also allows local jurisdictions to submit requests to the FRA to establish \"quiet zones\", removing the need for trains crossing through the gates to blow their horns."}
+{"text":"The A Line route follows and remains within a mile of Interstate 25, Interstate 70, and the airport access highway (Pe\u00f1a Boulevard). The line makes use of a preexisting Union Pacific Railroad right-of-way along the portion of the route from downtown Denver heading east, then deviates to the north along Pe\u00f1a Boulevard in newly created right-of-way. Pe\u00f1a Boulevard was designed with an extra wide median between its inbound and outbound lanes that could have been used for rail transit, though ultimately the East Rail Corridor alignment was offset from the highway right-of-way."}
+{"text":"The Orange Line is a rapid transit line in Chicago, Illinois, operated by the Chicago Transit Authority as part of the Chicago \"L\" system. It is approximately long and runs on elevated and at grade tracks and serves the Southwest Side, running from the Loop to Midway International Airport. As of 2019, an average of 27,230 riders board Orange Line trains on weekdays."}
+{"text":"The Orange Line begins in an open cut at a station on the east side of Midway International Airport. From here, the line rises to an elevated viaduct at 55th Street and continues northeast towards the city on railroad right-of-way. At Lawndale Avenue the line turns east along a CSX right-of-way at 49th Street to a point east of Western Boulevard, then curves north and northwest on embankment structure along CSX right-of-way to Western Boulevard and Pershing Road."}
+{"text":"From here, the line rises on elevated structure again and makes a curve to cross Archer Avenue, the CSX tracks and Western Boulevard before descending onto Illinois Central Railroad Railroad right-of-way immediately east of Western Boulevard. Entering the IC right-of-way, the line again changes from elevated structure to surface level. The line continues on surface level to Ashland Avenue where it crosses a bridge over the South Branch of the Chicago River. At this point, the line enters the joint Illinois Central and Atchison, Topeka and Santa Fe Railroad right-of-way continuing on embankment to Canal Street."}
+{"text":"There the line again transitions to the elevated structure to bridge Canal Street, Cermak Road and the Chicago & Western Indiana Railroad tracks then curves east to run along the south side of 18th Street, crossing over the Red Line and the Rock Island District tracks near Wentworth Avenue, before joining the South Side Elevated at a flying junction between 16th and 17th Streets. The ballasted track ends and the timber deck begins here. Orange Line trains share the tracks with the Green Line operating from this junction to Tower 12 at the southeast corner of the Loop. Orange Line trains operate clockwise around the inner loop - via Van Buren Street, Wells Street, Lake Street and Wabash Avenue - before returning to Midway."}
+{"text":"Along the Orange Line's main route there are seven stations. An eighth station is located at Roosevelt\/Wabash on the South Side Elevated which Orange Line trains share with Green Line trains. A passenger tunnel connects this station with the Roosevelt\/State subway station on the Red Line."}
+{"text":"A downtown superstation was proposed to provide express service from the Loop to O'Hare and Midway, via the Orange and Blue Lines, but the project was cancelled during the excavation process due to significant cost overruns."}
+{"text":"The Orange Line operates between Midway and the Loop weekdays from 3:30\u00a0a.m. to 1:25\u00a0a.m., Saturdays from 4 a.m. to 1:30\u00a0a.m. and Sundays from 4:30\u00a0a.m. to 1:25\u00a0a.m. On weekdays, headways consists of 10tph (trains per hour) during rush hour, 8tph during midday and 5tph at night. Saturday service consists 5-8tph during the day, then 3-4tph during late night hours. Sunday service runs 5tph during the day, then 3-4 tph at night."}
+{"text":"During morning rush hour, several Orange Line trains bound for the Loop continue toward the Brown Line after stopping at Adams\/Wabash station; whereas several Brown Line trains bound for Midway continue as the Orange Line after stopping at Harold Washington Library station."}
+{"text":"The Orange Line is operated with the 2600-series cars. From November 8, 2012 to October 31, 2014, some 2400-series railcars were assigned to the line. From the opening of the route to October 2018, 3200-series railcars were assigned to the line. Trains operate using eight cars during weekday rush hours and four cars during other times on weekdays and all day on weekends except for special events when eight cars may be required. The Orange Line's 2600-series cars are to remain in service on the line until the early 2020s, where they will be replaced by the new 7000-series cars."}
+{"text":"Beginning September 2018, CTA began to transfer the Orange Line's 3200-series cars to the Blue Line. As of October 2018, the 3200-series cars no longer operate on the Orange Line."}
+{"text":"The Orange Line opened for service on October 31, 1993, and was the first all-new service in Chicago since the Dan Ryan Line opened in September 1969 and the first extension to the CTA system since the O'Hare Airport Extension of the Blue Line in September 1984. But its planning dates back to the late 1930s when the City of Chicago proposed a high speed subway extension along Wells-Archer-Cicero between the Loop and 63rd Street and Cicero Avenue near Chicago Midway International Airport (then called Chicago's Municipal Airport). It would be another four decades before Chicago transit planners became serious about providing rapid transit service to this area of the city."}
+{"text":"In 1979, the City began the Southwest Transit Project, which proposed extending the CTA 'L' system to the Southwest Side of Chicago over existing railroad rights-of-way and newer elevated connections along the very busy Archer-49th-Cicero Corridor from the Loop to its originally planned terminus at Ford City Shopping Center. Funding for the project was made possible from Interstate Highway Transfer monies saved after the city decided to cancel the high priced and controversial Crosstown Expressway and Franklin Street subway projects. Federal funding for the project was secured by U.S. Representative William Lipinski as a favor from then-President Ronald Reagan, who wanted to thank Lipinski for his vote to provide aid to the Nicaraguan contras."}
+{"text":"In 1987, construction of the $500 million transit line began and continued until fall 1993. When the Midway Line opened, the CTA decided to adopt a color-coded naming system for the rapid transit network (like Boston, Washington D.C. and Cleveland) and named it the Orange Line."}
+{"text":"Destination signs on CTA trains have a line bearing Ford City. The Ford City Mall is about two miles (3\u00a0km) south of Midway Airport, and it was originally planned to be the line's terminal. However, because of financial shortfalls, the city decided to end the line at Midway Airport."}
+{"text":"The CTA analyzed the cost of an Orange Line extension to Ford City in 2008 and determined that the project would cost approximately $200 million. Community meetings were held in neighborhoods surrounding Midway and Ford City to judge the level of public support for the extension."}
+{"text":"The four corridors being studied for the Orange Line extension include alignments along Cicero Avenue, Pulaski Road, and a combination of the Belt Railway and either Cicero or Kostner Avenues. The corridors selected for further study are Cicero Ave (Bus Rapid Transit) and Belt\/Cicero or Belt\/Kostner (Heavy Rail Transit). In April 2009, the Cicero Avenue\/Belt Railway corridor was chosen as the most viable option and advanced in the Alternatives Analysis process. By December 2009, the CTA had identified the Locally Preferred Alternative (LPA) as the Belt\/Cicero route. According to a CTA report,"}
+{"text":"The CTA planned to prepare a draft Environmental Impact Statement (EIS) and complete preliminary engineering. However, the extension was canceled."}
+{"text":"After stopping at Adams\/Wabash, Orange Line trains return to Roosevelt, then make all stops back to Midway."}
+{"text":"The Metrolink Ventura County Line is a commuter rail line serving Ventura County and the San Fernando Valley in Los Angeles County and the City of Los Angeles, in the Southern California system. The line is the successor of the short lived CalTrain commuter rail line."}
+{"text":"Metrolink trains on the Ventura County Line ran weekdays only until Saturday service was added on May 29th 2021, mostly during peak commuter hours, and so with limited midday service. From Union Station to Downtown Los Angeles ():"}
+{"text":"Service is augmented during midday and on weekends by the Amtrak Pacific Surfliner line, serving most of the Metrolink stations on the Ventura County Line."}
+{"text":"Additional airport shuttle service operates between Union Station and Burbank Airport\u2013South station as the Hollywood Burbank Airport Line\u2014BUR. Metrolink numbers Airport Line trains in the 900 series."}
+{"text":"The line operates between Moorpark and Los Angeles Union Station on tracks owned by the Los Angeles County Metropolitan Transportation Authority \u2013\u00a0the Ventura Subdivision from Moorpark to Burbank Airport and the Valley Subdivision, the Valley Subdivision from Burbank to Glendale, becoming the River Subdivision into Los Angeles Union Station. It uses the Coast Line of the Union Pacific Railroad between Moorpark and Oxnard and into Ventura where the Santa Paula Branch splits from the rest of the Coast Line. The East Ventura Station and layover facility are on the Santa Paula branch line."}
+{"text":"The railway was originally constructed by the Southern Pacific Railroad as their Coast Line, connecting Los Angeles to San Francisco. The Montalvo Cutoff between Burbank and Ventura via the Simi Valley was built in 1904, bypassing the old line further to the north. Caltrans ran commuter rail service over the line very briefly in 1982 and 1983, but CalTrain was unsustainable due to a number of factors."}
+{"text":"In 1990 the Los Angeles County Transportation Commission, predecessor of Los Angeles County Metropolitan Transportation Authority, acquired a portion of the right of way between Los Angeles and Moorpark from Southern Pacific and transferred it to the newly-formed Southern California Regional Rail Authority for commuter service. The line began operations in 1992 as one of Metrolink's original three routes, with service from Moorpark to Los Angeles Union Station in Downtown Los Angeles. Service was extended to Camarillo and Oxnard in 1994 after the Northridge earthquake, then to East Ventura in 2002."}
+{"text":"A trial service on Saturday was tried in 2020 for this normally weekday only line. The Amtrak service does run on the weekends."}
+{"text":"At 4:23\u00a0p.m. on September 12, 2008, 25 people were killed in a collision between Metrolink commuter train 111 and a freight train. At least 130 people were injured, with at least one dying later at a hospital. The crash occurred on the Ventura County Line near Heather Lee Lane, south of the Ronald Reagan Freeway(SR-118) and east of Topanga Canyon Boulevard. Both locomotives, the leading car of the commuter train, and seven cars of the freight train were derailed."}
+{"text":"The Green Line is a light rail line on the Utah Transit Authority's (UTA) TRAX system in Salt Lake City, Utah, in the United States, operated by the Utah Transit Authority (UTA). It opened on August 7, 2011, and runs between Airport Station at the Salt Lake City International Airport and West Valley Central Station in West Valley City (via Downtown Salt Lake City) serving a total of eighteen stations: thirteen in Salt Lake City, one in South Salt Lake, and four in West Valley City."}
+{"text":"The TRAX Green Line is designated as UTA Route 704."}
+{"text":"West Valley Central to Central Pointe Station."}
+{"text":"From South 600 West the Green Line briefly follows the route of the old Denver and Rio Grande Western Railroad (D&RGW) Sugar House Branch, which goes under I-15\/I-80 and then briefly runs along the south side of West Andy Avenue to South 300 West. After crossing South 300 West it continues east until about 220 West where it reaches the Union Pacific right-of-way and takes a sharp turn north as it merges with the Blue and Red lines), before entering Central Pointe, which is just south of West 2100 South (SR-201)."}
+{"text":"Central Pointe is the only TRAX station served by the S Line. The S Line platform is situated just southeast of the TRAX platform. (The S Line provides streetcar service east to the Fairmont stop in the Sugar House neighborhood of Salt Lake City.)"}
+{"text":"Many TRAX stations include free Park and Ride lots, with some lots having as few as six parking spaces and others having nearly 1200. However, there are certain restrictions for all lots (for example, no 24-hour parking)."}
+{"text":"On weekdays the first northbound Green Line trains (to the Airport Station) leave the Central Pointe and the West Valley Central Station at about 5:00 am and the first southbound train (to the West Valley Central Station) leaves the Airport Station at about 5:45 am. The last northbound train leaving the West Valley Central at 10:27 pm and the last southbound train leaving the Airport Station at 11:27 pm. However, the last southbound train only goes as far as the Central Pointe Station; the last southbound train to the West Valley Station leaves the Airport Station at 10:42 pm."}
+{"text":"On Saturdays the first northbound trains leave the Central Pointe Station at about 5:00 am and the West Valley Central Station at about 6:15 am; the first southbound train leaves the Airport Station at about 6:30 am; and the last northbound train leaves the West Valley Station at 10:19 pm and the last southbound train leaves the Airport Station at 11:16 pm."}
+{"text":"On Sundays the first northbound trains leave the Central Pointe Station at about 9:00 am and the West Valley Central Station at about 10:00 am; the first southbound train leaves the Airport Station at about 9:30 am; and the last northbound train leaves the West Valley Central Station at 6:59 pm and the last southbound train leaves the Airport Station at 7:56 pm."}
+{"text":"Green Line trains run every fifteen minutes on weekdays and every twenty minutes on weekends."}
+{"text":"All of UTA's TRAX and \"FrontRunner\" trains and stations, streetcars and streetcar stops, and all fixed route buses, are compliant with Americans with Disabilities Act and are therefore accessible to those with disabilities. Signage at the stations, on the passenger platforms, and on the trains clearly indicate accessibility options. Ramps on the passenger platform and assistance from the train operator may be necessary for wheelchair boarding on the Blue Line. These ramps are not used for the Red or Green lines. In accordance with the Utah Clean Air Act and UTA ordinance, \"smoking is prohibited on UTA vehicles as well as UTA bus stops, TRAX stations, and \"FrontRunner\" stations\"."}
+{"text":"The Blue Line is a Chicago \"L\" line which extends through The Loop from O'Hare International Airport at the far northwest end of the city, through downtown via the Milwaukee-Dearborn Subway and across the West Side to its southwest end at Forest Park, with a total of 33 stations (11 on the Forest Park branch, 9 in the Milwaukee\u2013Dearborn subway and 13 on the O'Hare branch). It is the longest line on the \"L\" system and second busiest, with an average of 143,178 passengers boarding each weekday in 2019."}
+{"text":"The Blue Line and Red Line are the only two \"L\" lines to provide 24-hour service year-round. The Blue Line is also one of only two lines with more than one station with the same name, with the Green Line being the other. (It has two stations at Harlem Avenue: one in the Kennedy Expressway on the Northwest side and one on the south side of the Eisenhower Expressway in Forest Park, Illinois. It also has two stations on Western Avenue: one on the Milwaukee Elevated and one on the Congress branch.) The Blue Line also has only two in-system transfers (all in the Loop), contains a combination of both the oldest and newest portions of 'L' tracks, and does not share tracks with any other 'L' line."}
+{"text":"Before the adoption of color-coded names, the Blue Line was referred to as the West-Northwest Route (which it is still sometimes referred to as today) or more commonly, the O'Hare-Congress-Douglas route for its three branches. The Congress and Douglas branches were renamed for their terminals, Forest Park and 54th\/Cermak, when the current color naming system was adopted in 1993. Blue Line service on the Douglas branch was discontinued in April 2008 and replaced by the Pink Line."}
+{"text":"The Blue Line is one of five 'L' lines that run into Chicago suburbs, with the others being the Green, Purple, Pink, and Yellow lines. The Blue Line actually runs through three, making it the rail line that runs through the most suburbs on the Chicago 'L' system."}
+{"text":"The Blue Line is the successor to the Metropolitan West Side Elevated Railroad, which built a series of 'L' lines servicing the West Side of Chicago beginning in 1895. The first section to be built by the Metropolitan extended west in the vicinity of Van Buren Street from an independent terminal at Canal and Jackson Streets to Marshfield Avenue, and then northward in the vicinity of Paulina Street to Damen and Milwaukee Avenues. Service on this section began on May 6, 1895. The structure was completed from Damen Avenue to Logan Square on May 25, 1895."}
+{"text":"The next stage in the development of the West Side 'L' came on June 19, 1895, when the Garfield Park Branch was added, extending west in the vicinity of Van Buren Street and Harrison Street from Marshfield Avenue to Cicero Avenue. An extension of service over the tracks of the Aurora, Elgin and Chicago Railroad to a new terminal at Desplaines Avenue was established on March 11, 1905. A subsequent extension to Westchester opened on October 1, 1926 over tracks that had originally been built by the CA&E with the intentions of building a bypass route. (Low ridership would prompt the CTA to discontinue service on the Westchester extension on December 9, 1951.)"}
+{"text":"Another branch line was added to the rapidly growing Metropolitan on July 29, 1895, when trains began operating over the Humboldt Park Branch, splitting off from the Logan Square Branch at and running west alongside North Avenue to a terminal at Lawndale Avenue. This was followed by still another addition when the Douglas Park Branch was placed in operation as far south as 18th Street on April 28, 1896."}
+{"text":"As the southwest area of the city developed, the Douglas Park Branch was extended from 18th Street to Western Avenue in September 1896; to Pulaski Road in June 1902; to Cicero Avenue in December 1907; to Central Avenue in August 1912; to 62nd Avenue in August 1915, and to Oak Park Avenue in Berwyn on March 16, 1924. The Douglas Park branch was later cut back to 54th Avenue in Cicero."}
+{"text":"The Metropolitan West Side Elevated began service onto the Loop on October 11, 1897, and a rush period stub terminal at Wells Street was added October 3, 1904. For much of the early 20th century and through the 1940s, service on the West Side Elevated lines went unchanged until 1947, when the Chicago Transit Authority took control of the 'L', initiating a series of massive service cuts and station closings (that would last until the 1980s)."}
+{"text":"On February 21, 1993, the CTA adopted a color-coded naming system to the rapid transit system, and the West-Northwest route (O'Hare-Congress\/Douglas) became the Blue Line. On April 26, 1998, the Douglas Branch lost its overnight (owl) and weekend service and began operating between 4 a.m. and 1 a.m. on weekdays only as a result of budget cuts that also eliminated owl service on several other lines. Congress (Forest Park) service was effectively doubled through much of the day since service frequency from O'Hare required shorter headways than what would have been left."}
+{"text":"While the CTA claimed Douglas branch reductions were due to low ridership, community activists also pointed to badly deteriorated infrastructure and funding shortfalls, as well as a perception that the CTA was uninterested in serving the West Side. On September 10, 2001, the CTA began a historic reconstruction of the Douglas Branch to repair its aging stations and tracks. The work was officially completed on January 8, 2005 with new elevated structures, tracks, rebuilt stations, new communication networks and an upgraded power system along the route. On January 1, 2005, weekend service was restored."}
+{"text":"In January 2005, the CTA held hearings on a proposal to reroute Douglas Branch service via the recently rebuilt Paulina Connector to the Lake Street Green Line, carrying Douglas trains to and around the elevated Loop for the first time since 1958. It was the first stage of what became the Pink Line. This would have allowed a doubling of Blue Line trains to Forest Park on the Congress Branch, since service would no longer be divided between the Forest Park and 54th\/Cermak terminals. Due to community fears that the Pink Line would not be enough, however, the CTA decided to retain limited Douglas Branch Blue Line service during weekday rush hours."}
+{"text":"On February 15, 2006, the CTA approved the separate operation of the Douglas Branch plan. All non-rush hour trains would all be routed via the Loop, Green Line and Paulina Connector. During rush hour, service was available on the new route as well as the existing route via the Milwaukee-Dearborn Subway. These changes were scheduled to be implemented for a 180-day trial period beginning June 25, 2006 and after their evaluation in early 2007, the Pink Line remained in service."}
+{"text":"Beginning April 28, 2008, the CTA began a six-month experimental ceasing of Blue Line operations on the Douglas. Despite maintaining that the service cut was an experiment, the CTA immediately covered Blue Line stations' directional signage for trains to with paint rather than temporary covering, suggesting it was a permanent discontinuation instead of a temporary one. All Douglas Branch operations are now served by the Pink Line. On December 4, 2008, CTA announced its decision to permanently discontinue Blue Line service on the Douglas branch and to make the Pink Line permanent."}
+{"text":"On October 15, 2015, the CTA announced the completed installation of 4G wireless service on the Blue Line in between the Logan Square and Belmont stations. In the future this will mean that the CTA will be the largest rapid transit system with 4G coverage in subway tunnels and stations, this is targeted for the end of 2015."}
+{"text":"At the intersection of Ashland and Milwaukee Avenues, the Blue Line descends underground, swings over to Milwaukee Avenue, and continues southeast towards downtown under Milwaukee Avenue (with stops at , and . The line then turns east under Lake Street, crossing beneath the Chicago River, and makes a stop at , where in-system transfers are provided to 'L' trains on the Loop. East of Clark\/Lake, the tracks swing south under Dearborn Street, and stop three times along a continuous platform similar to that used in the adjacent State Street Subway, with stops at , , and . Jackson provides a transfer tunnel to the Red Line. Until October 2006, a transfer tunnel existed at Washington as well."}
+{"text":"South of Jackson, the line turns west under Ida B. Wells Drive (with stops at and ). The tracks then emerge from a portal near in the median of the Eisenhower Expressway (Interstate 290) and continue west."}
+{"text":"After exiting the subway, the tracks continue west in the median of the Eisenhower Expressway as the Forest Park branch, formerly called the Congress branch, successor to the Garfield Park Branch."}
+{"text":"The Cermak branch, formerly known as the Douglas branch, previously was operated as part of the Blue Line. On April 28, 2008, the CTA eliminated Blue Line service on the Cermak branch, having been replaced by the Pink Line. The Loomis ramp that connects the Congress branch to the Cermak branch remains intact for non-revenue equipment moves, as the only track connection between the Blue Line and the rest of the system."}
+{"text":"On July 11, 2006, a derailment caused a smoky fire in the Blue Line's Milwaukee-Dearborn Subway. There were injuries from smoke inhalation, but no fatalities. The comparatively minor incident prompted heavy news coverage and a temporary stoppage of Chicago subway service because it occurred hours after train bombings in Mumbai earlier the same day."}
+{"text":"In the early morning of March 24, 2014, a Blue Line train derailed at O'Hare at the end of its run. Initial reports said that 32 passengers on the train were injured, but none of the injuries were considered life-threatening. The station reopened on Sunday, March 30, 2014 at 2:00\u00a0p.m."}
+{"text":"On April 10, 2019, a Blue Line train derailed in the tunnel near O'Hare station."}
+{"text":"For the past twenty years, there had been talk of extending the O'Hare section of the Blue Line westward to Schaumburg, but that has been changed, due to recent developments involving the planning of the Metra STAR Line and various other transportation projects."}
+{"text":"However, in 2008, the Regional Transit Authority revealed a plan to the RTA board to expand commuter rail and bus service, which included a extension of the Blue Line on an east-west route, from its current western terminus at Forest Park as far west as the Yorktown shopping center in DuPage County. Several feeder bus services would also be implemented along the route in order to supplement ridership and increase its usefulness. The prospect of this extension was also listed in the Chicago region's 2030 long-term master plan."}
+{"text":"In early 2013, the idea of an infill station at Nagle and Bryn Mawr Avenues was declined. Such a station remains only idea but it may come to fruition in the future because that particular stretch of the line, between Jefferson Park and Harlem\/Kennedy, is the second longest on the 'L' system without a station (behind the gap on the Yellow Line between and )."}
+{"text":"In December 2016, Pace introduced the on-highway BRT I-90 Express service. The successor to the Blue line Extension and the STAR Line, this service serves as an extension of the Blue Line and provides rapid service along I-90 all the way to Elgin."}
+{"text":"Between Grand\/Milwaukee and Clark\/Lake in the Milwaukee-Dearborn Subway, two more stub tunnels also exist, continuing west under Lake Street while the in-service tracks turn northwest under Milwaukee Avenue. This junction (actually a stacked junction), built in the 1940s along with the subway, was intended for a never-built connection to, or subway replacement of the Lake Street Elevated. In the late 1960s through the mid-1970s, they were also proposed to be a service link between the Dearborn Subway and a high-speed subway route in Randolph Street to replace a portion of the Lake Street 'L' east of Damen Avenue (\"Transit Planning Study Chicago Central Area\", April 1968)."}
+{"text":"The PHX Sky Train is an electric people mover at Phoenix Sky Harbor International Airport in Phoenix, Arizona. The first segment opened to the public on April 8, 2013. The second segment, extending the train to Terminal 3, opened on December 8, 2014. The 24\/7 service operates free of charge, with trains running every 3\u20135 minutes."}
+{"text":"The PHX Sky Train is gradually replacing shuttle buses. Inter-terminal shuttle bus service was discontinued on January 15, 2015. Rental car shuttle buses remain in service but are planned to be eliminated when the final PHX Sky Train segment extends the people mover to the Rental Car Center in 2022."}
+{"text":"The PHX Sky Train features a bridge over Taxiway R, one of three taxiways that connects the north and south runways. This is the first transit bridge in the world to be built over an active taxiway. The bridge is tall enough to allow for Boeing 747 and Airbus A380 aircraft to pass under."}
+{"text":"Phase 1 consists of a segment constructed between December 2008 and April 2013. It links Terminal 4, the East Economy Parking lot, and the 44th Street\/Washington station of the Valley Metro Rail. The guideway runs in a new underpass (below the Union Pacific railroad), past the jet-fuel tank farm, and alongside 44th Street. At an estimated cost of $1.58 billion, phase 1 opened on April 8, 2013."}
+{"text":"Phase 1a, which opened December 8, 2014, extended the train from Terminal 4 to Terminal 3. A covered walkway connected the Terminal 3 station with Terminal 2 until Terminal 2 closed in February 2020."}
+{"text":"Phase 2, which is under construction as of mid-2020 with a planned completion date of 2022, will extend the Sky Train west from Terminal 3 to the Rental Car Center. Funding was approved in October 2016 and the extension is projected to cost $700 million. Phase 2 will be fully funded by airline and rental car passenger fees. The extension will pass in two cuts underneath future taxiways and Interstate 10."}
+{"text":"Phase 2 includes provisions for infill stations to be constructed for a future \"West Terminal\" (on the site of the West Economy Parking lots) as well as a new ground transportation center to be built just east of 24th Street. Both the new terminal and new ground transportation center are unfunded and included in the airport's 20-year Comprehensive Asset Management Plan."}
+{"text":"At 44th Street station, domestic passengers can check baggage for flights operated by American Airlines, Southwest Airlines, and United Airlines. Bags must be checked at least 90 minutes prior to the flight's departure time. Once checked, the baggage is delivered in locked containers to the internal baggage-handling systems at Terminal 4. Delivery of the baggage is via secured shuttle-trucks that run approximately every eight minutes."}
+{"text":"44th Street also has a passenger drop-off area, cell phone lot, bike racks, and bike lockers. It is also served by routes 1, 32, and 44 of the Valley Metro Bus system. FlixBus boards from the north side of the Sky Train station."}
+{"text":"Select airlines also offer kiosks to print boarding passes at the 44th Street\/Washington and East Economy Parking stations."}
+{"text":"Three months after opening, the PHX Sky Train carried about 70,000 people per week, over 40% higher than the design estimates of about 48,000. The busiest days are Thursday and Friday. The busiest times are 5 am-8 am and noon-3 pm In March 2016, average daily ridership was 15,940."}
+{"text":"Cumulative ridership hit 1 million in 2013 and hit 10 million in 2015."}
+{"text":"Rolling stock consists of 18 Bombardier Innovia APM 200 vehicles. Trains generally operating as six 3-car trainsets, although 2-car trainsets are in use during off-peak times. With the opening of Phase 2, Bombardier will deliver 24 additional vehicles."}
+{"text":"The system is designed to carry 3,300 passengers per hour per direction. The average speed of the trains was forecasted to be , with trainsets capable of reaching , making the journey time from the 44th Street to Terminal 4 five minutes, plus an additional two minutes to reach Terminal 3."}
+{"text":"This is Bombardier's third APM 200 installation following the DFW Skylink and Heathrow Terminal 5 Transit."}
+{"text":"Different views of the PHX Sky Train and terminal."}
+{"text":"AirTrain LaGuardia is a proposed people mover system and elevated railway in New York City, United States, that would provide service to LaGuardia Airport in Queens. It would connect with the New York City Subway and Long Island Rail Road (LIRR) in Willets Point, similar to how the existing AirTrain JFK system connects with the subway and LIRR in southern Queens."}
+{"text":"The system will be constructed and operated under contract to the Port Authority of New York and New Jersey, the operator of the airport, and the Metropolitan Transportation Authority (MTA). In 2015, New York Governor Andrew Cuomo announced a plan to build a people mover similar to the AirTrain JFK, and in 2018, the New York State Legislature approved a law for the AirTrain LaGuardia project. According to plans, construction would begin in 2021, with a projected opening in 2024."}
+{"text":"The AirTrain project has been highly controversial. Project advocates say that it would improve access to the airport by subway and LIRR, alleviate traffic congestion, and alleviate air pollution in and around East Elmhurst. However, the construction of the AirTrain has been opposed by residents of nearby communities, as well as some transit advocates who have objected to its indirect route to Midtown Manhattan and high cost estimate."}
+{"text":"LaGuardia Airport had no rail service when the AirTrain was proposed in 2014. The only public transportation is by bus via the routes, all of which connect to the subway. The Q70 also connects to the LIRR at Woodside station, while the M60 SBS runs to Manhattan, connecting with the Metro-North Railroad at Harlem\u2013125th Street station as well as with several subway routes. In 2014, 8% of LaGuardia's 27 million passengers took the bus, compared to the 12% of the 53 million passengers using John F. Kennedy International Airport who took AirTrain JFK. Similarly, in 2008, 75% of LaGuardia's passengers took a taxi or car service, but only 16% rode a bus or van."}
+{"text":"The New York metropolitan area's other two major airports have rail connections. AirTrain Newark, the monorail at Newark Liberty International Airport, has connected that airport to commuter trains since 1996. AirTrain JFK, the people mover at JFK Airport, opened in 2003. AirTrain LaGuardia is proposed to be a people mover like the one at JFK."}
+{"text":"As currently planned, the AirTrain LaGuardia would run from LaGuardia Airport with two stops within the airport, before running over the Grand Central Parkway for before terminating in Willets Point near Citi Field and Flushing Meadows\u2013Corona Park, and would connect there with the New York City Subway's at the Mets\u2013Willets Point station and, via an existing passenger bridge, with the Long Island Rail Road's Mets\u2013Willets Point station. The AirTrain trip would take 6 minutes, while the LIRR ride to Manhattan would take 20 minutes."}
+{"text":"The Mets-Willets Point subway stop would be rebuilt, and $50 million has been allocated toward planning and designing this work in the 2015\u20132019 MTA Capital Program. Also as part of that Capital Program, the LIRR stop would be rebuilt for $75 million. The subway station and the LIRR station would be integrated with nearby buses as part of the overhaul for greater intermodal connectivity. The station could also possibly hold ancillary airport functions, employee parking, and a Consolidated Rent-a-Car facility. To allow for the AirTrain station in Willets Point to be built, the Casey Stengel Bus Depot will need to be relocated. $50 million was allocated in the 2015\u20132019 MTA Capital Program to acquire property for a replacement depot."}
+{"text":"A rail link to LaGuardia Airport had been proposed since 1943, when the city Board of Transportation proposed an extension of the New York City Subway's BMT Astoria Line (currently served by the ) from its terminus at Ditmars Boulevard. This would be one of 20 proposals for direct links to New York-area airports that would all be canceled."}
+{"text":"Prior to the construction of AirTrain JFK in 1997, Mayor Rudy Giuliani opposed the AirTrain at JFK because of a monetary dispute between the state, city, and Port Authority. Giuliani wanted the Port Authority to study the possibility of extending the BMT Astoria Line to LaGuardia Airport, among other things. Later that year, Giuliani agreed to the AirTrain JFK plan, and the Port Authority agreed to conduct a feasibility study on a similar LaGuardia rail link. In 2003, $645 million was budgeted to extend the Astoria Line to the airport, but the extension was never built due to community opposition in Queens."}
+{"text":"In January 2020, U.S. Representative Alexandria Ocasio-Cortez, who represents Jackson Heights and East Elmhurst, wrote to the FAA asking why 46 alternatives were rejected and noting that over 60% of the 414 public comments collected by the FAA were in opposition to the proposed routing. Hiram Monserrate, the area's Democratic District Leader, also objected that the FAA's approval had bypassed a Uniform Land Use Review Procedure analysis, as would have been mandated for other large projects. The same month, residents and business owners along the AirTrain's proposed route protested against the construction of the AirTrain on that route."}
+{"text":"Many government officials and advocates support the current Willets Point AirTrain plan. In 2017, the \"Newsday\" editorial board wrote a piece in support of the AirTrain LaGuardia project, saying that it would increase mass transit patronage to the airport. The board cited AirTrain JFK as an example, saying that \"officials with the Port Authority of New York and New Jersey estimate the AirTrain provides 7.5 million rides to air travelers annually\", and arguing that LaGuardia Airport needed a similar mass-transit airport link."}
+{"text":"List of North American rapid transit systems by ridership"}
+{"text":"The company has roots back to 1920, when E. Roy Fitzgerald and his brother began operating two buses in Minnesota, transporting miners and schoolchildren. In 1936 the company was organized into a holding company. In 1938, National City Lines wished to purchase transportation systems in cities \"where street cars were no longer practicable\" and replace them with passenger buses. To fund this expansion the company obtained equity funding from companies seeking to increase sales of commercial buses and supplies, including General Motors, Firestone Tire, Standard Oil of California and Phillips Petroleum."}
+{"text":"In 1936, they bought 13 transit companies in Illinois, Oklahoma and Michigan, then in 1937, they replaced streetcars in Butte, Montana and made purchases in Mississippi and Texas. Sometimes these systems were already run down, but not always. Major investment had recently been made with improvements to the streetcars systems in Beaumont, Texas. The Butte system, while sound, deliberately replaced to lower the load on the overtaxed electric system, which was primarily used for commercial uses, including electrolytic refining of copper and zinc."}
+{"text":"In 1938 the company entered into exclusive dealing arrangements and obtained equity funding from companies seeking to increase sales of commercial buses and supplies, including General Motors, Firestone Tire, Standard Oil of California and Phillips Petroleum. The company was indicted in 1947 and was later convicted in the United States District Court for the Northern District of Illinois of conspiring to monopolize the sale of buses and related products to the local transit companies that they controlled."}
+{"text":"Over 1938 and 1939 the company made purchases in Alabama, Indiana and Ohio. and by 1939, it owned or controlled 29 local transportation companies in 27 different cities in 10 states."}
+{"text":"American City Lines, which had been organized to acquire local transportation systems in the larger metropolitan areas in various parts of the country in 1943 merged with NCL in 1946. By 1947 the company owned or controlled 46 systems in 45 cities in 16 states."}
+{"text":"In 1947 National City Lines, with others was indicted in the Federal District Court of Southern California on two counts: 'conspiring to acquire control of a number of transit companies, forming a transportation monopolize' and 'Conspiring to monopolize sales of buses and supplies to companies owned by National City Lines' in what became known as the Great American streetcar scandal (or 'General Motors streetcar conspiracy', 'National City Lines conspiracy')."}
+{"text":"In 1948, the United States Supreme Court (in \"United States v. National City Lines Inc.\") permitted a change in venue to the Federal District Court in Northern Illinois. National City Lines merged with Pacific City Lines the same year."}
+{"text":"In 1949, General Motors, Standard Oil of California, Firestone and others were convicted of conspiring to monopolize the sale of buses and related products to local transit companies controlled by NCL and other companies; they were acquitted of conspiring to monopolize the ownership of these companies. The verdicts were upheld on appeal in 1951. The corporations involved were fined $5000, their executives $1 apiece."}
+{"text":"There is considerable uncertainty and variability amongst sources as to where National City Lines operated."}
+{"text":"\"Forty-four cities in sixteen states are included. The states are as widely scattered as California, Florida, Maryland, Michigan, Nebraska, Texas and Washington. The larger local transportation systems include those of Baltimore, St. Louis, Salt Lake City, Los Angeles and Oakland. The largest concentrations of smaller systems are in Illinois, with eleven cities; California with nine (excluding Los Angeles); and Michigan with four. The local operating companies were not named as parties defendant.\""}
+{"text":"This table attempts to bring together the many sources detailing the cities in which, at one time or another, National City Lines owned or controlled transit companies. A star (*) indicates that NCL is understood to have had significant control but not ownership:"}
+{"text":"In Los Angeles the Los Angeles Railway (Yellow Cars) was controlled by NCL but not Pacific Electric Railway (Red Cars)"}
+{"text":"Montgomery City Lines and the Montgomery bus boycott."}
+{"text":"Montgomery City Lines was the National City Lines subsidiary that operated the municipal transit system for Montgomery, Alabama."}
+{"text":"On 1 December 1955, Rosa Parks was arrested for refusing to move to the back of a Montgomery City Lines bus. This led to the Montgomery bus boycott. Montgomery City Lines was placed in the middle of a dispute between Montgomery's black citizenry and Montgomery city laws. In a letter published in the Montgomery Advertiser on December 3, 1955, Montgomery's Transportation Superintendent J. H. Bagley wrote:"}
+{"text":"After Martin Luther King Jr. and the Montgomery Improvement Association wired a letter to National City Lines on 8 December 1955, the company's vice president, Kenneth E. Totten, traveled to Montgomery the following week."}
+{"text":"The boycott lasted for just over a year, and cost the company $750,000 (equivalent to $ million in ). The boycott ended only after the United States Supreme Court affirmed Browder v. Gayle, a ruling that black bus passengers had a right to sit anywhere they wanted."}
+{"text":"National City Lines acquired the trucking company Los Angeles-Seattle Motor Express (LASME) in 1959. In 1968, LASME merged with DC International and T.I.M.E. to form T.I.M.E.-DC."}
+{"text":"National City Lines was later acquired by Harold C. Simmons early in 1981. T.I.M.E.-DC ceased operations in 1988. The company continued as a fully controlled subsidiary of Simmon' Contran operation until December 31, 2007, when it was dissolved."}
+{"text":"Taken for a Ride is a documentary film by Martha Olson and Jim Klein about the Great American Streetcar Scandal. The 55-minute film was first broadcast on August 6, 1996 on the PBS television series \"POV\"."}
+{"text":"\"Taken for a Ride\" was described by Caryn James as \"an uneven documentary\" whose \"nostalgia for the streetcar system as a glorious, clean model of efficiency seems addled rather than convincing\". Academic Sara Sullivan gave the film a mixed rating in her 2010 review: \"(\"Taken for a Ride\") presents a compelling history of the streetcars and the battles over freeways in the 1970s,\" but that the film \"feels incomplete, with certain aspects needing to be fleshed out and other links made.\""}
+{"text":"List of streetcar systems in the United States"}
+{"text":"This is an all-time list of streetcar (tram), interurban and light rail systems in the United States, by principal city (or cities) served, and separated by political division, with opening and closing dates. It includes all such systems, past and present; cities with currently operating systems, and those systems themselves, are indicated in bold and blue background colored rows. It is one in a group of lists that collectively cover all countries of the world; the other lists are indexed at List of town tramway systems."}
+{"text":"The use of the diamond (\u2666) symbol indicates where there were (or are) two or more independent streetcar (or light rail) systems operating concurrently within a single metropolitan area. Usually, this refers either to interurban lines connecting the area's principal city with other cities or to cases where separate cities within one metropolitan area were served by independently operated streetcar systems."}
+{"text":"Unless otherwise noted in the \"Type\" column, all systems listed were\/are conventional streetcar (tram) systems (although some past systems might have been termed \"light rail\" if that 1970s-introduced term had existed at the time they were in operation). Interurban and light rail systems are noted in that column for convenience."}
+{"text":"For lists of existing systems only, see the following:"}
+{"text":"Peschkes (Part Four, 1998, Page 59) states that, despite various evidence, the following town did not have a tramway:"}
+{"text":"Peschkes (Part Four, 1998, Page 44) states that, despite the assumption of another historian, there is no evidence for tramways in the following towns:"}
+{"text":"United States v. National City Lines, Inc."}
+{"text":"The General Motors streetcar conspiracy refers to convictions of General Motors (GM) and other companies that were involved in monopolizing the sale of buses and supplies to National City Lines (NCL) and its subsidiaries, and to allegations that the defendants conspired to own or control transit systems, in violation of Section 1 of the Sherman Antitrust act. The suit created lingering suspicions that the defendants had in fact plotted to dismantle streetcar systems in many cities in the United States as an attempt to monopolize surface transportation."}
+{"text":"Between 1938 and 1950, National City Lines and its subsidiaries, American City Lines and Pacific City Lines\u2014with investment from GM, Firestone Tire, Standard Oil of California (through a subsidiary), Federal Engineering, Phillips Petroleum, and Mack Trucks\u2014gained control of additional transit systems in about 25 cities. Systems included St. Louis, Baltimore, Los Angeles, and Oakland. NCL often converted streetcars to bus operations in that period, although electric traction was preserved or expanded in some locations. Other systems, such as San Diego's, were converted by outgrowths of the City Lines. Most of the companies involved were convicted in 1949 of conspiracy to monopolize interstate commerce in the sale of buses, fuel, and supplies to NCL subsidiaries, but were acquitted of conspiring to monopolize the transit industry."}
+{"text":"The story as an urban legend has been written about by Martha Bianco, Scott Bottles, Sy Adler, Jonathan Richmond, and Robert Post. It has been explored several times in print, film, and other media, notably in \"Who Framed Roger Rabbit\", \"Taken for a Ride\", \"Internal Combustion\", and \"The End of Suburbia.\""}
+{"text":"Only a handful of U.S. cities, including San Francisco, New Orleans, Newark, Cleveland, Philadelphia, Pittsburgh, and Boston, have surviving legacy rail urban transport systems based on streetcars, although their systems are significantly smaller than they once were. Other cities are re-introducing streetcars. In some cases, the streetcars do not actually ride on the street. Boston had all of its downtown lines elevated or buried by the mid-1920s, and most of the surviving lines at grade operate on their own right of way. However, San Francisco's and Philadelphia's lines do have large portions of the route that ride on the street as well as using tunnels."}
+{"text":"In the latter half of the 19th century, transit systems were generally rail, first horse-drawn streetcars, and later electric powered streetcars and cable cars. Rail was more comfortable and had less rolling resistance than street traffic on granite block or macadam and horse-drawn streetcars were generally a step up from the horsebus. Electric traction was faster, more sanitary, and cheaper to run; with the cost, excreta, epizootic risk, and carcass disposal of horses eliminated entirely. Streetcars were later seen as obstructions to traffic, but for nearly 20 years they had the highest power-to-weight ratio of anything commonly found on the road, and the lowest rolling resistance."}
+{"text":"Streetcars paid ordinary business and property taxes, but also generally paid franchise fees, maintained at least the shared right-of-way, and provided street sweeping and snow clearance. They were also required to maintain minimal service levels. Many franchise fees were fixed or based on gross (v. net); such arrangements, when combined with fixed fares, created gradual impossible financial pressures. Early electric cars generally had a two-man crew, a holdover from horsecar days, which created financial problems in later years as salaries outpaced revenues."}
+{"text":"Many electric lines\u2014especially in the West\u2014were tied into other real estate or transportation enterprises. The Pacific Electric and the Los Angeles Railway were especially so, in essence loss leaders for property development and long haul shipping."}
+{"text":"By 1918, half of US streetcar mileage was in bankruptcy."}
+{"text":"By 1930, most streetcar systems were aging and losing money. Service to the public was suffering; the Great Depression compounded this. Yellow Coach tried to persuade transit companies to replace streetcars with buses, but could not persuade the power companies that owned the streetcar operations to motorize. GM decided to form a new subsidiary\u2014United Cities Motor Transport (UCMT)\u2014to finance the conversion of streetcar systems to buses in small cities. The new subsidiary made investments in small transit systems in Kalamazoo and Saginaw, Michigan, and in Springfield, Ohio, where they were successful in conversion to buses. UCMT then approached the Portland, Oregon, system with a similar proposal. It was censured by the American Transit Association and dissolved in 1935."}
+{"text":"The New York Railways Corporation began conversion to buses in 1935, with the new bus services being operated by the New York City Omnibus Corporation, which shared management with The Omnibus Corporation. During this period GM worked with Public Service Transportation in New Jersey to develop the \"All-Service Vehicle\", a bus also capable of working as a trackless trolley, allowing off-wire passenger collection in areas too lightly populated to pay for wire infrastructure."}
+{"text":"Opposition to traction interests and their influence on politicians was growing. For example, in 1922, New York Supreme Court Justice John Ford came out in favor of William Randolph Hearst, a newspaper magnate, for mayor of New York, complaining that Al Smith was too close to the 'traction interests'. In 1925, Hearst complained about Smith in a similar way. In the 1941 film \"Citizen Kane\", the lead character, who was loosely based on Hearst and Samuel Insull, complains about the influence of the 'traction interests'."}
+{"text":"The Public Utility Holding Company Act of 1935, which made it illegal for a single private business to both provide public transport and supply electricity to other parties, caused great difficulties for the streetcar operators which were frequently also generators of electricity."}
+{"text":"National City Lines, Pacific City Lines, American City Lines."}
+{"text":"From 1939 through 1940, NCL or PCL attempted a hostile takeover of the Key System, which operated electric trains and streetcars in Oakland, California. The attempt was temporarily blocked by a syndicate of Key System insiders, with controlling interest secured on Jan 8, 1941. By 1946, PCL had acquired 64% of the stock in the Key System."}
+{"text":"In 1945, NCL acquired the Los Angeles Railway (also known as the \"Yellow Cars\"), which had been in financial trouble for some time. The new owner slowed the closure of streetcar lines and converted others to trackless trolleys, some of which used equipment initially intended for Oakland, others being purchased specifically in 1948. The LATL also bought new PCCs in one of the last major purchases of new streetcars."}
+{"text":"He also questioned who was behind the creation of the Public Utility Holding Company Act of 1935, which had caused such difficulty for streetcar operations, He was later to write a history of North Jersey Rapid Transit."}
+{"text":"On April 9, 1947, nine corporations and seven individuals (officers and directors of certain of the corporate defendants) were indicted in the Federal District Court of Southern California on counts of \"conspiring to acquire control of a number of transit companies, forming a transportation monopoly\" and \"conspiring to monopolize sales of buses and supplies to companies owned by National City Lines\" In 1948, the venue was changed from the Federal District Court of Southern California to the Federal District Court in Northern Illinois following an appeal to the United States Supreme Court (in \"United States v. National City Lines Inc.\") which felt that there was evidence of conspiracy to monopolize the supply of buses and supplies."}
+{"text":"The San Diego Electric Railway was sold to Western Transit Company, which was in turn owned by J. L. Haugh in 1948 for $5.5 million. Haugh was also president of the Key System, and later was involved in Metropolitan Coach Line's purchase of the passenger operations of the Pacific Electric Railway. The last San Diego streetcars were converted to buses by 1949. Haugh sold the bus-based San Diego system to the city in 1966."}
+{"text":"The Baltimore Streetcar system operated by the Baltimore Transit Company was purchased by NCL in 1948 and started converting the system to buses. Overall Baltimore Transit ridership then plummeted by double digits in each of the following three years. The Pacific Electric Railway's struggling passenger operations were purchased by Metropolitan Coach Lines in 1953 and were taken into public ownership in 1958 after which the last routes were converted to bus operation."}
+{"text":"Urban Mass Transportation Act and 1974 Antitrust hearings."}
+{"text":"The Urban Mass Transportation Act of 1964 (UMTA) created the Urban Mass Transit Administration with a remit to \"conserve and enhance values in existing urban areas\" noting that \"our national welfare therefore requires the provision of good urban transportation, with the properly balanced use of private vehicles and modern mass transport to help shape as well as serve urban growth\". Funding for transit was increased with the Urban Mass Transportation Act of 1970 and further extended by the National Mass Transportation Assistance Act (1974) which allowed funds to support transit operating costs as well as capital construction costs."}
+{"text":"In 1970, Harvard Law student Robert Eldridge Hicks began working on the Ralph Nader Study Group Report on Land Use in California, alleging a wider conspiracy to dismantle U.S. streetcar systems, first published in \"Politics of Land: Ralph Nader's Study Group Report on Land Use in California\"."}
+{"text":"In 1972, Senator Philip Hart introduced into congress the 'Industrial Reorganization Act', with an intention to restructure the U.S. economy to restore competition and address antitrust concern."}
+{"text":"During 1973, Bradford Snell, an attorney with Pillsbury, Madison and Sutro and formerly, for a brief time, a scholar with the Brookings Institution, prepared a controversial and disputed paper titled \"American ground transport: a proposal for restructuring the automobile, truck, bus, and rail industries.\" The paper, which was funded by the Stern Fund, was later described as the centerpiece of the hearings. In it, Snell said that General Motors was \"a sovereign economic state\" and said that the company played a major role in the displacement of rail and bus transportation by buses and trucks."}
+{"text":"This paper was distributed in Senate binding together with an accompanying statement in February 1974, implying that this contents were the considered views of the Senate. The chair of the committee later apologized for this error. Adding to the confusion, Snell had already joined the Senate Judiciary Committee's Subcommittee on Antitrust and Monopoly as a staff member."}
+{"text":"However, George Hilton, a professor of economics at UCLA and noted transit scholar rejected Snell's view, stating, \"I would argue that these [Snell's] interpretations are not correct, and, further, that they couldn't possibly be correct, because major conversions in society of this character\u2014from rail to free wheel urban transportation, and from steam to diesel railroad propulsion\u2014are the sort of conversions which could come about only as a result of public preferences, technological change, the relative abundance of natural resources, and other impersonal phenomena or influence, rather than the machinations of a monopolist.\""}
+{"text":"GM published a rebuttal the same year titled \"The Truth About American Ground Transport\". The Senate subcommittee printed GM's work in tandem with Snell's as an appendix to the hearings transcript. GM explicitly did not address the specific allegations that were \"sub judice\"."}
+{"text":"Quinby and Snell held that the destruction of streetcar systems was integral to a larger strategy to push the United States into automobile dependency. Most transit scholars disagree, suggesting that transit system changes were brought about by other factors; economic, social, and political factors such as unrealistic capitalization, fixed fares during inflation, changes in paving and automotive technology, the Great Depression, antitrust action, the Public Utility Holding Company Act of 1935, labor unrest, market forces including declining industries' difficulty in attracting capital, rapidly increasing traffic congestion, the Good Roads Movement, urban sprawl, tax policies favoring private vehicle ownership, taxation of fixed infrastructure, franchise repair costs for co-located property, wide diffusion of driving skills, automatic transmission buses, and general enthusiasm for the automobile."}
+{"text":"The accuracy of significant elements of Snell's 1974 testimony was challenged in an article published in \"Transportation Quarterly\" in 1997 by Cliff Slater."}
+{"text":"Recent journalistic revisitings question the idea that GM had a significant impact on the decline of streetcars, suggesting rather that they were setting themselves up to take advantage of the decline as it occurred. Guy Span suggested that Snell and others fell into simplistic conspiracy theory thinking, bordering on paranoid delusions stating,"}
+{"text":"Other factors have been cited as reasons for the decline of streetcars and public transport generally in the United States. Robert Post notes that the ultimate reach of GM's alleged conspiracy extended to only about 10% of American transit systems. Guy Span says that actions and inaction by government was one of many contributing factors in the elimination of electric traction. Cliff Slater suggested that the regulatory framework in the US actually protected the electric streetcars for longer than would have been the case if there was less regulation."}
+{"text":"Some regulations and regulatory changes have been linked directly to the decline of the streetcars:"}
+{"text":"Different funding models have also been highlighted:"}
+{"text":"Other issues which made it harder to operate viable streetcar services include:"}
+{"text":"Some of the specific allegations which have been argued over the years include:"}
+{"text":"Northeast Maglev or The Northeast Maglev, LLC, is a private U.S. company proposing a Superconducting Maglev (SCMAGLEV) train system in the Northeastern United States. Using technology developed by the Central Japan Railway Company, the Northeast Maglev would provide 15-minute service between Baltimore and Washington, D.C. with an intermediate stop at BWI Airport, and ultimately connect major Northeast metropolitan hubs and airports with a goal of one-hour service from Washington, D.C. to New York City."}
+{"text":"In 2003, the Federal Railroad Administration (FRA), in cooperation with the Maryland Transit Administration (MTA) prepared a Draft Environmental Impact Study (DEIS) on a proposal to build a Maglev project linking downtown Baltimore to BWI Marshall Airport and Union Station in Washington, D.C. German maglev technology, Transrapid, was selected for the project. An Environmental Impact Statement was prepared, but Maryland suspended the project and a final EIS was never issued."}
+{"text":"The Northeast Maglev, LLC, was founded on March 25, 2010, to promote a revived effort to bring a maglev train to the Northeast Corridor. Baltimore-Washington Rapid Rail, LLC, was founded in October 2011 and is the developer of the Northeast Maglev's first leg from Washington, D.C., to Baltimore."}
+{"text":"In March 2015, the FRA issued notice of available funding under the Maglev Deployment Program (MDP). In April 2015, acting on behalf of Baltimore-Washington Rapid Rail (BWRR), the Maryland Department of Transportation (MDOT) submitted an application to FRA for the funds to perform preliminary engineering (PE) and National Environmental Policy Act (NEPA) work related to BWRR's SCMAGLEV proposal."}
+{"text":"In 2015 BWRR announced that the Maryland Public Service Commission (PSC) approved BWRR's application to acquire a passenger railroad franchise previously held by the Washington, Baltimore and Annapolis Electric Railroad Company. The railroad franchise was abandoned in 1935. In granting the railroad franchise to BWRR, the Maryland PSC found that \"the construction and operation of the SCMAGLEV between Washington, DC and Baltimore will result in substantial economic and social benefits to the State (of Maryland) and Baltimore and be consistent with the State's environmental laws and policies enacted or adopted to reduce harmful emissions for cleaner air and address the causes of climate change,\" and that awarding a franchise to facilitate in development of the SCMAGLEV was \"in the public convenience and necessity.\""}
+{"text":"In 2016, the FRA awarded $27.8 million to MDOT to prepare preliminary engineering and NEPA analysis for an SCMAGLEV train between Baltimore, MD, and Washington, DC, with an intermediate stop at Baltimore-Washington International (BWI) Airport."}
+{"text":"In a Purpose and Need Statement, the NEPA Team for the SCMAGLEV Project, led by FRA and coordinated by MDOT, said the project's purpose was to increase capacity, reduce travel time, and improve both reliability and mobility options between Baltimore and Washington. \"The population in the Baltimore-Washington area makes up one of the largest and densest population centers in the United States. Over the next 30 years the population in the area is projected to increase by approximately 30 percent. Similarly, the demand on the transportation infrastructure between Baltimore and Washington will continue to increase...\""}
+{"text":"The project has received endorsements of support from organizations including North America's Building Trades Unions, Greater Baltimore Urban League, Maryland State Conference NAACP and four of its local branches, and four Baltimore\u2013Washington corridor chambers of commerce including Prince George's Chamber of Commerce, Northern Anne Arundel County Chamber of Commerce, Baltimore City Chamber of Commerce, and Baltimore County Chamber of Commerce."}
+{"text":"On June 9, 2020, it was released that Northeast Maglev and B&O Railroad Museum created an alliance to bring educational support to the museum."}
+{"text":"The first leg of the Northeast Maglev would connect Washington, D.C., and Baltimore, with a stop at Baltimore-Washington International (BWI) Airport."}
+{"text":"The first leg would be approximately 75 percent underground, and require a guideway (track) and three stations, a rolling stock storage depot, maintenance facility, power substations, ventilation plants, and an operations facility."}
+{"text":"In December 2018, the Federal Railroad Administration released an Alternatives Report that identified two alignments that run along Baltimore-Washington Parkway to be carried forward as part of the more detailed Draft Environmental Impact Statement (DEIS) assessment process. The DEIS is a detailed analysis of the remaining options as they compare to the baseline, which is a 'no-build' option. The Alternatives Report also identified multiple station locations to be considered as part of the DEIS. In Baltimore, potential station locations include Cherry Hill in south Baltimore and a separate location closer to Baltimore's Inner Harbor at Camden Yards. Proposed stations in Washington, D.C. include locations below New York Avenue, to the west and east of Mt. Vernon Square."}
+{"text":"While two specific routes are under consideration for the line's first leg from Washington, D.C., to Baltimore, routes from Baltimore to New York have yet to be designed. In all, the Northeast Maglev is planned to have eight stops, including:"}
+{"text":"The Northeast Maglev will use the technology developed by Central Japan Railway Company (JR Central), who developed the world's fastest train, the Superconducting Maglev (SCMAGLEV)."}
+{"text":"JR Central has been developing SCMAGLEV technology since 1962. The Japanese government fully approved the technology for passenger service in 2014, and JR Central began offering public rides on its Yamanashi test track that year. The train holds the world record for fastest maglev train. JR Central is now extending its SCMAGLEV line, called the Ch\u016b\u014d Shinkansen, to connect Tokyo and Nagoya, and ultimately Osaka."}
+{"text":"The line is planned to use a variation of the L0 Series that is used for the SCMAGLEV in Japan."}
+{"text":"The American High-Speed Rail Act is a proposed bill in the United States Congress. The bill would invest $205 billion into high-speed rail over five years."}
+{"text":"The bill was reintroduced by congressman Seth Moulton."}
+{"text":"The Panama Limited was a passenger train operated from 1911 to 1971 between Chicago, Illinois, and New Orleans, Louisiana. The flagship train of the Illinois Central Railroad, it took its name from the Panama Canal, which in 1911 was three years from completion. For most of its career, the train was \"all-Pullman\", carrying sleeping cars only. The \"Panama Limited\" was one of many trains discontinued when Amtrak began operations in 1971, though Amtrak revived the name later that year and continued it until 1981."}
+{"text":"Today, overnight service between Chicago and New Orleans is provided by Amtrak's \"City of New Orleans\", another former Illinois Central train that was originally the daytime counterpart of the \"Panama Limited.\""}
+{"text":"In the early 1900s, the Illinois Central's premier train on the Chicago-New Orleans route was the \"Chicago and New Orleans Limited\". On February 4, 1911, the Illinois Central renamed this train the \"Panama Limited\", in honor of the anticipated opening of the Panama Canal. The train included a St. Louis, Missouri, section that connected at Carbondale, Illinois. The train was first-class only north of Memphis, Tennessee. It carried through sleepers for Hot Springs, Arkansas, and San Antonio, Texas. It made the journey in 25 hours."}
+{"text":"In 1912, the train was replaced with an all-steel, all-electric consist. The Illinois Central relaunched the train on November 15, 1916, with new equipment and a new schedule: 23 hours from Chicago to New Orleans. The new train carried only sleeping cars along its entire route. Its old equipment and schedule became a new train, the \"Louisiane\"."}
+{"text":"The Great Depression led the Illinois Central to discontinue the luxurious \"Panama Limited\" between May 28, 1932, and December 2, 1934. When it returned, it had new air-conditioned equipment and a faster, 20-hour schedule between Chicago and New Orleans."}
+{"text":"The \"Panama Limited\" was dieselized and streamlined in 1942, during World War II. The Illinois Central had ordered two lightweight sets of equipment before to the attack on Pearl Harbor; after an appeal, the War Production Board allowed their delivery. The first diesel\/electric-powered streamlined run of the \"Panama Limited\" was on May 3, 1942, on an 18-hour schedule. On hand for the first run was Janie Jones, the widow of famed engineer Casey Jones. The \"Panama Limited\" carried a new orange-and-brown paint scheme that later became standard on Illinois Central passenger trains. Today, Metra, Chicago's commuter rail system, honors this scheme by identifying the Metra Electric District, the Illinois Central's former commuter service to the southern suburbs, as \"Panama Orange\" on system maps and timetables."}
+{"text":"For the duration of WWII, the Illinois Central dropped the extra fare. In June 1946, the schedule dropped to 17 hours; later the schedule was reduced to 16 hours, 30 minutes, again with the extra fare. In 1947, the Illinois Central introduced the \"City of New Orleans\" as a daytime, all-coach companion to the \"Panama Limited\" along the same route."}
+{"text":"The \"Panama Limited\" maintained a high level of service until the Amtrak era. It was noted for its dining car service, with a first-rate culinary staff and creole fare in the \"Vieux Carre\"-themed dining cars, a service which the Illinois Central marketed heavily. A well-known multi-course meal on the \"Panama Limited\" was the Kings Dinner, for about $10; other deluxe, complete meals such as steak or lobster, including wine or cocktail, were priced around $4 to $5. In 1952, the Illinois Central acquired several 2-unit dining cars from the Chesapeake & Ohio Railroad which it used on the \"Panama\". With the Pennsylvania's \"Broadway Limited\" it was one of the last two \"all-Pullman\" trains in the United States."}
+{"text":"On October 29, 1967, the Illinois Central added coaches to the \"Panama Limited\", although it attempted to save face by designating the coaches the \"Magnolia Star\". The Illinois Central dropped this separate designation on December 13, 1968. The Illinois Central petitioned the Interstate Commerce Commission to end the train altogether on November 23, 1970, but the ICC deferred the request pending the startup of Amtrak."}
+{"text":"The Illinois Central Railroad last ran the \"Panama Limited\" on April 30, 1971. On May 1, Amtrak took over, dropping the \"Panama Limited\" in favor of its former daytime counterpart, the \"City of New Orleans.\" This train made no connections with other trains at New Orleans or Chicago, so Amtrak moved the train to an overnight schedule on November 14, 1971, and revived the \"Panama Limited\" name."}
+{"text":"Amtrak restored the \"City of New Orleans\" name, while retaining the overnight schedule, on February 1, 1981. Amtrak hoped to capitalize on the popularity of the eponymous song written by Steve Goodman and recorded in 1972 by Arlo Guthrie."}
+{"text":"In 1923 Esther Bigeou recorded as song she is credited as composing, \"The Panama Limited Blues\"."}
+{"text":"A different song of the same name was composed by Richard M. Jones. Jones recorded his \"Panama Limited Blues\" with singer Bertha \"Chippie\" Hill in 1926. The same year it was covered by Ada Brown. It was later covered by Georgia White in 1940."}
+{"text":"Another blues song \"The Panama Limited\" is credited to blues singer Bukka White, who recorded it in the 1930. \"The Panama Limited\" was popularized by folk singer Tom Rush on his self-titled debut album in 1965 and was recorded later by folk musicians Mike Cross and Doug MacLeod."}
+{"text":"A British band of the late 1960s and early 1970s called itself Panama Limited Jug Band, later shortened to Panama Limited."}
+{"text":"The Office of High-Speed Ground Transportation was established in the United States Department of Commerce (DOC) to administer the requirements of the High Speed Ground Transportation Act of 1965 (Public Law 89-220, 79 Stat. 893) to \"undertake research and development in high-speed ground transportation, including, but not limited to, components such as materials, aerodynamics, vehicle propulsion, vehicle control, communications, and guideways.\""}
+{"text":"The office was transferred to DOT and assigned to Federal Railroad Administration (FRA) in 1967. The office was terminated in 1972, with functions transferred to the FRA's newly established Office of the Associate Administrator for Research, Development, and Demonstrations."}
+{"text":"One notable product of the office was report commissioned from National Analytics on \"The Needs and Desires of Travelers in the Northeast Corridor: A Survey of the Dynamics of Mode Choice Decisions.\""}
+{"text":"Texas Central or Texas Central Partners, LLC is a private railroad company that is proposing a high-speed rail line between Dallas\/Fort Worth and Houston. It plans to use technology based on that used by the Central Japan Railway Company and trains based on the N700 Series Shinkansen. The company has indicated that the journey time would be less than 90\u00a0minutes, with service beginning as early as 2026."}
+{"text":"Lone Star High-Speed Rail LLC was founded in 2009, changing its name to Texas Central Railway in 2012. Texas Central Partners, LLC (TCP) was founded on September 24, 2013 as the company to build and operate the service, with the rail line itself owned by the separate Texas Central Railway (TCR). Texas Central Partners is working with the Federal Railroad Administration (FRA) and TxDOT to develop the Environmental Impact Statement required by NEPA. In July 2015 the company announced that it had secured $75\u00a0million of private funding to allow the project to move forward from feasibility studies to development planning."}
+{"text":"The President and CEO of Texas Central Partners is Carlos F. Aguilar, and he is responsible for the company's finance, development, construction and eventual operations. In December 2015 the company announced that it had appointed two new executives to help develop the project, both reporting to the CEO. The appointments are as follows:"}
+{"text":"On August 10, 2015 the U.S. Department of Transportation and Federal Railroad Administration (FRA) issued a report that supported the so-called utility corridor for the line. In December 2017, the FRA further released their draft environment impact statement for the High-Speed Rail that proposed the preferred route."}
+{"text":"The line was expected to use a variation of the N700 Series Shinkansen modified for export, referred to as the N700-I. However, following the launch of the N700S in Japan, focus has shifted onto this newer model. Its modular buildup makes it easier to change the train length from the 16 cars used in Japan and it is tested for higher top speeds, removing the need to perform expensive modifications. Trains in the US will consist of eight cars and are expected to have a top speed of , whereas their top speed in Japan is 186 mph (300 km\/h) due to stricter noise regulations."}
+{"text":"The signalling of the line is likely to be a replica of the digital ATC system used on Tokaido Shinkansen."}
+{"text":"In January 2017, President Donald Trump's administration listed the project as a national transportation infrastructure priority."}
+{"text":"In June 2017, it was stated that construction would begin in 2019 and would support 10,000 jobs during each year of the construction process and 1,500 permanent jobs once operations begin. In May 2018, Texas Central announced that global engineering firm Bechtel will work with bullet train developer Texas Central on project management. On September 13 2018, the company earned a $300\u00a0million loan for permitting, design and engineering. The company selected Salini Impregilo and its U.S. subsidiary Lane Construction Company to lead the civil construction consortium that will build the Texas passenger line, to the top of the rails, including viaducts, embankments and drainage."}
+{"text":"In January 2018, plans for the station in Dallas were released as the preferred location identified by the Federal Railroad Administration in their Draft Environmental Impact Statement."}
+{"text":"In February 2019, Texas Central announced that it had contracted Resource Environmental Solutions (RES) for ecological mitigation services to help protect and enhance natural ecosystems and the environmental throughout construction and operations. Also that month, Texas Central named Citi and MUFG as its financial advisers to spearhead its capital-raising efforts. The Federal permitting the Record of Decision was due by March 27, 2020, and a $5.9\u00a0billion construction deal was awarded to Renfein in February 2020. FRA regulatory approvals came in September 2020, with construction expected to commence shortly thereafter."}
+{"text":"The right-of-way to be acquired from private property owners is a significant factor for the project. Ranchers living along the proposed route have challenged the company's attempts to survey and construct the line, questioning their right to eminent domain. Grimes County has opposed the project."}
+{"text":"Texas Central Railroad filed a lawsuit against a landowner that refused to allow survey crews onto his land. The railroad filed for summary judgment in the case, \"Texas Central Railroad and Infrastructure vs Calvin House\", arguing that it was entitled to require private landowners to allow land surveys for possible future eminent domain purchases under Texas state law. However, in a December 2016 ruling, the Harris County, Texas court denied the railroad's petition for summary judgment."}
+{"text":"In February 2019, a Leon County District Judge ruled that Texas Central is not a railroad company and therefore does not have the right to conduct surveys on private land."}
+{"text":"In July 2019, Texas's 14th Court of Appeals in Houston reversed a previous decision by a lower court which granted summary judgement and issued a permanent injunction in Grimes County's public-nuisance suit against Texas Central and Pacheco Koch Consulting Engineers, Inc."}
+{"text":"In May 2020, Texas's 13th Court of Appeals in Leon County ruled that Texas Central Railroad and Infrastructure, Inc. and Integrated Texas Logistics, Inc.) are both railroad companies and interurban electric railways."}
+{"text":"The case \"James Fredrick Miles v. Texas Central Railroad and Integrated Texas Logistics, Inc.\" is currently on appeal to the Supreme Court of Texas. The Ellis County commissioners' court, and other counties along the proposed route which oppose high-speed rail, filed an amicus brief in support of the challenge to the project."}
+{"text":"On July 16, 2020, the federal Surface Transportation Board ruled that Texas Central Railroad is part of the interstate rail network based on its through-ticketing with Amtrak, and therefore subject to the STB's jurisdiction."}
+{"text":"The Intermodal Surface Transportation Efficiency Act of 1991 (Public Law 102-240; ISTEA, pronounced \"Ice-Tea\") is a United States federal law that posed a major change to transportation planning and policy, as the first U.S. federal legislation on the subject in the post-Interstate Highway System era."}
+{"text":"The Act presented an overall intermodal approach to highway and transit funding with collaborative planning requirements, giving significant additional powers to metropolitan planning organizations. Signed into law on December 18, 1991 by President George H. W. Bush, it expired in 1997. It was preceded by the Surface Transportation and Uniform Relocation Assistance Act of 1987 and followed by the Transportation Equity Act for the 21st Century (TEA-21) in 1998, the (SAFETEA-LU) in 2005, and the Moving Ahead for Progress in the 21st Century Act (MAP-21) in 2012. ISTEA also provided funds for the conversion of dormant railroad corridors into rail trails; the first trail to be so funded was the Cedar Lake Regional Rail Trail, built in 1995 in Minneapolis, Minnesota."}
+{"text":"ISTEA \u00a71105 defined a number of High Priority Corridors, to be part of the National Highway System. After various amendments from other laws, this is a list of the Corridors:"}
+{"text":"The legislation also called for the designation of up to five high-speed rail corridors. The options were studied for several months, and announced in October 1992. The first four were announced by United States Secretary of Transportation Andrew Card, while the last was announced by Federal Railroad Administration head Gil Carmichael."}
+{"text":"However, there was not significant funding attached to these announcements: $30 million had been allocated to several states by 1997 to improve grade crossings, but that was a very tiny amount in comparison to the billions required for a true high-speed network. Aside from a few places in California and the Chicago\u2013Detroit Line, most areas outside the Northeast Corridor continued to be limited to until $8 billion from the American Recovery and Reinvestment Act of 2009 was distributed in January 2010."}
+{"text":"Jeff Morales one of the principal drafters of this bill, is currently serving as CEO of the California High-Speed Rail Authority, which is currently constructing a high-speed rail line along the route originally proposed in this bill."}
+{"text":"The Intermodal Surface Transportation Efficiency Act of 1991 also mandated that passenger automobiles and light trucks built after September 1, 1998 to have airbags installed as standard equipment for the driver and the right front passenger."}
+{"text":"The Nevada High-Speed Rail Authority (NHSRA) is a Nevada state agency established pursuant to the Nevada High-Speed Rail Act (S.B. 457) to develop and implement high-speed intercity rail service, such as the Brightline West project, and to find contractors to build the line. The bill was first introduced on April 7, 2015, and was passed into law on May 20, 2015, by a vote of 40\u20131."}
+{"text":"The High-Speed Ground Transportation Act of 1965 (Public Law 89-220, 79 Stat. 893) was the first attempt by the U.S. Congress to foster the growth of high-speed rail in the U.S. The High Speed Ground Transportation Act was introduced immediately following the creation of Japan's first high-speed Shinkansen, or \"bullet train\" and was signed into law by President Lyndon B. Johnson as part of his Great Society infrastructure building initiatives. Johnson's remarks upon signing the bill included the following:"}
+{"text":"In recent decades, we have achieved technological miracles in our transportation. But there is one great exception."}
+{"text":"We have airplanes which fly three times faster than sound. We have television cameras that are orbiting Mars. But we have the same tired and inadequate mass transportation between our towns and cities that we had 30 years ago."}
+{"text":"Today, as we meet here in this historic room where Abigail Adams hung out her washing, an astronaut can orbit the earth faster than a man on the ground can get from New York to Washington. Yet, the same science and technology which gave us our airplanes and our space probes, I believe, could also give us better and faster and more economical transportation on the ground. And a lot of us need it more on the ground than we need it orbiting the earth."}
+{"text":"So I hope this meeting this morning will provide a platform for us to get that kind of transportation. We must do it. We must start getting it now. In the past 15 years, travel between our cities has more than doubled. By 1985--only 20 years away--we will have 75 million more Americans in this country. And those 75 million will be doing a great deal more traveling."}
+{"text":"So, we must find ways to move more people, to move these people faster, and to move them with greater comfort and with more safety."}
+{"text":"This bill is a first step toward accomplishing some of those objectives."}
+{"text":"One product of the bill was the creation of regular Metroliner service between New York City and Washington, D.C., at speeds which averaged 90.1 miles per hour (145\u00a0km\/h), faster than even Acela Express trains operated between the two cities in 2012. The bill also resulted in the creation of the Office of High-Speed Ground Transportation in the Department of Commerce."}
+{"text":"Senator Claiborne Pell was thanked by President Johnson for his persistence in pushing the High-Speed Ground Transportation Act of 1965 through congress and repeatedly bringing the issue to the president's attention."}
+{"text":"The High Speed-Ground Transportation Act received broad bi-partisan support with only 23 out of 432 members of the U.S. House of Representatives voting against the act."}
+{"text":"Later attempts to build high-speed rail in the U.S.."}
+{"text":"President Barack Obama repeatedly asked Congress for funding for high-speed rail projects. However, no high-speed rail projects had been completed by the end of his second term in 2016."}
+{"text":"Brightline West, formerly known as XpressWest, is a proposed privately run high-speed rail route between Las Vegas and Victor Valley, in the high desert area of Southern California. The project is intended to provide an alternative to air and automobile travel between Southern California and Las Vegas, a popular vacation spot for many living in the region. Construction on the route is expected to begin in spring 2021 and enter service in 2024."}
+{"text":"The line was developed starting in 2005 as DesertXpress and has passed through several developers and investors. In September 2018, the project rights were acquired by Fortress Investment Group, which owns Brightline in Florida, the only privately run inter-city rail route in the United States."}
+{"text":"Las Vegas is a gambling and tourist destination for the Greater Los Angeles area with Interstate 15 being a direct route between the two regions. Travel by automobile takes around four hours while Greyhound buses cover the route in between five and seven hours. The highway carries heavy traffic on Thursday, Friday, and Sunday which causes significant delays and bumper to bumper traffic jams. Motorists heading back to Los Angeles on Sunday can create a backup. Airlines have direct flights but traffic and security at the airport add time to the short flight. Las Vegas lost its last passenger train service in 1997 when Amtrak cancelled the \"Desert Wind\"."}
+{"text":"The original plan under the name \"DesertXpress\" was to provide an alternative to automobile travel and airline travel between the Los Angeles area to Las Vegas along Interstate 15. The city of Victorville was selected as the location for the westernmost terminal as extending the train line farther into the Los Angeles basin through the Cajon Pass was considered to be prohibitively expensive. The station would include free parking and through-checking of baggage straight to the Las Vegas Strip resorts. A future extension would have included a new link to the California High-Speed Rail station in Palmdale."}
+{"text":"DesertXpress Enterprises, LLC was founded in 2005 to develop, construct, own and operate the high-speed rail project. 70% of the company were held by Anthony A. Marnell II of Marnell Corrao Associates through his \"DX, LLC\" company whereas Gary Tharaldson and Fran\u00e7ois Badeau held 20 and 10%, respectively. The preparation of a first Federal Railroad Administration-Environmental Impact Statement (EIS) was started in 2006."}
+{"text":"The total cost of the link between Apple Valley and Las Vegas was expected to be around US$5\u00a0billion. In March 2010, project planners said they could obtain the full funding amount through exclusively private investors, but had also applied for a $4.9\u00a0billion loan through the federal Railroad Rehabilitation & Improvement Financing program. As of October 2011, the start of the project was contingent on receiving a $6\u00a0billion loan from the federal government, the approval or denial of which was expected in mid-2012."}
+{"text":"A preferred design was identified with the release of the Final Environmental Impact Statement on April 1, 2011, which began a public comment period that ended on May 2, 2011. The federal government approved the design on July 8, 2011, and the planned route was approved by the Surface Transportation Board on October 26, 2011. The trains were to be self-propelled, all electric multiple unit (EMU) trains with maximum speed of ."}
+{"text":"The train would travel at speeds of up to averaging and making the trip from Victorville to Las Vegas in about 1 hour 24 minutes. In March 2010, executives with the project said they expected construction to begin in 2010. In October 2011, construction was planned to begin in the last quarter of 2012, with completion in the last quarter of 2016, subject to funding."}
+{"text":"In June 2012, the developer announced the new plan to build a network of high-speed rail for the region by expanding to Arizona, Utah and Colorado. The initial phase was to include high-speed tracks, Las Vegas to Apple Valley and Apple Valley to Palmdale."}
+{"text":"The link between Las Vegas and Victorville was designed to be double-tracked which is dedicated for the high-speed trains. The costs of this section was estimated at $6.9\u00a0billion. The developer would put up $1.4\u00a0billion in private investment and the rest of funding would borrowed under the Railroad Rehabilitation and Improvement Financing program provided by the Federal Railroad Administration."}
+{"text":"Future plans include a link between Las Vegas and Phoenix, Arizona, and another from Las Vegas to Salt Lake City, Utah and Denver, Colorado. The project was subsequently rebranded to \"XpressWest\" to reflect the expanded mission."}
+{"text":"In February 2013, the federal loan remained unapproved and construction was not expected to start until mid-2014 at the earliest."}
+{"text":"Representative Paul Ryan (R-WI), the chairman of the House Budget Committee and senator Jeff Sessions(R-AL), the ranking minority member of the Senate Committee on the Budget were the main opponents to the federal loan application of XpressWest. They argued that the project represented high risk to the taxpayer. They wrote to then-Transportation Secretary Ray LaHood in March 2013 and recommended the administration to reject the loan application. The letter indicated that the total cost was estimated to be $6.9\u00a0billion. The $1.4\u00a0billion would come from the private sources and the remaining $5.5\u00a0billion would come from the federal loan. The letter cited a taxpayer risk analysis report as a basis of their recommendation."}
+{"text":"In July 2013, there were reports that loan was indefinitely suspended, which were later confirmed by the federal government, which said that it had been suspended in part due to the failure of the application in regard to the \"Buy America\" policy which required applicants to use American-made products. Despite the indefinite suspension of the federal loan application, which was viewed as a denial of the application, the developer indicated that the XpressWest project would proceed without providing the details on financial plan."}
+{"text":"In 2014, Nevada Senator Harry Reid mentioned that the federal loan request may resurface, but little had been seen so far of the project's continued viability. In 2015, the Nevada High-Speed Rail Authority was proposed to look into the feasibility of high-speed rail into southern Nevada from California, possibly XpressWest. The bill was first introduced on April 7, 2015 and was passed by the legislature on May 20, 2015 by a vote of 40\u20131, and was approved by the Governor on May 27, 2015."}
+{"text":"On September 17, 2015, XpressWest and the newly formed China Railway International USA (a consortium of Chinese rail industry companies) announced a joint venture to design, build, and operate the service between Las Vegas and Palmdale, with construction planned to begin in September 2016."}
+{"text":"In June 2016, XpressWest announced that the joint venture had been called off. The biggest reason cited for the termination of the joint venture was a federal regulation requiring the manufacture of the high speed trains inside the United States. XpressWest said that they are \"undeterred by this development and remains dedicated to completing its high-speed passenger rail project.\""}
+{"text":"On September 18, 2018, Fortress Investment Group, which owns an inter-city rail route in Florida called Brightline, announced that it would acquire the XpressWest project from Marnell, indicating that it would begin construction of the rail line in the second half of 2020 with expected completion in the second half of 2024. The project is expected to generate around 18,000 jobs at its peak. Although Los Angeles County finished an environmental assessment for the project in 2016, the exact date the project is supposed to start is unclear; however, by October 2019, design plans were almost 30 percent complete and construction crews were being hired. In September 2020, the line was rebranded once again to Brightline West, and is being called \"a Brightline affiliated company.\""}
+{"text":"A high speed line following the Palmdale\u2013Apple Valley\u2013Las Vegas route was included in the 2018 California State Rail Plan as part of the 2040 timeline of projects. Subsequently, the state of California issued tax-exempt, private activity bonds to XpressWest in order to partially fund construction."}
+{"text":"In September 2019, it was announced that California would assist the project in funding. In October 2019 California Infrastructure and Economic Development Bank approved $3.25\u00a0billion in bonds and in April 2020, California government officials signed off on issuing $600 million in tax-exempt private activity bonds for XpressWest. The state of Nevada allocated the company an additional $200\u00a0million in private activity bonds in July 2020."}
+{"text":"Cofounder and co-CEO of Fortress, Wes Edens, estimated the cost of construction at $8\u00a0billion in 2020. In September 2020, up to $3.2\u00a0billion in the tax-exempt, private activity bonds were offered. In November, it was decided to let the rights for the sale of the bonds lapse. A bond sale is planned for 2021 as continued progress has the bonds made more attractive to investors.<ref name=\"VVDP 2021\/01\/19\"><\/ref>"}
+{"text":"The Los Angeles County Metropolitan Transportation Authority is also considering re-programming around $2\u00a0billion in Measure M funding slated for the High Desert Corridor, a proposed freeway between Victorville and Palmdale cancelled in October 2019, to instead create a development plan for an extension of the XpressWest route between the two cities."}
+{"text":"The tracks are planned to be laid within the median strip of Interstate 15, and sections would pass through federal land controlled by the Bureau of Land Management and National Park Service. The line is not planned to stop at intermediate cities, and would take 84 minutes to complete a one-way trip between Victorville and Las Vegas. While plans at first called for a fully double-track railway along the route, moving to the highway median led Brightline to revise the project and instead operate largely as a single track with passing sidings."}
+{"text":"In 2009, XpressWest estimated that it will carry around five million round trip passengers in the first full year of operation, with the company charging fares of around $50 for a one-way trip between Victorville and Las Vegas. In 2012, the round-trip fare was planned to be around $89, with trains were expected to run every 20 minutes on peak and up to every 12 minutes as demand requires. , the stated frequency is 45 minutes between departures."}
+{"text":"The 2011 project outline had several options in Las Vegas near the Rio All-Suite Hotel and Casino or Downtown. One potential Las Vegas station location was approved as the site of Allegiant Stadium, but in 2020 the Las Vegas station was revealed to be located on the empty plot of land bordered by Interstate 15 and Las Vegas Boulevard, between Robindale Road and El Dorado Lane. The Victorville train station will be northeast of the city near I-15 and Dale Evans Parkway, just north of the unincorporated community of Bell Mountain. A maintenance facility is also planned be located in the Victor Valley."}
+{"text":"An extension into the Greater Los Angeles area could connect to the Rancho Cucamonga Metrolink station and provide a link to the Ontario International Airport. An extension to the Palmdale station would connect to both the future California High Speed Rail and the existing Metrolink service into Los Angeles."}
+{"text":"The company entered into an agreement to lease the state-owned Interstate 15 right-of-way from Caltrans, in June 2020. The 50-year lease is in the amount of $842,000 per year starting in 2020, adjusted according to the consumer price index every three years."}
+{"text":"Additionally, Brightline entered into a memorandum of understanding with the San Bernardino County Transportation Authority to build a spur from Apple Valley to Rancho Cucamonga, providing connectivity within the Inland Empire. Metrolink also approved a memorandum of understanding to study linking the project to Rancho Cucamonga and Palmdale Metrolink stations.<ref name=\"Forb 2020\/08\/22\"><\/ref>"}
+{"text":"The service is planned to utilize Siemens Velaro rolling stock."}
+{"text":"Avelia Liberty is a high-speed passenger train built for the North American market by French manufacturer Alstom and assembled in the United States. Amtrak has ordered 28 trainsets for use on its flagship \"Acela\" service along the Northeast Corridor between Boston and Washington, D.C., via New York City and Philadelphia."}
+{"text":"It is part of the Avelia family of high-speed trains, which also includes the Avelia Horizon designed for the TGV, but adapted to conform with North American railroad standards, including U.S. Federal Railroad Administration crashworthiness standards. Amtrak says that compared to the prior generation, these trainsets would allow for improved frequency and greater capacity on the \"Acela\" service."}
+{"text":", two prototype trainsets were undergoing testing and construction of the other trainsets was ongoing. The first trainset is expected to enter revenue service in early 2022, with all trainsets in service by late 2022, resulting in Amtrak retiring its current Acela trains by the end of the same year."}
+{"text":"In August 2016, Amtrak announced a $2.4 billion loan from the United States Department of Transportation for the purchase of new high-speed trainsets for the \"Acela\" service from Alstom. Alstom will also provide long-term technical support and supply spare components and parts. These next generation trainsets would replace the 20 existing Bombardier-Alstom trainsets that were nearing the end of their useful service life."}
+{"text":"Amtrak said that the Avelia Liberty trainsets would allow for improved frequency and greater capacity on the \"Acela\" service. The 28 trainsets ordered (compared to the 20 older trainsets) would allow for more frequent service on the route, including half-hourly peak service between New York City and Washington, D.C. Each of the new trainsets will also have 378 seats and 8 wheelchair locations for a total capacity of 386 passengers (25% more than the current trainsets), allowing for greater passenger capacity."}
+{"text":"U.S. assembly of the trainsets is taking place at Alstom's plants in Hornell and Rochester, New York. Initial construction of car bodies and major components began at Hornell in October 2017. The first prototype set was sent to the Transportation Technology Center, Inc. (TTCI) in Pueblo, Colorado in February 2020 for testing on the high-speed test track. During the nine months of expected trials, the trainsets were tested at speeds up to . A second prototype was delivered in March 2020 to Amtrak for testing along the service tracks in the Northeast which began in May 2020. The first test run up to Boston South Station occurred on September 28."}
+{"text":"The first trainset is expected to enter revenue service in early 2022, with all trainsets in service by late 2022, at which point Amtrak will retire the previous \"Acela\" fleet."}
+{"text":"Each Avelia Liberty trainset has power cars at each end of the train, and (initially) nine articulated passenger cars. An additional three passenger cars can be added if demand grows. The power cars include a Crash Energy Management system to help meet Federal Railroad Administration (FRA) standards while allowing a 30% reduction in train weight. These trains will also have USB ports, power sockets, Wi-Fi, accessibility features, and other conveniences."}
+{"text":"The trainsets will be equipped with an active tilt system, dubbed Tiltronix by Alstom, that will allow higher speeds on curved portions of the corridor track at a maximum tilt angle of 6.3\u00b0."}
+{"text":"The new trainsets, along with track and signaling improvements, will allow for an initial improvement in maximum regular service speed to on some portions of the route. Many investments into track and signaling upgrades are currently underway or completed."}
+{"text":"The National Maglev Initiative (NMI) was a research program undertaken in the early 1990s by the United States Department of Transportation, U.S. Army Corps of Engineers, Department of Energy, and other agencies which studied magnetically levitated, or \"maglev\", train technology, operating at speeds around . The effort was created in April 1990 and released a report in 1993. The Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) authorized $725 million in funds for maglev research, pending the results of the NMI study, but an appropriation of funds was also required, and it's not clear if that ever occurred."}
+{"text":"The initiative identified several corridors, each extending hundreds of miles, across the country that might benefit from high-speed maglev trains. They correspond significantly with the high-speed rail corridors identified in October 1992 following the ISTEA legislation, but were generally more extensive and had other differences."}
+{"text":"Maglev technology has largely stagnated in the U.S., with no real revenue deployments. Meanwhile, the longest maglev line in the world used for revenue service is the Shanghai Maglev Train in Shanghai, China, which is less than in length."}
+{"text":"Some related legislation and government efforts in the United States include:"}
+{"text":"The Chicago Card and the Chicago Card Plus were contactless smart cards used by riders of the Chicago Transit Authority (CTA) and Pace to electronically pay for bus and train fares in the city of Chicago, Illinois, USA and the surrounding suburbs. On June 1, 2014, CTA and Pace stopped accepting these cards as part of a transition to Ventra."}
+{"text":"The blue Chicago Card was a stored value card. Users added value to the card at CTA vending machines or at select retail locations, and turnstiles or fareboxes deducted value from the card. Users usually registered cards with CTA and could receive a replacement in the event of theft, loss, or damage to the card."}
+{"text":"The blue-and-gold Chicago Card Plus was an account-based card. Users linked the card to either a credit card, debit card, or employer-provided transit benefit program. The cards could be set up as monthly passes or on a pay-per-use basis. The account reloaded from the linked source either when the monthly pass expired or when a user-defined threshold was passed on a pay-per-use card. Because of this direct link to personal accounts, all Chicago Card Plus cards were registered by their users."}
+{"text":"In February 2007, CTA announced that it had settled a class action lawsuit"}
+{"text":"alleging there were not enough Chicago Cards available to meet demand on January 1, 2006, when the cash fare increase went into effect, but Chicago Card users were charged the old fares."}
+{"text":"Benefits of the Chicago Card and the Chicago Card Plus included the following:"}
+{"text":"The CTA announced it would replace the Chicago Card and other fare media with a new electronic fare payment system named Ventra. There are also reports that the Regional Transportation Authority is planning to require that Pace and Metra adopt that system. The transition to Ventra was completed in the summer of 2014."}
+{"text":"The Transit Access Pass (TAP) card is a form of electronic ticketing payment method used on most public transport services within Los Angeles County, California."}
+{"text":"It is administered by the Los Angeles County Metropolitan Transportation Authority (Metro), and the card and fare collection systems are manufactured by Cubic Transportation Systems. Metro staff manage the web site and provide customer support functions."}
+{"text":"Currently most operators sell passes on the TAP web site, and Metro sells monthly, weekly, and day passes at rail ticket vending machines. Stored value (cash purse) can be added onto the TAP card at rail ticket vending machines, retail locations, and online. Non-Metro agencies may sell transfers on TAP cards, which can be read by Metro TAP readers. For non-Metro operators, TAP cards are sold at their administrative offices, TAP website, or customer service centers."}
+{"text":"There are some agencies in Southern California which do not (yet) accept the TAP card. Transit agencies have been allowed to transition onto TAP at their own pace, and it is not a requirement for receiving Metro funding or participation in interagency transfer agreements."}
+{"text":"Prior to introduction of the TAP card, a magnetic stripe card called the Metrocard (not to be confused with the New York Metropolitan Transportation Authority's card) was introduced in 1993 on Culver CityBus, with later expansion to Foothill Transit, Montebello Bus Lines, Norwalk Transit, and Santa Monica Big Blue Bus. The fare card only offered stored value, and was compatible with GFI Genfare fareboxes used by these systems. The program was dubbed the Universal Fare System, or UFS, for future implementation throughout Los Angeles County. Later innovations expanded the magnetic stripe technology for monthly and day passes."}
+{"text":"TAP was initially tested by UCLA students, select businesses (A-TAP and B-TAP program) and Metro staff. In October 2007, TAP had a two-month test program limited to the first 2,000 customers. TAP was rolled out to the general public in February 2008 as a free upgrade for monthly pass customers, and on February 11, 2008, to replace the stored value Metrocards for Culver CityBus riders. Santa Monica Big Blue Bus opted out of the Universal Fare System program entirely and in 2006 converted their existing regional Metrocards to operate only within their system. Other agencies, such as Foothill Transit and Norwalk Transit, transitioned from Metrocard to TAP in 2009."}
+{"text":"On March 15, 2009, TAP's scope was expanded to Metro 24-hour passes, which are now only sold on TAP, at Ticket Vending Machines and TAP Vendors (although paper 24-hour passes were still able to be purchased at ticket vending machines until 2012). TAP cards were issued for seniors and the disabled beginning January 2009, and all senior and disabled riders were required to obtain TAP cards by December 2010."}
+{"text":"In August 2011, all Metro multi-day passes were converted to TAP cards. The existing monthly and weekly passes were converted into 30 and 7 day passes, respectively, with the period beginning on the first tap after the pass is purchased."}
+{"text":"Effective September 2012, all Metro Rail fares are sold on TAP, and paper tickets are no longer sold, with the exception of municipal transfers, which have since also been moved to TAP. All EZ transit passes have been converted to TAP. The fee for obtaining a TAP card is $2."}
+{"text":"Between June 19, 2013 and June 18, 2014 the faregates at 40 Metro stations were \"latched\" so they open only with a valid TAP card. To make the faregate system possible, other agencies use TAP-compatible fare media in 2018."}
+{"text":"Effective July 15, 2018, paper-issued interagency transfers as well as temporary TAP cards used to transfer to Metro Rail have been discontinued. Passengers must use a TAP card with Stored Value to board the first bus or the Metro Rail\/Orange\/Silver Line, then use the TAP card to transfer to another bus or Metro Rail\/Orange\/Silver Line to complete the trip. On Metro buses and rail lines, transfers are free for up to two hours."}
+{"text":"TAP is accepted on these services as of July 1, 2015:"}
+{"text":"While not all of the region's transit agencies use TAP for fare collection, all agencies that offer interagency transfers issue them on TAP-compatible paper tickets. The ticket allows passengers to ride one additional Metro Bus, Metro Rail, or municipal bus line."}
+{"text":"Metrolink does not use TAP for fare collection and has no plans to do so, but the agency does use TAP-capable paper fare media. The TAP functionality is only enabled on one-way, round trip, 7 day, weekend and monthly passes issued for trips to or from a Los Angeles County destination, allowing passengers to transfer to connecting services. As of January 2020, Metrolink no longer has TAP enabled tickets to transfer to Metro rail riders scan the QR code on the ticket at Metro rail turnstiles and show ticket on buses."}
+{"text":"While the Orange County Transportation Authority does not use TAP, the agency will honor TAP cards when passengers board lines that directly serve Los Angeles County (lines 1, 30, 38, 42, 46, 50, 60, 560, 701, and 721) and at bus stops where OCTA buses directly connect with Metro buses."}
+{"text":"The ORCA card (One Regional Card for All) is a contactless, stored-value smart card system for public transit in the Puget Sound region of Washington, United States. The card is valid on most transit systems in the Seattle metropolitan area, including Sound Transit, local bus agencies, Washington State Ferries, the King County Water Taxi, and Kitsap Fast Ferries. It was launched in 2009 and is managed by the Central Puget Sound Regional Fare Coordination Project, a board composed of local transit agencies."}
+{"text":"The card is able to be loaded with \"e-purse\" value, similar to a debit card, and monthly passes. Cards are sold and reloaded at participating grocery stores, customer service centers, and ticket vending machines at transit stations. ORCA cards offer free transfers between transit systems within a two-hour window."}
+{"text":"In 2018, the Central Puget Sound Regional Transit Authority (Sound Transit) contracted INIT (Innovations in Transportation, Inc.) to replace the legacy ORCA system with an account-based, open architecture system known as \"next generation ORCA\". The next generation ORCA system will offer new payment options including mobile ticketing, maintain customer data security, and provide real-time account management and fare processing so customers can instantly add value to their account at any time. The new system is set to rollout in phases, beginning in 2021."}
+{"text":"Central Puget Sound transit agencies have collaborated in a region-wide fare system since 1991 with the introduction of U-PASS and later FlexPass. In 1996, voters approved Sound Move, which called for an integrated regional fare policy for a \"one-ticket ride\". That goal led to the creation of the PugetPass in 1999, which allowed transit riders to use a single pass for five transit agencies."}
+{"text":"On April 29, 2003, an agreement to implement a smart card system between the seven agencies in the Central Puget Sound Regional Fare Coordination Project (Sound Transit, King County Metro, Community Transit, Everett Transit, Pierce Transit, Kitsap Transit, and Washington State Ferries) was signed along with a US$43 million contract awarded to ERG Transit Systems (now Vix Technology) as the vendor and system integrator of the project. The ORCA card was originally anticipated to be operational in 2006."}
+{"text":"On Friday, April 17, 2009, ORCA announced a limited rollout of the regional smart card beginning April 20, 2009. The limited rollout allowed remaining technical issues in the system to be resolved. An extensive rollout and public outreach campaign followed in June 2009. Blank cards were available at no charge during the introductory period, but as of March 1, 2010, the card cost $5 ($3 for reduced fare permit holders). Users of PugetPasses, FlexPasses, and other passes were to be gradually transitioned to ORCA."}
+{"text":"The ORCA launch press kit gave a launch timeline as follows:"}
+{"text":"Between November 9 and December 22, 2006, as many as 6,000 transit riders were asked to participate in a live test of the smart card system. The test was conducted on selected routes of the seven participating agencies. The University of Washington conducted a separate test for integrating ORCA with the Husky Card and U-PASS during the same period."}
+{"text":"The card uses the ISO\/IEC 14443 RFID standard. Specifically, the MIFARE DESFire EV1 which \"implements all 4 levels of ISO \/ IEC 14443A and uses optional ISO \/ IEC 7816-4 commands.\"."}
+{"text":"ORCA is managed by the Central Puget Sound Regional Fare Coordination System, a joint board of directors with representatives of all member transit agencies. Day-to-day management is provided by the staff of Sound Transit and King County Metro. The system is centrally operated by Vix Technology."}
+{"text":"An ORCA card can be used as a stored-value card through a function called the electronic purse (E-purse). The E-purse holds value that can be used like cash to pay fare. The minimum value that can be added to an E-purse is $5. The maximum value that can be stored in an E-purse is $300."}
+{"text":"PugetPass is a regional monthly pass that lets passengers travel on nearly every transit service in the region for a calendar month. A PugetPass is valid for payment of trip fares up to the value of the pass. Trip fares above the value of the pass may be paid with E-purse value. (Example: a passenger who has a $2.50 PugetPass and rides a service that costs $3.75 would have $2.50 covered by the PugetPass and $1.25 would be deducted from their E-Purse). Washington State Ferries does not accept the PugetPass. Pass values available range from 50\u00a2 to $5.75. Passes are priced at $36 per $1 of fare value."}
+{"text":"This pass costs $8 or $4.50 (senior\/disabled and youth only) and cover up to $3.50 or $1.75 (senior\/disabled and youth only) of fare value per trip on any transit service that honours the PugetPass within 24 hours of first boarding."}
+{"text":"An agency pass covers rides on a specific transit agency's service. Examples include Washington State Ferries' monthly passes, Metro ACCESS paratransit passes, and Metro vanpool passes."}
+{"text":"Employers may purchase one of two products for their employees:"}
+{"text":"The ORCA Business Passport is comprehensive, annual transportation pass program. Employers pay a flat annual cost per employee and each receives an ORCA card that covers almost all transit services in the Puget Sound, including Vanpool. Employers must cover all employees."}
+{"text":"The ORCA Business Choice allows businesses to add funds to employee ORCA cards on a monthly basis in the form of an E-voucher. The E-voucher can be used to purchase a monthly PugetPass or E-purse value. Any unused E-voucher amount at the end of the month is removed from the employee ORCA cards and refunded to the business."}
+{"text":"Mayor Jenny Durkan of Seattle has proposed free ORCA cards for students enrolled in Seattle Public Schools. Seattle Public Schools has issued ORCA cards to students previously; the Interagency program provided these to students from low-income families and those who live more than two miles from theirm school."}
+{"text":"ORCA cards allow a two-hour transfer from the time fare is paid. If an E-purse or regional pass was used to pay fare, transfers are allowed on any bus or rail system in the region. If an agency pass was used, transfers are allowed only on services within that agency. Transfers are stored on the card and automatically calculated for the user. Transfers are not given or accepted on Washington State Ferries."}
+{"text":"ORCA card users paying with an E-purse can set their zone preference for King County Metro and Sound Transit services. Since July 2018, King County Metro is single-zone only."}
+{"text":"Several features of the ORCA card are only available when it is registered."}
+{"text":"Balance protection protects the user from losing any value on the card when it is lost or stolen. A replacement card is issued with its value restored for the cost of a new card if the card is registered."}
+{"text":"An Autoload automatically adds transportation products to an ORCA card on a regular basis using a Visa or MasterCard. Examples of autoloads are adding value to an E-purse when its balance falls below a certain amount and recurring purchases of monthly passes."}
+{"text":"A \"My ORCA\" account can be created on the ORCA website to monitor and manage ORCA cards. The account lets the user view transportation products stored on their card (E-purse balance, validity period of passes), transaction history, purchase additional ORCA cards for others, set up an Autoload, set fare presets, and report lost, stolen, or damaged cards."}
+{"text":"The ORCA LIFT program discounts fares to $1.50 per ride for users of the ORCA card earning less than 200% of the federal poverty level."}
+{"text":"As of March 2016, an adult ORCA card costs $5, one of the highest prices for a public transportation smart card in the United States. The King County Council has requested a study on the impact of either eliminating the $5 fee or adding $5 in value to all newly purchased cards. The report will be due in February 2017."}
+{"text":"Delay in applying credit to an ORCA card E-purse."}
+{"text":"It takes between 24\u201348 hours for an online credit to apply to an E-purse, whether you do it directly via the web page or call customer service. The only way to get an immediate credit is to go to one of the transit stations that sell ORCA cards and reload the card via a Ticket Vending Machine or visit a customer service center or authorized retailer in person."}
+{"text":"The ORCA card, especially subsidized ones, may be used to track users. Information regarding a card user's trips may be released to third parties including employers who subsidize the cards. Other parties may also obtain detailed trip information."}
+{"text":"Ventra is an electronic fare payment system for the Chicago Transit Authority (CTA), Metra, and Pace, which replaced the Chicago Card and the Transit Card automated fare collection systems. Ventra (purportedly Latin for \"windy,\" though the actual Latin word is \"ventosa\") launched in August 2013, with a full system transition occurring in July 2014. The payment system includes several options of payment, including a contactless smart card powered by RFID, a single day or use ticket powered by RFID, any personal bank-issued credit card or debit card that has an RFID chip, and a compatible mobile phone. Ventra is operated by Cubic Transportation Systems. A smartphone app allows users to manage fares, buy passes, and buy mobile tickets for Metra."}
+{"text":"Residents and local media were critical of the lack of communication from the CTA regarding this new payment system, but CTA officials said they planned to do extensive public outreach before the new system was activated."}
+{"text":"Post-activation, users have reported cards taking as long as five weeks to arrive in the mail, cards that did not work even after payments were applied, issues activating cards, and calling the Ventra customer service line and waiting on hold for half an hour or more\u2014or being disconnected while waiting on hold."}
+{"text":"In response to issues during the roll out of Ventra the CTA announced on October 9, 2013, that it would reinstate the ability to add money to the old fare options until issues with the roll out were corrected."}
+{"text":"At the time CTA also announced that the December 15, 2013 deadline for the complete transition was still in effect."}
+{"text":"A Ventra system outage that occurred during rush hour on November 13, 2013 required the CTA to waive fares for an estimated 15,000 rides, with passengers boarding trains by showing their Ventra cards to station attendants. The outage was due to a back-office server issue at the contractor's office. The CTA stated that it would be seeking payment for the lost revenue from Cubic at a value of $33,750."}
+{"text":"The final transition to Ventra was postponed indefinitely in early November, from the original December 15, 2013, date, due to the persistent issues with the roll out. In early 2014, CTA and Pace both announced plans to resume the final rollout, with a full transition to Ventra expected by July 2014."}
+{"text":"The CTA stated in early November 2013 that no payments would be made to Cubic until customer service line wait times are under five minutes, transactions at entry take less than 2.5 seconds for 99% of transactions, and that 99% of the new equipment is functioning."}
+{"text":"With the app, customers can manage their Ventra transit accounts, buy mobile tickets to ride Metra trains and receive notifications when their account balances are low or when unlimited-ride passes are due to expire. There is also a \u2018Transit Tracker\u2019 feature that enables customers to view schedules and arrival times for Metra, CTA and Pace."}
+{"text":"After two months of the Ventra app's launch in late January 2016, Metra customers have taken more than 1 million rides using mobile tickets. The 1 millionth ride was taken Jan. 19, exactly two months after the app was launched. The mobile pay capability could potentially extend to letting travelers coordinate and pay for multiple modes of transportation."}
+{"text":"In a later phase, customers will be able to download a virtual Ventra Card onto their near-field-communication-compatible mobile devices, allowing them to access their Ventra transit accounts to pay for rides on CTA trains and CTA and Pace buses directly from the Ventra mobile app by touching their smartphone or other mobile device to a Ventra reader."}
+{"text":"According to the CTA, the Ventra app has been well-received, based on customer feedback and its increasing number of downloads. While there was no official target set for the number of downloads the CTA hoped the app would get, it saw more than 20,000 downloads its first day. More than 1,300 Metra ticket purchases were made through the app, which represented nearly 9,600 Metra tickets (accounting for 10-ride purchases as 10 tickets), and more than 5,000 new Ventra accounts were created in the app the day it launched."}
+{"text":"Riders can load the free app on Apple and Android smartphones from the App Store and Google Play. Fares can be paid for using a credit or debit card or a Ventra account. Officials said it's worth creating an account because it expedites buying passes or tickets, and fares can be recovered if the fare card is stolen or lost."}
+{"text":"Towards the end of October 2020, the CTA announced that Ventra would be able to be used within an Apple Pay wallet, allowing a customer's card to be scanned on an iPhone or Apple Watch device, though with the caveat that the customer's plastic Ventra card would no longer be able to be used."}
+{"text":"The CharlieCard is named after the lead character in the 1948 protest folk music song, \"M.T.A.\". The song was written to protest a fare increase in the form of an extra five cent exit fare for longer rides and was later made popular by the Kingston Trio in 1959. One of the rejected names for the farecard system was \"The Fare Cod\", a pun on both the way locals might pronounce \"Card\" and the fish that was once integral to the Massachusetts economy, and also a reference to other transit cards named for ocean animals, such as London's Oyster and Hong Kong's Octopus. Another rejected name was T Go card with the T being the symbol for the MBTA."}
+{"text":"CharlieCards work on the MBTA's subway and bus services, most of which were converted in 2006. Token sales ended on December 6, 2006. The final fare-controlled station to be converted was Fields Corner station on December 22, 2006. They were originally expected to be usable on MBTA commuter rail and ferry boat services by December 2008, with testing on the Commuter Rail originally planned for summer 2008. However, testing had been pushed back to 2009, and full implementation had not been expected until 2011. By 2012, the MBTA had abandoned plans to accept CharlieCards on the commuter rail system. CharlieCards are not accepted on THE RIDE."}
+{"text":"CharlieCards are gradually being expanded to the other transit authorities in Massachusetts. CharlieCard acceptance has expanded to the MetroWest Regional Transit Authority (October 2010), Brockton Area Transit Authority (March 2011), Lowell Regional Transit Authority (November 2011), Merrimack Valley Regional Transit Authority (branded \"Tap and Ride Card\"; February 2012), Montachusett Regional Transit Authority (March 2012), Worcester Regional Transit Authority (April 2012), Cape Ann Transportation Authority, Cape Cod Regional Transit Authority (November 2012), Southeastern Regional Transit Authority (January 2013), and Berkshire Regional Transit Authority (January 2014)."}
+{"text":"On December 16, 2020, the MBTA announced that in Winter 2020-2021, the AFC 2.0 system would roll out in a closed pilot program at Forest Hills and Ruggles stations, and on the 28 and 39 bus routes. This new system uses a contactless CharlieCard that has a simplified design."}
+{"text":"The CharlieCard can store a cash balance and daily, weekly and monthly passes that allow unlimited rides during the set period of time. Passengers use the plastic CharlieCard by tapping it against a target on a gate or a vehicle farebox. When tapped, the gate or farebox either debits the cost of the passenger's ride, verifies that the card has a valid transfer or that the card has a pass that is valid for travel at the given time and location. Transit riders can add value or a monthly pass to their cards at machines located at MBTA stations and vehicles, MBTA ticket offices, and retail sales terminals at select outlets. Beginning in 2009, CharlieCards could be registered and have passes or money added to them online."}
+{"text":"The original CharlieCards show no expiration date, but expired three to five years after they were first activated. CharlieCards distributed later had expiration dates printed on them and are valid for ten years, with the exception of Student CharlieCards which expire at the end of the school year they are issued."}
+{"text":"Prior to 2021, if a user needed to replace an expired CharlieCard, they had to go to the Downtown Crossing pass sales office during business hours or mail the card to MBTA. Passes and stored value left on an expired card can be moved to the replacement card."}
+{"text":"In 2021, MBTA announced plans to upgrade fare vending machines to be able to dispense CharlieCards. They also announced plans to have the new machines dispense \u201ctappable\u201d paper CharlieTickets, which can be scanned on future fare card readers that were under testing in 2021. Additionally, the new fare readers would allow riders to pay using a smartphone or contactless credit card."}
+{"text":"In 2012, MBTA announced plans to introduce tickets that could be purchased and scanned on smartphones."}
+{"text":"After a shift to CharlieCards, some token collectors were retrained as \"Customer Service Agents\" (CSAs)."}
+{"text":"In March 2017, the MBTA announced they were planning on privatizing their customer service positions to increase efficiency. The MBTA hired a company called 'Block By Block\" and named \"Transit Ambassadors\". In August 2017, the new Transit Ambassador program was rolled out."}
+{"text":"As of December 2020, there were 200 Transit Ambassadors working in the MBTA system."}
+{"text":"Automated fare collection equipment is also compatible with the MBTA's CharlieTicket, a paper card with a magnetic stripe that operates as a stored-value card or time-period (monthly, weekly, or daily) pass. The MBTA first implemented the stored-value CharlieTicket on the Silver Line in February 2005. Tickets are inserted into a slot in the gate or farebox, the fare is deducted, and the ticket is returned to the rider."}
+{"text":"On September 18, 2008, two 150-bike parking cages were made available at the Alewife station, next to the MBTA parking garage. Since then, a number of MBTA stations have been provided with secure, monitored bicycle parking cages. Previously, access to these cages required a free special Bike CharlieCard. However, as of the spring of 2013, any CharlieCard can be registered for bike cage access."}
+{"text":"CharlieCards can be reloaded, and CharlieTickets can be purchased and exchanged for new ones at Fare Vending Machines (FVMs) in transit stations, and elsewhere in the system including buses. All FVMs accept credit and debit cards; most also accept cash and coins. The AFC fareboxes on buses and light rail trains accept CharlieCards, Change Tickets, CharlieTickets, cash (up to $20 bills), and coins. When customers pay with cash on the bus, they may receive their change on a \"ChangeTicket\"."}
+{"text":"The MBTA gives a discount for CharlieCard users that began with the fare increase that took effect on January 1, 2007, and continuing with later increases. For example, a subway or trolley ride costs $2.40 with a CharlieCard but $2.65 with a CharlieTicket or cash. Local bus riders get a $0.50 discount with a CharlieCard ($1.60 vs $2.10),express bus riders pay an extra $1 or $1.50 depending on the route, and similar surcharges had been planned for commuter rail, and harbor ferries, but not THE RIDE. The MBTA also plans to continue providing the cards themselves free of charge, at pass offices, at stations throughout the system, at local retailers, and online."}
+{"text":"There is also a senior citizen\/disabled citizen Charlie pass, with reduced fares for qualifying individuals, called a \"Senior\/TAP\" (Transportation Access Pass) CharlieCard. Middle school and high school students also can obtain a discounted CharlieCard."}
+{"text":"The bulk of the MBTA's vehicles and stations were transitioned to the CharlieCard-compatible system throughout 2006, with Fields Corner the last to be converted on December 22, 2006."}
+{"text":"Fare Vending Machines are available at all underground stations, as well as on the baggage-claim level of Logan International Airport terminals, inside Fenway Park, and at all stations on the Green Line D branch. Proof-of-Payment Validation machines are installed at select stops on the other Green Line branches."}
+{"text":"There are no plans to install Fare Vending Machines at Silver Line surface stops at the present time. Instead, the MBTA plans to install fare card sales terminals inside retail stores at other heavily trafficked locations in the system, including along busy bus routes and near selected Green Line and Silver Line stops, and in non-traditional locations such as Fenway Park. Fare vending machines were later installed at all airport stops before the Silver Line became free to board at the airport, removing the need for the Fare Vending Machines."}
+{"text":"The Green Line is the most heavily traveled light rail line in the United States, with an average of 230,000 riders each weekday. Because of this heavy ridership, at selected stops on the Green Line the MBTA implemented a system known as Show-N-Go, which allows riders to flash their monthly passes and enter through the rear doors of a train, reducing congestion at the front door. This worked well when monthly passes were on paper tickets, as each month's pass differed visually from the previous month, but became an issue when the MBTA encouraged riders to store their monthly passes on their CharlieCards, as passes held this way cannot be verified visually."}
+{"text":"The MBTA's solution was to turn the surface portion of the Green Line into a proof-of-payment system to increase the efficiency of boarding at peak times on surface Green Line stops. All doors on all trolleys open at some or all stations, depending on the branch. Passengers can pay their fare in several ways, depending on their payment method. Passengers paying with cash must enter through the front door and pay at the farebox, where they may receive a proof-of-payment receipt. Stored-value CharlieCard or CharlieTicket holders may also need to pay at the farebox."}
+{"text":"In July 2012, the MBTA reverted to a \"front door only\" boarding policy on surface stations outside of peak hours to combat fare evasion. This policy also requires passengers getting off the streetcar to walk all the way to the front of the car to exit."}
+{"text":"This later changed to an all door boarding during busy hours and a front door only during off-peak hours."}
+{"text":"Security flaws in the CharlieCard technology were studied and reported in a presentation by Henryk Pl\u00f6tz and Karsten Nohl at the Chaos Communication Congress in December 2007, which described a partial reverse-engineering of the algorithm used in the MIFARE Classic chip. The MIFARE Classic smartcard from NXP Semiconductors, owned by Philips, was reported as compromised in March 2008 by a group of researchers led by Karsten Nohl, a Ph.D. student in the Department of Computer Science, University of Virginia."}
+{"text":"In addition, the security used on the mag-stripe CharlieTickets was broken by a team of MIT students. They were scheduled to give a talk about their findings at DEFCON 16 in August 2008, but were stopped after a federal lawsuit was filed against them by the MBTA, which resulted in a restraining order being issued. However, their presentation had already been published by DEFCON before the complaint was filed. On August 19, the court ruled the students could give their presentation."}
+{"text":"Other MIT students leveraged the technology behind Charlie Cards in 2013, with the development of Sesame Ring, a wearable ring embedded with an RFID tag that would save riders time in passing through MBTA station faregates. The students formed a company called Ring Theory and funded development of the product using a Kickstarter campaign. The Sesame Ring can be ordered online, or purchased in the MBTA Gift Store in Cambridge. The product was developed with full cooperation from the MBTA."}
+{"text":"SmarTrip is a contactless stored-value smart card payment system managed by the Washington Metropolitan Area Transit Authority (WMATA). The Maryland Transit Administration (MTA) uses a compatible payment system called CharmCard. A reciprocity agreement between the MTA and WMATA allows either card to be used for travel on any of the participating transit systems in the Baltimore-Washington metropolitan area. Unlike traditional paper farecards or bus passes, SmarTrip\/CharmCard is designed to be permanent and reloadable; the term \"SmarTrip\" may refer to both payment systems unless otherwise noted."}
+{"text":"WMATA began using SmarTrip for payment on Metrorail in 1999 followed shortly by Metrobus and Metro parking lots. It was later extended to other public transit systems throughout the region. Although WMATA initially drew criticism due to the limited number of SmarTrip sales locations, distribution has expanded to local convenience stores and supermarkets. By late 2012 all Metrorail stations were equipped with SmarTrip vending machines."}
+{"text":"In October 2010, WMATA announced that it was working on a replacement system because the company that makes SmarTrip cards has since gone out of business. However, the transit agency found an alternate manufacturer to produce additional cards until a new payment system is introduced."}
+{"text":"Since March 6, 2016, SmarTrip cards are the only payment method accepted on Metrorail; paper farecards are no longer valid."}
+{"text":"In an effort to reduce fraud and waste, Metro announced in October 2008 that it would be eliminating paper bus transfers effective January 4, 2009. All riders who wished to take advantage of reduced-fare transfers were required to pay using SmarTrip. Paper bus passes were eliminated in January 2011 and passes are now only available on SmarTrip."}
+{"text":"For SmarTrip, pass rules are different from CharmCard. All Metrorail passes are now available on SmarTrip. These include One-Day, 7-Day, and 28-Day fast passes valid for unlimited travel on Metrorail. A 7-Day Short Trip Pass is also sold, allowing unlimited off-peak rides, and unlimited peak rides for trips costing up to $3.50, with the difference in fare deducted from the stored value on the card if necessary. CharmCard allows a maximum of two of each pass to be stored, so two day passes and two monthly passes, plus cash, can be stored on the card."}
+{"text":"Metro also sells SmarTrip cards that are preloaded with a One-Day rail pass online for the same price as just the pass alone ($14 since July 1, 2012), including all of the commemorative SmarTrip cards issued since 2009."}
+{"text":"Discounted (half-fare) cards have different rules for SmarTrip and CharmCard. SmarTrip for seniors and the disabled may only be purchased in person from a Metro agent or authorized sales office, and the person must show ID and for a disabled rider, proof of disability (either WMATA Disabled ID or Medicare card.) CharmCard for seniors and disabled are only available from the MTA reduced fare office at 6 St. Paul Street in downtown Baltimore, with similar requirements (proof of age or disability). Also, while WMATA charges a $2 fee plus the amount to load in value for senior\/disabled SmarTrip card, MTA merely requires at least $2 in value to be initially loaded onto a senior\/disabled CharmCard; MTA waives any fee for the card."}
+{"text":"\"Exit fare\" machines (used with paper farecards) previously did not accept SmarTrip, and riders with insufficient value to pay their fare were allowed to exit the system with any negative balance. This negative balance must, however, be paid before the card may be used again to enter the system. In addition, the card must contain sufficient value to pay the full fee in order to exit a Metro parking lot. Since SmarTrip owners were allowed to exit the system with an unlimited negative balance, the Metro Board had previously rejected proposals to reduce the price of SmarTrip cards from $5 down to $2.50."}
+{"text":"Starting September 1, 2012, Metro began offering $3 rebates to customers who registered their cards online after purchase. The cards still cost $5, but a $3 credit was refunded to the card five days after first use. Also starting September 1, riders have been required to have a minimum balance of $1.20 on their SmarTrip cards (35\u00a2 for half-fare senior\/disabled cards) in order to enter the Metrorail system, which reduced the possible negative balance upon exit."}
+{"text":"Effective October 1, 2013, the price of the card was reduced to $2, the rebate program was discontinued, and the maximum permitted negative balance upon exit was set at $1.50, with riders who would exceed this being required to use the Exitfare machines to add value to their cards."}
+{"text":"SmarTrip cards comply with the ISO\/IEC 14443 Type B standard. A microchip contained within the card stores its value, as well as the rider's most recent entry and exit points, and a unique identifier. However, the unique identifier is not linked to a person's name or identity, unless one registers the card online. Registering SmarTrip cards allows riders to recover their remaining balance (minus a $5 replacement fee), should the card be lost, stolen, or damaged. The unique identifier also allows workers enrolled in the SmartBenefits program, which allows employers to subsidize employee transportation costs tax-free, to credit their monthly benefits to their cards."}
+{"text":"The SmarTrip system was built and designed by Cubic Transportation Systems, Inc., a subsidiary of San Diego-based Cubic Corporation. As of October 2010 Cubic is reportedly no longer producing the cards."}
+{"text":"In December 2010, WMATA issued a request for proposals for a replacement system. The new payment system is expected to use federal employee badges and certain smart phones in addition to the stored value cards. In January 2014 WMATA announced that the contract for the new system was awarded to Accenture."}
+{"text":"In May 2012, the transit agency announced that it had found a replacement manufacturer for SmarTrip cards to avoid shortages until a new payment system goes into place. Customers will likely not notice any differences except that the new cards are slightly thinner and cheaper to produce."}
+{"text":"SmarTrip was the first contactless smart card for transit in the United States when WMATA began selling SmarTrip cards on May 18, 1999. By 2004, 650,000 SmarTrip cards were in circulation. On November 12, 2002, the first SmarTrip readers were used on Metrobuses. In May 2004, SmarTrip readers were introduced at parking garage gates. In December 2010, 1,800,000 SmarTrip cards were in use. In February 2011, WMATA replaced the antennas on all Metrorail faregates to improve the speed and range of its faregates' SmarTrip processing. On September 1st, 2020, Apple and WMATA enabled SmarTrip cards to be added to Apple Pay through the Wallet app."}
+{"text":"In May 2011, WMATA and the District of Columbia Department of Transportation started a pilot project to give students in the DC Public Schools \"DC One Cards\" which are SmarTrip compatible. The new cards serve as both a student identification card and provide reduced or free Metro fares during student commuting hours. The cards are intended to address youth behavior problems in Metrorail stations."}
+{"text":"In the summer of 2018, the DC One Card Kids Ride Free program was replaced by the SmarTrip Kids Ride Free Program due to difficulties in activating the DC One Cards. All students who live in the District of Columbia, attend a public, charter, or private school in the District of Columbia, and are between the ages of 5 and 21 are eligible for a Kids Ride Free SmarTrip Card. The Kids Ride Free Card, a normal SmarTrip card with a large silver Kids Ride Free sticker on it, allows students to ride the Washington Metro, Metrobus, and the DC Circulator for free. The DC One Card Program officially terminated on October 1, 2018."}
+{"text":"On the front of the standard SmarTrip card is a stylized picture of a Metrorail car and Metrobus in front of representations of the Washington Monument, United States Capitol, and stylized versions of classical architecture found in Washington, D.C. The Metro logo appears in the bottom left. A \"Senior\" SmarTrip is also available that automatically calculates applicable discounted fares for senior citizens (age 65+). The design is identical to the standard SmarTrip except that the card is printed in shades of bright yellow and brown, instead of blue and green. Since the Senior SmarTrip allows for discounted fares, the card may only be purchased in person with a valid ID from a Metro sales office or authorized vendor."}
+{"text":"On March 27, 2016, Metro unveiled a new Smartrip card design, to celebrate the 40th anniversary of the Metrorail system opening."}
+{"text":"Beginning November 2016, Metro Access cards, which permit use of Metro Access Paratransit and free trips on Metrobus and Metrorail, were replaced with a special personalized SmarTrip card with the user's photograph and the Metro Access logo appearing on the front of the card. A companion SmarTrip card is included to allow a companion to also ride free along with the disabled person."}
+{"text":"The first two promotional SmarTrip cards were issued in 2008 to commemorate the opening of the newly built stadium of the Washington Nationals, Nationals Park. Special SmarTrip cards commemorating the inauguration of President Barack Obama were issued in January 2009 and 2013. In July 2013, a special July 4 commemorative SmarTrip card was introduced."}
+{"text":"In June 2014, Metro celebrated the 125th anniversary of the National Zoo by issuing commemorative SmarTrip cards featuring \"popular zoo baby residents.\""}
+{"text":"In July 2014, a commemorative SmarTrip card was issued to celebrate the opening of the Silver Line."}
+{"text":"An early criticism of the SmarTrip cards had been that they were only sold at suburban Metrorail stations, online, a few selected retailers, and Metro sales offices. However, in 2008, Metro reached an agreement with CVS\/pharmacy to sell the cards at 187 DC-area locations in an effort to increase SmarTrip use. The SmarTrip cards are also sold at area grocery store chains. In late 2012 WMATA installed SmarTrip vending machines at all Metrorail stations."}
+{"text":"A number of SmarTrip features that were supposed to be introduced in 2005 by SmarTrip's creator, Cubic Transportation Systems, were not fully implemented until 2012. Initially, riders could only add value to a SmarTrip card at Metrorail stations or by using cash while boarding a Metrobus. In November 2008, after years of delays, WMATA announced that customers would have the ability to add funds to their SmarTrip cards online by September 2009, but that deadline was missed. WMATA did launch SmarTrip's online reload feature in September 2011. WMATA allowed customers to load a seven-day unlimited Metrorail pass to their SmarTrip cards in April 2012."}
+{"text":"All trips made with a SmarTrip card, with the exception of bus transfers and passes, are charged as individual one-way fares. WMATA offers discounted rail and bus passes to customers who make several trips in one day, or many trips, or many short trips, in a seven-day period or calendar month; however, SmarTrip users must manually load each transit pass onto their SmarTrip cards or sign up for an autoload of the pass in advance. This is in contrast to the Oyster card system on the London Underground, for example, where fares are automatically capped to ensure that customers never pay more than the cost of a one-day pass each day."}
+{"text":"There have been complaints when customers' cards cease to work as a result of placing the card in proximity to metal or physically damaging the card. In such cases Metro guarantees that the fund balance on the card will be transferred to a new card. However, customers have complained that WMATA has not been processing such balance transfers promptly."}
+{"text":"In a controversial move, WMATA announced that as part of a new cashless parking payment system, SmarTrip would be the only way to pay for parking at Metro-operated garages and lots effective June 28, 2004, after reports of widespread theft by Metro's parking contractor, Penn Parking."}
+{"text":"The following is a list of transit systems that accept the SmarTrip card for payment. The Maryland Transit Administration's CharmCard uses a compatible payment system from the same manufacturer. A reciprocity agreement allows patrons to use either payment card to travel on any of the participating systems throughout the Baltimore-Washington Metropolitan Area."}
+{"text":"The following systems serve the Baltimore\u2013Washington Area, but do not currently accept SmarTrip or CharmCard as payment"}
+{"text":"The Compass Card is a form of electronic ticketing used on public transport services within San Diego County, California. It is administered by the San Diego Association of Governments (SANDAG) and is valid on a number of different travel systems in San Diego County including MTS buses, the San Diego Trolley, North County Buses, the Coaster and the Sprinter."}
+{"text":"The card and fare collection systems are manufactured by Cubic Transportation Systems, and SANDAG administers the Compass Call Center (CCC), a central call center for all agencies. The system is due to be phased out when its successor, Pronto launches at the start of planned fare changes in summer 2021."}
+{"text":"Initially the San Diego Association of Governments only offered monthly passes on the compass card system-wide, and 14-day passes via telephone. Stored cash value cards were introduced in 2017, with plans in the future capable of automatically purchasing a day pass on the first tap."}
+{"text":"Customers are able to perform the following transactions at the corresponding locations with a Compass Card as indicated below:"}
+{"text":"The following process takes place when a user taps their card on a reader:"}
+{"text":"The next behavior depends on the reader:"}
+{"text":"Read errors that are displayed on the reader screen can include, but are not limited to:"}
+{"text":"SANDAG offers the following benefits to all Compass Card users:"}
+{"text":"The SEPTA Key card is a smart card that is used for automated fare collection on the SEPTA public transportation network in the Philadelphia metropolitan area. It can be used throughout SEPTA's transit system (bus, trolley, subway, high speed line), and on Regional Rail."}
+{"text":"Before the Key System, SEPTA's fare collection was almost entirely manual. Monthly and Weekly passes were sold by a cashier at a SEPTA sales office. Tokens for bus, trolley and subway fare could be purchased from a vending machine at some stations, however exact change was required. Paper tickets and passes were used on Regional Rail. In 2012, SEPTA announced the Key project. In 2014, SEPTA began deploying the new hardware necessary for the system at each station."}
+{"text":"The initial rollout of the key card on transit services began with an early adoption program starting on June 13, 2016. Sale of Key Cards was opened to the public on February 9, 2017. As of June 1, 2017, weekly and monthly TransPasses (for urban transit, distinct from the TrailPasses for SEPTA Regional Rail) were no longer available in the old format, and users of those passes had to have a Key Card. However, the sale of weekly TransPass at third-party locations continued until July 30th, 2018. The sale of monthly TransPasses at third-party locations also ended in July 2018."}
+{"text":"A card can be loaded with a weekly, monthly or single day pass. Unlike the older paper passes, SEPTA Key imposes a limit on how many trips a rider can take on a pass (56 for a weekly pass, 240 for a monthly pass, 8 for a One Day Convenience Pass, and 10 for a One Day Independence Pass). This is designed to prevent sharing of cards. The system also has a \"Travel Wallet\" feature in which riders can load money on the card and have the fare for each trip deducted from the balance when the card is presented. The Travel Wallet fare is discounted from the cash fare and costs the same as a token on transit and a ticket purchased in advance on Regional Rail."}
+{"text":"The system was designed to keep most of SEPTA's existing fare collection practices in place. For example, the system can automatically detect if a rider is transferring from another route and charge the transfer fee instead of the full fare."}
+{"text":"SEPTA Key is accepted on all SEPTA rapid transit lines (Broad Street, Market-Frankford, Norristown), buses, trolleys, trackless trolleys, and Regional Rail. SEPTA Key cards were formerly accepted on DART First State buses in northern New Castle County, Delaware. Starting January 1, 2021, SEPTA Key cards were no longer accepted on DART First State buses because the fareboxes cannot read the card to confirm the purchase of a TrailPass and due to widespread fraudulent use."}
+{"text":"In 2007, SEPTA announced a plan to award a contract for an updated fare payment system by the end of the year. At the time, it was estimated the project would take about three years and cost approximately $100 million, based on the implementation of similar fare payment systems in other cities. After the bid deadline for contractors was extended several times, in 2011 the SEPTA Board awarded a $129.5 million contract to ACS Transport Solutions Group, a division of Xerox, with 2013 as a target date for completing the implementation."}
+{"text":"By 2013, the project was said to be a few months behind schedule, with SEPTA's Chief Officer of New Payment Technology John McGee stating \"That ball of steam isn't as large as we'd like, but we're still moving along.\" Roll out was expected first on SEPTA Regional Rail, with transit service to follow."}
+{"text":"By 2019, total cost of the primary contract was $192.5 million, about $70 million more than planned."}
+{"text":", the total cost was $193.3 million."}
+{"text":"The EASY Card system is a series of linked contactless smartcard systems used by Miami-Dade Transit and South Florida Regional Transportation Authority in the South Florida area. The Easy Card allows for electronic payment on multiple public transport systems including Miami Metrorail, rapid transit rail system; Tri-Rail, commuter rail system; and Metrobus. Other public transportation agencies in the South Florida area which may eventually join the system include Broward County Transit as well as Palm Tran."}
+{"text":"While both the Miami-Dade Transit as well as the SFRTA fare collection systems were installed by Cubic Transportation Systems, combined they are the first multiple agency regional system in the United States that interoperates through the American Public Transportation Association's Contactless Fare Media Standard."}
+{"text":"While the system as a whole is referred to as the \"Easy Card\" system, there actually is more than one type of contactless smartcard media in use:"}
+{"text":"In addition to the above, SFRTA uses their Easy Card ticket machines to print out purely paper tickets that lack any smartcard media for same-day and\/or weekend usage. If a paper ticket user wishes to transfer to Metrorail, they must obtain an EASY Card or EASY Ticket at either the Tri-Rail and Metrorail transfer station or the Miami Airport station."}
+{"text":"While Miami-Dade Transit ticket machines provide both EASY Cards as well as EASY Tickets, SFRTA\/Tri-Rail ticket machines provide only EASY Cards. Ticket agents at attended Tri-Rail stations are able to provide EASY Tickets."}
+{"text":"EASY Cards as well as related smartcard media can be used on the following systems:"}
+{"text":"Miami-Dade County is working on an interoperability agreement with Broward County Transit and PalmTran of Palm Beach County; however these systems do not yet accept Easy Cards for payment"}
+{"text":"An EASY card or ticket purchased from any participating agency or at a Ticket Vending Machine at any metrorail station may be used on any participating system, provided it is loaded with the proper fare or has a sufficient balance in it."}
+{"text":"Metrobus users only have to tap their Easy Card or Easy Ticket once on a fare validator when boarding a bus. Metrorail users have to tap their card or ticket when entering the faregates for a Metrorail station, as well as when leaving them. Tri-Rail users have to tap their card or ticket on ticket validators found at every Tri-Rail station platform prior to entering and after exiting a train."}
+{"text":"Systems which require entry and exit taps must see the exit tap of a card in order to issue a transfer. Transfer discounts within Miami-Dade Transit as well as from Tri-Rail to Miami-Dade Transit are only available when an EASY card or ticket is used to pay the fare both on the system\/vehicle being transferred to, as well as the one previously used."}
+{"text":"In addition to the Easy Card system, Miami-Dade Transit implemented a system called Easy Pay, which you can download via App Store or Google Play, which allows payment of transit fares, and soon college easy ticket, using a smartphone. Once a fare has been purchased and activated, a QR barcode is generated containing the fare that can be scanned at selected turnstiles or shown to bus drivers."}
+{"text":"Additional features that are in the application include 7-day, 1-day, eventually college easy tickets, and monthly passes, along with the ability to reload and view balance of an Easy Card."}
+{"text":"Implemented in August 2019, riders are able to use their Visa, Mastercard, or AMEX contactless credit\/debit cards, Apple Pay, Google Pay, and Samsung Pay at the fare gates on the Metrorail. As of February 2020, contactless bank cards and digital wallets are also accepted on Metrobuses."}
+{"text":"The MetroCard is a magnetic stripe card used for fare payment on transportation in the New York City area. It is the primary payment method for the New York City Subway; New York City Transit buses, including routes operated by Academy Bus under contract to the Metropolitan Transportation Authority (MTA) and MTA buses; Nassau Inter-County Express (NICE) systems; the PATH train system; the Roosevelt Island Tramway; AirTrain JFK; and Westchester County's Bee-Line Bus System."}
+{"text":"The card was introduced in 1993 to enhance the technology of the transit system and eliminate the burden of carrying and collecting tokens. The MTA discontinued the use of tokens in the subway on May 3, 2003, and on buses on December 31, 2003. The MetroCard is expected to be phased out by 2023. It will be replaced by OMNY, a contactless payment system where riders pay for their fare by waving or tapping credit or debit bank cards, smartphones, or MTA-issued contactless smart cards."}
+{"text":"The MetroCard is managed by a division of the MTA known as Revenue Control, MetroCard Sales, which is part of the Office of the Executive Vice President. The MetroCard Vending Machines are manufactured by Cubic Transportation Systems, Inc."}
+{"text":"As of early 2019, the direct costs of the MetroCard system had totaled $1.5 Billion."}
+{"text":"On October 30, 1992, the installation of Automated Fare Collection turnstiles began. The farecard system was given the name MetroCard by April 1993. At the time, the first subway stations were supposed to receive MetroCard-compatible turnstiles before year's end, and buses were scheduled to be retrofitted with MetroCard collection equipment by late 1995. On June 1, 1993, MTA distributed 3,000 MetroCards in the first major test of the technology for the entire subway and bus systems. Less than a year later, on January 6, 1994, MetroCard-compatible turnstiles opened at Wall Street on the IRT Lexington Avenue Line () and Whitehall Street\u2013South Ferry on the BMT Broadway Line (). All MetroCard turnstiles were installed by May 14, 1997, when the entire bus and subway system accepted MetroCard."}
+{"text":"On September 28, 1995, buses on Staten Island started accepting MetroCard, and by the end of 1995, MetroCard was accepted on all New York City Transit buses."}
+{"text":"The first MetroCard Vending Machines (MVMs) were installed on January 25, 1999 in two stations, and by the end of 1999 347 MVMs were in service at 74 stations. On April 13, 2003, tokens were no longer sold. Starting May 4, 2003, tokens were no longer accepted, except on buses. The following fare increases were implemented:"}
+{"text":"On February 27, 2005, another fare hike occurred:"}
+{"text":"On March 2, 2008, another set of fare increases was implemented:"}
+{"text":"On June 28, 2009, the agency had its second fare hike in as many years:"}
+{"text":"On December 30, 2010, the bonus value for Pay-Per-Ride decreased to 7% for every $10, and the 1-Day Fun Pass and the 14-Day Unlimited Ride were discontinued altogether. Additionally:"}
+{"text":"In 2012, the MTA allowed advertisements to be printed on the fronts of MetroCards. The backs of MetroCards had already been used for advertisements since 1995. This change meant that advertisers could remove the MTA logo from the fronts of MetroCards."}
+{"text":"As a result of Hurricane Sandy in October 2012, three free transfers were offered on the MetroCard. The first was between the Q22, the Q35, and the at the Flatbush Avenue\u2013Brooklyn College station. The second between the Q22, either the Q52 Limited or the Q53 Limited, and the at the Rockaway Boulevard station. Finally, a three-hour transfer window applied from transfers from any subway station to the Q22 or Q113 routes of MTA Bus, and then to the n31, n32, and n33 routes of NICE."}
+{"text":"On December 19, 2012, the MTA voted for the following fare increases:"}
+{"text":"Starting February 20, 2013, people were able to refill cards with both time and value, so that when a MetroCard is filled with both an unlimited card and fare value, the unlimited ride portion is used first where applicable. If not started already, the unlimited ride period would begin when the card is next used, and when the unlimited period expires, the regular fare would be charged. On March 3, 2013, a $1 fee was imposed on new card purchases in-system in order to reduce the number of discarded MetroCards. However, MetroCards purchased through the Extended Sales retail network carry no new card fee."}
+{"text":"On March 22, 2015, the MTA voted for the following fare increases:"}
+{"text":"On March 19, 2017, the following fare increases went into place:"}
+{"text":"On October 23, 2017, it was announced that the MetroCard would be phased out and replaced by OMNY, a contactless fare payment system also by Cubic, with fare payment being made using Apple Pay, Google Wallet, debit\/credit cards with near-field communication enabled, or radio-frequency identification cards. All buses and subway stations would use the OMNY system by 2020. However, support of the MetroCard is slated to remain until 2023."}
+{"text":"On April 21, 2019 the following fare increases went into place:"}
+{"text":"During a swipe, the MetroCard is read, re-written to, then check-read to verify correct encoding."}
+{"text":"The older blue MetroCards were not capable of the many kinds of fare options that the gold ones currently offer. The format of the magnetic stripe used by the blue MetroCard offered very little other than the standard pay-per-swipe fare. Also, gold MetroCards allow groups of people (up to four) to ride together using a single pay-per-swipe MetroCard. The gold MetroCard keeps track of the number of swipes at a location in order to allow those same number of people to transfer at a subsequent location, if applicable. The MetroCard system was designed to ensure backward compatibility, which allowed a smooth transition from the blue format to gold."}
+{"text":"Cubic later used the proprietary MetroCard platform to create the Chicago Card and Tren Urbano's fare card, which are physically identical to the MetroCard except for the labeling."}
+{"text":"The SingleRide Ticket (introduced to replace subway tokens and single cash fares) is a piece of paper with a magnetic strip on the front, and with the date and time of purchase stamped on the back. They cost $3.00 for one subway or local bus ride, with one free transfer allowed between buses, issued by the bus operator upon request. SingleRide Tickets do not allow transfers between subways and buses. SingleRide tickets can only be purchased at MetroCard Vending Machines, which are usually located within subway stations, and expire two hours from time of purchase. Because of these limitations, SingleRide Tickets are not frequently used, having been used by only 3% of subway riders in 2009."}
+{"text":"Although the Pay-Per-Ride MetroCard is accepted on PATH, the regular SingleRide ticket is not. However, a PATH SingleRide ticket is available from MVMs in PATH stations for $2.75, valid for 2 hours and only on PATH. PATH also accepts 2-Trip PATH MetroCards, which cost $5.50 and are also valid only on PATH."}
+{"text":"The Pay-Per-Ride MetroCard can be filled with an initial value in any increment between $5.50 and $80, though vending machines only sell values in multiples of 5 cents. Cards can be refilled in 1 cent increments at station booths (formerly called token booths), and in 5 cent increments at vending machines. A MetroCard holder can spend up to $80 in one transaction and up to a total value of $100. Pay-Per-Ride MetroCards can also be filled with unlimited ride time in 7- or 30-day increments."}
+{"text":"The Pay-Per Ride MetroCard is accepted on the New York City Subway; MTA express, local, limited, and Select buses; and the Staten Island Railway. Outside agencies also accept the MetroCard, including the Staten Island express bus routes operated by Academy Bus; the Nassau Inter-County Express; the PATH, operated by the Port Authority of New York and New Jersey; the AirTrain JFK, operated by the Port Authority; the Roosevelt Island Tramway; and the Westchester County Bee-Line Bus System. However, PATH does not accept reduced fare MetroCard."}
+{"text":"Pay-Per-Ride MetroCards deduct different values depending on which service is used. Subway, Staten Island Railway, Roosevelt Island Tramway, or local\/limited\/Select bus uses, cost $2.75 per trip and usually allow one valid transfer, though two transfers may be allowed depending on which routes are being used (see below). Although the PATH charges $2.75 as well, it does not offer any free transfers. A ride on an MTA or Academy express bus costs $6.50, with transfers allowed to or from the subway, Staten Island Railway, or non-express MTA buses. The BxM4C Bee-Line Bus deducts $7.50 per trip, and no free or discounted transfers are allowed to or from that route. The AirTrain JFK costs $7.75 per trip if the passenger enters or leaves at Jamaica or Howard Beach\u2013JFK Airport stations."}
+{"text":"Transfers are available within two hours of initial entry, with the following structure:"}
+{"text":"Card balance may be transferred to a new card at any station booth, up to one year after expiration. Card balances from multiple cards may also be combined at station booths. Expired cards can also be replaced at vending machines, or by mailing the MetroCard to the MTA up to two years after expiration."}
+{"text":"The AirTrain JFK Discount MetroCard offers 10 trips on AirTrain JFK at $25. This card can only be purchased at specially marked MetroCard Vending Machines. It can be refilled, and once done so, becomes a Pay-Per-Ride MetroCard. However, although the AirTrain fare is also payable using a regular Pay-Per-Ride MetroCard, no discount is given for Pay-Per-Ride cards. There is also an unlimited-ride 30-day card that costs $40 and is only valid on AirTrain JFK."}
+{"text":", four types of Unlimited-ride MetroCards are sold:"}
+{"text":"Standard 7- and 30-day unlimited cards are accepted on MTA New York City Subway; non-express buses from either the MTA, NICE, or Bee-Line; the Roosevelt Island Tramway; and the Staten Island Railway. 7-Day Express Bus Plus is accepted on Academy Bus and MTA express buses. The AirTrain JFK only accepts the Unlimited AirTrain JFK card."}
+{"text":"The Student MetroCard is issued to New York City public and private school students who live within the city limits. It allows free access to the NYCT buses and trains, depending on the distance traveled between their school and their home. The card program is managed by the NYCDOE Office of Pupil Transportation. In Nassau County, Student MetroCards are issued by individual schools which have pre-paid for the cards."}
+{"text":"Students who receive a student MetroCard must live:"}
+{"text":"In May 2019, the MTA voted to phase out the half-fare student MetroCard and distribute only full-fare cards for students who qualify for a MetroCard."}
+{"text":"This type of card is accepted everywhere the Pay-Per-Ride or time-based MetroCard is, with two exceptions: it is not valid on the PATH, and it is not valid for ticket purchase on New York City-bound LIRR and Metro-North trains in the morning. Reduced-Fare MetroCards (in any variety) are also not accepted at PATH stations. Reduced fare customers who do not have a MetroCard may purchase a full-fare round trip MetroCard from a subway station agent by presenting proof of eligibility."}
+{"text":"This type of card caused complaints because it took up to three months to replace."}
+{"text":"The Fair Fares MetroCard pilot program was implemented in January 2019. These are distributed by Fair Fares NYC, which sends letters to eligible residents that meet the income criteria, including veteran students, New York City Housing Authority residents, City University of New York students, and residents who receive benefits from the Department of Social Services. These residents must then register online to receive the Fair Fare MetroCard. Holders of the Fair Fare MetroCard can purchase Pay-Per-Ride or time-based fares at half the regular price. This type of card is accepted only on local\/limited\/Select buses, the subway, and the Staten Island Railway."}
+{"text":"An emergency MetroCard is carried by police officers, firefighters, and emergency medical personnel while on duty so they can access the subway system during an emergency."}
+{"text":"The MetroCard Bus Transfer is issued upon request to passengers who pay cash fares on buses accepting MetroCard. The transfer is inserted into the fare box on the second bus, which retains it. Westchester Bee Line bus system and Nassau Inter-County Express and MTA New York City Transit bus is free to transfer from one bus to another bus that is accepted with MetroCard. The bus transfer is paper like the SingleRide Metrocard. This transfer does not grant cash customers subway access."}
+{"text":"For suburban transfers, if the fare paid to get the transfer is less than that required on the second bus, the difference must be paid on boarding. For transfers from NICE to New York City Transit, no step up fee is required."}
+{"text":"The predecessor to the MetroCard bus transfer was the \"original\" bus transfer. These paper tickets allowed bus to bus transfers. Available in pads of several different colors for use at different times, boroughs or directions, they would be torn at a certain time-marked line to indicate when the transfer would expire. A version of this still exists today as the \"General Order Transfer\" (aka \"block ticket\") which is provided to customers as they leave the subway system during service disruptions to re-enter the system at another point (often via a shuttle bus)."}
+{"text":"All new MetroCard purchases are charged a $1 fee, except to reduced fare customers and those exchanging damaged\/expired cards. This purchase fee does not apply to MetroCard refills."}
+{"text":"Booths staffed by MTA station agents (at specified time periods) are located in all MTA subway stations. Every type of MetroCard can be purchased at a booth, with the exception of the SingleRide ticket (purchased at the MetroCard Vending Machine) and MetroCards specific to other transit systems (AirTrain JFK and PATH). All booth transactions must be in cash."}
+{"text":"MetroCard Vending Machines (MVMs) are located in all subway stations, PATH stations (with the added ability to reload SmartLink cards), Staten Island Ferry terminals, Roosevelt Island Tramway stations, and the Hempstead Transit Center, Eltingville Transit Center, and Central Terminal at LaGuardia Airport."}
+{"text":"A number of MetroCard sales vans and a MetroCard bus (a retired bus converted for sales duty) routinely travel to specific locations in New York City and Westchester County, stopping for a day (or half a day) at the announced locations. MetroCards can be purchased or refilled directly from these vehicles. Reduced-fare MetroCard applications can also be processed on the bus, including taking photographs for these cards."}
+{"text":"The MetroCard van serves all five boroughs and Westchester County, while the MetroCard bus serves Manhattan, the Bronx, Queens, and parts of Brooklyn."}
+{"text":"Vendors can apply to sell MTA fare media at their business. Only presealed, prevalued cards are available, and no fee is charged. A comprehensive listing of neighborhood MetroCard merchants can be found on the MTA website."}
+{"text":"Ticket vending machines (TVMs) for the MTA's two commuter railroad systems, Long Island Rail Road and Metro-North Railroad, offer the option to purchase combined tickets\/passes and MetroCards. A $5.50 MetroCard is available with a round-trip ticket, and a $50 MetroCard is available with a monthly pass. In addition, the machines sell separate $25 MetroCards. TVMs at Jamaica station and Penn Station sell AirTrain JFK monthly passes on the back of LIRR tickets. All cards sold from these machines are of thick paper stock, not the normal plastic."}
+{"text":"Beginning in 2007, with the start of the S89 bus service, a combined Hudson\u2013Bergen Light Rail (HBLR) monthly pass and monthly MetroCard became available at NJ Transit ticket vending machines at HBLR stations."}
+{"text":"In 2006, the MTA and Port Authority announced plans to replace the magnetic strip with smart cards."}
+{"text":"On July 1, 2006, MTA launched a six-month pilot program to test the new contact-less smart card fare collection system, initially ending on December 31, 2006 but extended until May 31, 2007. This program was tested at all stations on the IRT Lexington Avenue Line and at four stations in the Bronx, Brooklyn and Queens. The testing system utilized Citibank MasterCard's Paypass keytags. This smart card system was intended to ease congestion near the fare control area by reducing time spent paying for fare. MTA and other transportation authorities in the region said they would eventually implement it system-wide."}
+{"text":"In October 2017, MTA signed a $573 million contract with Cubic Transportation Systems for OMNY (short for One Metro New York), a new fare payment system. This will use the contactless payment system, with riders waving or tapping credit or debit bank cards, smartphones, and\/or MTA-issued smart cards to pay their fare. This contactless system was originally developed by Transport for London at a cost of \u00a311 million (at the time equivalent to around $14 million), before being licensed to Cubic for worldwide sale. MTA expects to spend at least six years rolling out the system, with new electronic readers and vending machines. The new fare system would be rolled out on a limited basis in May 2019. By 2023, the MetroCard would be phased out entirely."}
+{"text":"The MetroCard system is susceptible to various types of unauthorized resale, colloquially known as \"selling swipes\"."}
+{"text":"At times, this may involve individuals charging to swipe another commuter into the subway system at a discount below the official fare, either by using an \"unlimited ride\" MetroCard, or by manipulating a spent MetroCard to obtain an extra, unpaid ride. A 2004 press release from New York State Senator Martin J. Golden claims these behaviors cost the MTA $260,000 a year."}
+{"text":"So-called 'swipers' reportedly may secure customers by vandalizing the coin and bill acceptor mechanisms of metrocard vending machines Nearly half of broken vending machines were in Manhattan, and the MTA spent $26.5 million on MVM repairs as of 2017. An 18-minute delay between uses of an \"unlimited ride\" MetroCard at any given station, and the expense of unlimited ride MetroCards, have historically limited their use for selling swipes."}
+{"text":"Criminal charges leveled against those using this bent-MetroCard technique have included petit larceny and, in a state law introduced specifically to target swipers in the year 2006, with \"unauthorized sale of transportation services.\" As early as 2001, however, police and prosecutors began to charge people bending MetroCards to seek free rides (either to sell, or for personal use) with various forms of forgery."}
+{"text":"A $1 fee on new MetroCards imposed in 2013 significantly curtailed the bent-MetroCard form of selling swipes. The fee incentivized riders to keep and refill their existing MetroCards, undermining the vast supply of discarded spent MetroCards from which swipers previously drew as their stock-in-trade. Nonetheless, people continue to sell swipes of bent MetroCards which have been discarded. Swipers continue to be prosecuted under forgery laws, according to research published in 2019."}
+{"text":"Over the years, the MTA has issued limited-edition MetroCards in honor of certain events, people, or structures."}
+{"text":"For much of the MetroCard's history, images were printed only on the back side of MetroCards. These have included cards with the Statue of Liberty, the New York City bid for the 2012 Summer Olympics, a Solomon R. Guggenheim Museum exhibit, and the Circle Line ferry. Sporting events have also been commemorated, including the Subway Series, the 2014 Super Bowl, and the 2014\u201315 season of the Brooklyn Nets."}
+{"text":"In 2017, the MTA started issuing Supreme-branded MetroCards at eight subway stations. The Supreme-branded cards proved popular, and there were reports that some were resold for hundreds of dollars."}
+{"text":"The MTA started allowing front side advertising in 2012. One of the earlier front side designs was an I Love New York card first sold in October 2013. Three hundred thousand cards were printed in remembrance of Hurricane Sandy the previous year."}
+{"text":"Starting in December 2018, the MTA started issuing 250,000 \"Game of Thrones\"-themed MetroCards at Grand Central\u201342nd Street, in honor of the show's final season. The cards came in four designs."}
+{"text":"Starting in May 2019, coinciding with the opening of the Memorial Glade at the National September 11 Memorial & Museum, the MTA issued 250,000 MetroCards with images of first responders at the World Trade Center site after 9\/11. The MetroCards were issued at ten subway stations: six in Lower Manhattan and four high-traffic stations in midtown and Brooklyn."}
+{"text":"In June 2019, the MTA celebrated Stonewall 50 - WorldPride NYC 2019 with LGBT pride-themed MetroCards."}
+{"text":"In November 2020, the MTA celebrated Veterans Day with Veterans Day themed MetroCards. The MetroCards were available at six stations: two in Brooklyn, one in Queens, two in Midtown Manhattan, and one in The Bronx."}
+{"text":"OMNY ( , short for One Metro New York) is a contactless fare payment system, currently being implemented for use on public transit in New York City and the surrounding area. When OMNY is completely rolled out, it will replace the MetroCard on the New York City Subway, the Staten Island Railway, PATH trains, MTA buses, Bee-Line buses, and NICE buses. OMNY will also expand beyond the current scope of the MetroCard to the Long Island Rail Road and Metro-North Railroad. As of December 31, 2020, OMNY is available on all MTA buses and at all subway stations."}
+{"text":"The MetroCard, a magnetic stripe card, was first introduced in 1992 and was used to pay fares on MTA subways and buses, as well as on other networks such as the PATH train. Two limited contactless-payment trials were conducted around the New York City area in 2006 and in 2010. However, formal planning for a full replacement of the MetroCard did not start until 2016."}
+{"text":"The OMNY system is designed by San Diego-based Cubic Transportation Systems, using technology licensed from Transport for London's Oyster card. OMNY began its public rollout in May 2019, with contactless bank cards and mobile payments accepted at select subway stations and on buses in Staten Island. The Staten Island Railway received OMNY readers in December 2019, and rollout on the New York City Subway and on MTA buses was completed on December 31, 2020, after having been delayed due to the COVID-19 pandemic. The MTA expects to begin offering OMNY contactless cards in early 2021, along with reduced-fare and time-based fare options. Full deployment to other NYC-area transit systems is expected by 2023, after which MetroCard will be completely phased out."}
+{"text":"Subway tokens had been used as the MTA subway and bus systems' form of fare payment since the 1950s. MetroCards made by Cubic Transportation Systems started to replace the tokens in 1992; the MetroCards used magnetic stripes to encode the fare payment. By 2003, the MetroCard was the exclusive method of fare payment systemwide."}
+{"text":"MasterCard and Citibank funded a trial of contactless payments, branded as PayPass. The trial was conducted at 25 subway stations, mostly on the IRT Lexington Avenue Line, beginning in July 2006. The trial was limited to select Citibank cardholders, but it proved popular enough to be extended past its original end date of December 2006."}
+{"text":"In light of the success of the first contactless payment trial in 2006, another trial was conducted from June to November 2010. The 2010 trial initially only supported MasterCard-branded cards, expanding to Visa PayWave cards in August. The 2010 trial eventually expanded to include multiple Manhattan bus routes, two New Jersey Transit bus routes, and most PATH stations."}
+{"text":"In 2016, the MTA announced that it would begin designing a new contactless fare payment system to replace the MetroCard. The replacement system was initially planned for partial implementation in 2018 and full implementation by 2022. In October 2017, the MTA started installing eTix-compatible electronic ticketing turnstiles in 14 stations in Manhattan. The eTix system, already used on the Long Island Rail Road and Metro-North Railroad, allows passengers to pay their fares using their phones. The system would originally be for MTA employees only."}
+{"text":"On October 23, 2017, it was announced that the MetroCard would be phased out and replaced by a contactless fare payment system also by Cubic, with fare payment being made using Android Pay, Apple Pay, Samsung Pay, debit\/credit cards with near-field communication enabled, or radio-frequency identification cards. The announcement called for a phased rollout, culminating in the discontinuation of the MetroCard by 2023. The replacement fare system was criticized because the new turnstiles could be hacked, thereby leaving credit card and phone information vulnerable to theft. The payment system would use technology licensed from Transport for London's Oyster card."}
+{"text":"In June 2018, the MTA revised the timeline for implementation of the then-unnamed new payment system. The first stage of implementation would take place in May 2019. In the second stage, all subway stations would receive OMNY readers by October 2020, in preparation for the third stage, which involved the launch of a prepaid OMNY card by February 2021. The fourth stage involved the installation of OMNY vending machines by March 2022, and the MetroCard would be discontinued in 2023."}
+{"text":"Initially, there were disagreements about what the payment system should be called; some executives wanted a \"traditional\" name that resembled the MetroCard's name, while others wanted more unusual names. Possible names included \"MetroTap\", \"Tony\", \"Liberty\" and \"Pretzel\". The name \"OMNY\" was eventually chosen as being \"modern and universal\". The OMNY name was announced in February 2019. \"OMNY\" is an acronym of \"One Metro New York,\" intended to signify its eventual broad acceptance across the New York metropolitan area."}
+{"text":"An internal trial launched in March 2019, involving over 1,100 MTA employees and 300 other participants. Over 1,200 readers were installed in subway stations and buses for the public trial, and the OMNY.info website was created. Weeks before the beginning of the public launch, $85.4 million had been spent on the project, out of a total budget of $644.7 million. The budget had risen to $677 million by June 2020 and to $732 million by November 2020."}
+{"text":"At a presentation in May 2019, the MTA's Capital Program Oversight Committee specified the following items to be implemented at an unspecified future date: launch a mobile app, add OMNY readers to Access-a-Ride paratransit vehicles, and add readers on Select Bus Service buses to support all-door boarding. However, the committee expressed concerns that some bank cards would not be accepted, and that OMNY transactions could take longer than MetroCard transactions, increasing crowding at turnstiles.'All-door boarding at Select Bus Service routes with OMNY was to begin sometime in early 2020."}
+{"text":"OMNY launched to the public on May 31, 2019, on Staten Island buses and at 16 subway stations. At first, OMNY only supported single-ride fares paid with contactless bank cards; mobile payments such as Apple Pay and Google Pay were also accepted, and free transfers between OMNY-enabled routes were available with the same transfer restrictions placed upon the MetroCard. In June and July 2019, Mastercard offered \"Fareback Fridays\" to promote the system, where it would refund up to two rides made using OMNY on Fridays. The OMNY system reached one million uses within its first 10 weeks and two million uses within 16 weeks. On one day in June, 18,000 taps were recorded from bank cards issued in 82 countries."}
+{"text":", the MTA also plans to use OMNY in the Long Island Rail Road and Metro-North Railroad over \"the next several years\". In June 2019, the Port Authority of New York and New Jersey announced it was in talks with the MTA to implement OMNY on the PATH by 2022. There are no plans for OMNY to be used on NJ Transit, which plans to implement a new fare payment system with a different contractor."}
+{"text":"Plans for OMNY installation on the LIRR and Metro-North were still being revised . The COVID-19 pandemic had pushed back the implementation of fare cards on the commuter railroads from February 2021 to June 2022, and that of in-system vending machines from March 2022 to June 2023."}
+{"text":"This list shows when direct entry by OMNY reader became possible on each bus line and subway segment. A green row indicates when a subway line fully implemented OMNY."}
+{"text":"Free transfers are allowed between MTA subways and most buses, if boarded within two hours. In order to allow for operation on vehicles disconnected from the MTA communications network, MetroCards store information about the transfer on the card itself. Third-party digital wallets, debit cards, credit cards generally cannot store transit-specific information on the consumer card or device. OMNY solves this problem by only charging riders once a day, after vehicles have had a chance to return to base and download boarding data. Though the second entry may display to the rider that the full fare is being charged, as long as the same device was used within the two-hour window, it is discounted when calculating the amount to actually be paid."}
+{"text":"The oversight group Surveillance Technology Oversight Project (STOP) has stated concerns about the lack of privacy regulation in the OMNY system, specifically that trip data may be used by the New York City Police Department for police surveillance or might be shared with U.S. Immigration and Customs Enforcement to track undocumented immigrants."}
+{"text":"In February 2020, the MTA warned that some customers using Apple Pay's Express Transit feature might be accidentally double-charged if they were using a MetroCard. This occurred when riders unintentionally had their phones in proximity to the OMNY readers. At that point, the issue was relatively rare, having been reported 30 times."}
+{"text":"The Freedom Card, stylized as FREEDOM Card, is a contactless smartcard fare collection system used by the PATCO Speedline in New Jersey and Philadelphia."}
+{"text":"The chip embedded in the card is a MIFARE DESFire EV1 with 4kb of storage, manufactured by NXP Semiconductors. Because it uses a common communication standard, the card serial number and manufacturing date can be read by modern smartphones that advertise support for near field communication. Balance\/trip data stored on the card is encrypted and cannot be read by non-PATCO equipment."}
+{"text":"Ever since SEPTA introduced the SEPTA Key card as its preferred mode of fare collection, efforts to integrate these two automated systems have been ongoing. The main technical challenge is that traditional Freedom Cards store balance value on the card itself, while Key cards rely on a centralized account-based system. PATCO has introduced Freedom Share cards that rely on a similar system and can hence be used on all SEPTA transit routes (but not on SEPTA Regional Rail), in addition to the Speedline itself. There are also plans to integrate the fare payment of the NJ Transit's River Line."}
+{"text":"Freedom cards are available for purchase for $5 at vending machines at PATCO stations. Freedom Share cards can only be purchased at the service centers at Broadway and Woodcrest stations (after filling out an application form), and can be replenished via all existing methods. PATCO is in the process of setting up a website to allow users to do this online. Due to the introduction of these cards, the sale of SEPTA tickets and discounted transfers from vending machines at PATCO stations was ended on September 30, 2018."}
+{"text":"When entering a station, cardholders are required to tap their card at the fare gate to gain access to the boarding area. To exit, cardholders are required to tap their card again at their destination. The system immediately calculates the total fare and subtracts it from the balance of the card. If the card has insufficient funds to pay for the fare, the rider will be prompted to visit a vending machine behind the gate to reload value on the card before being allowed to exit. When Freedom Share cards are used on SEPTA transit, the standard $2 fare is deducted."}
+{"text":"SmartLink is a RFID-enabled credit card-sized smartcard that is the primary fare payment method on the PATH transit system in Newark and Hudson County in New Jersey and Manhattan in New York City. It was designed to replace PATH's paper-based farecard, QuickCard, and there was plans to expand its usage throughout most transit agencies in the tri-state area. The SmartLink card has been available to the public since July 2, 2007. Although the MetroCard used in the Metropolitan Transportation Authority (MTA) can also be used on the PATH, the reverse is not true for SmartLink, as it cannot be used when riding in the MTA."}
+{"text":"However, it is due to be replaced by OMNY by 2023."}
+{"text":"All SmartLink cards are eligible for online registration. In order to register a card, one must simply go to PATH's registration page and complete a form detailing the card holder's name, the unique serial code of the SmartLink card, and address. An account holder's information can be accessed online or by calling the SmartLink hotline. Money from lost cards can be transferred to a replacement card if the customer has an account; however, all replacement cards carry a $5 fee."}
+{"text":"Registration of the card also permits the holder to monitor its usage and to link the SmartLink card to a credit card in the automatic replenishment program. When the card balance drops to five trips (or five days, for riders with an unlimited pass), the SmartLink card is topped up using the credit card on the account. This program can be managed online, on the PATH website."}
+{"text":"Pre-loaded SmartLink cards with 10 trips are available at all stations for $30.00 (10 trips at $2.50 each, plus a $5.00 card fee). However, MetroCard Vending Machines (MVMs) at all PATH stations are able to refill the SmartLink cards to a monetary amount equal to 1, 2, 4, 10, 20 and 40 trips as well as the daily or 30 day unlimited passes."}
+{"text":"$5.00 SmartLink Cards with no trips, ready for charging at any PATH MetroCard Vending Machine, are available from vending machines at 33rd Street, Hoboken, Journal Square, Exchange Place, Newport and World Trade Center."}
+{"text":"Pre-loaded SmartLink Cards are available for $55.00 (20 trips at $2.50 each, plus a $5.00 card fee) at newsstands in PATH terminals (33rd Street, Hoboken, Journal Square, Newark, World Trade Center). Zero trip and 20 trip cards are also available for purchase online on the PATH website."}
+{"text":"When buying a SmartLink card for the first time, an additional, one-time $5 fee is levied to offset the cost of producing the card. The cards can be refilled in specified numbers of trips or by adding unlimited passes. When refilling, the regular fare structure is used and the $5 card purchase fee is not imposed. As of November 1, 2019 the following fare structure is in effect:"}
+{"text":"The maximum number of trips that can be loaded on the card is 140. An unlimited pass can be loaded on top of a regular trip SmartLink card. When that occurs, the individual rides will remain in the background of the card. When the unlimited pass expires the individual trips will be available for use."}
+{"text":"\u2020Discounted fares are offered to seniors 65 years or older. The disabled, military, and students are not included in PATH's reduced-fare program."}
+{"text":"The initial testing phase was delayed several times due to software problems. It was originally intended to start in August 2006, but was postponed to October 2006. Continuing problems moved the testing phase of Senior SmartCards to February 2007."}
+{"text":"On July 2, 2007, the Port Authority of New York and New Jersey (PANYNJ) commenced the initial roll-out of the SmartLink card to the general public at the World Trade Center station. On July 23, 2007 the card was introduced at the 33rd Street station. On August 6, 2007 the card was introduced at the Hoboken station."}
+{"text":"During the initial roll out, the cost of the card was $29 which included the 20 ride fare of $24 plus a $5 charge for the card. In February 2008 the cards were formally rolled out to the general public at all stations. In the initial stage, the SmartLink card allowed riders to place the same value on it as if they were purchasing a QuickCard by using machines located in PATH stations."}
+{"text":"On October 24, 2008, the Port Authority announced that as of November 30, 2008, NJ Transit ticket machines on NJ Transit stations would no longer sell the QuickCard and as of December 31, 2008, NJ Transit ticket machines in PATH stations (Newark, Hoboken, Journal Square, Exchange Place, and Pavonia-Newport) would no longer sell the cards. The machines at the 33rd Street, Grove Street and WTC stations were removed in 2008."}
+{"text":"At the end of 2010, the QuickCard was discontinued and replaced with the SmartLink Gray card, a non-refillable, disposable version of the SmartLink card. This card was sold at selected newsstand vendors and was available in 10, 20 and 40 trips (at the discounted price of $2.10 per trip). Unlike the regular SmartLink cards, the SmartLink Gray cards had an expiration date."}
+{"text":"In 2016, PATH announced that it would discontinue the sale of SmartLink Gray cards on January 31 in favor of passengers using the refillable, plastic SmartLink card. A short term exchange program was offered until February 2016 to allow passengers to swap their paper card for the plastic card without having to pay the $5.00 fee for the plastic card."}
+{"text":"The Port Authority, part of several transit systems in the New York-New Jersey region, is hoping that one day there will be a universal fare card for the region's transportation. However, estimates for expanding the SmartLink card to the New York City Subway and MTA buses may cost as high as $300 million. Estimates for adding New Jersey Transit would cost an additional $100 million."}
+{"text":"In June 2019, the Port Authority announced it was in talks with the MTA to implement OMNY on the PATH by 2022. Under the presented plan, SmartLink would be phased out along with the MetroCard by 2023."}
+{"text":"In North America, a Universal Transit Pass (U-Pass)\u2014also known as a Universal Access Transit Pass\u2014is a program that provides students who are enrolled in participating post-secondary institutions with unlimited access to local transit."}
+{"text":"Programs are funded through mandatory fees that either eligible students pay for each term in which they are registered or are included in the students' tuition. For example, the University of Washington and the U-Pass program in Chicago have mandatory U-Pass fees. Fees are transferred to the local transit authority to fund the required transit service. Because fees are collected from a large participant base, U-Pass prices are lower than the amount students would otherwise pay for monthly passes or tickets over the course of a term. The U-Pass price charged to students depends on a variety of factors which differ among municipalities, transit systems and post-secondary institutions."}
+{"text":"U-Pass programs offer students a way to lower their transportation costs while at school and also benefit the local community and the environment. U-Pass programs can provide the following benefits:"}
+{"text":"U-Pass programs that require a 100% adoption rate by universities may subsidize the U-Pass at the expense of students who drive, walk, or bike to school and who do not use transit to get to other locations. Some U-Pass programs offer exemptions for students with mobility restrictions and students who live out of the program range, such as exemptions for students who live in Quebec but commute to school in Ottawa, Ontario."}
+{"text":"Thirty academic institutions throughout Canada currently participate in a U-Pass program."}
+{"text":"In 1973, Queen's University at Kingston implemented the \"Bus-It\" program with Kingston Transit, making it the first university in Canada to implement a universal transit pass program. Nearby St. Lawrence College also participates in this program. Students are required to pay for the service as part of student activity fees."}
+{"text":"137 academic institutions throughout the United States currently participate in a U-Pass program, including the following."}
+{"text":"Participation is optional for faculty and staff, who pay $136\/quarter for the program. The university, in turn, pays transit operators on a per trip basis according to a negotiated trip rate. The negotiated trip rate varies by operator, but is lower than the cash fare.Studies of UW's U-Pass program demonstrate that since the program began, drive alone commuting has decreased by some 38%. The U-Pass program resulted in a significant increase in demand for transit services and over time as ridership has increased, so has transit service to the campus. The program also generates approximately $7.5 million annually for King County Metro alone."}
+{"text":"The Chicago Transit Authority (CTA) launched its U-PASS program in 1998. Within three years, 22 colleges and universities had joined the program, by entering into a contractual agreement with CTA to provide the U-Pass to all full-time students. The CTA currently contracts with 52 area colleges and universities to offer all students discounted rides for a semester."}
+{"text":"All enrolled students are required to purchase the U-Pass. The pass enables the students to make unlimited trips on all CTA buses and trains during the academic year. Students pay for the pass as part of the regular tuition and fees assessed by the participating institutions. The institutions are charged for the U-PASS based on a daily per student charge that was initially set at 50 cents and increased on a regular basis. Since the fall of 2013, the new rate is $1.07 per day, or about $15 per semester. On a monthly basis, students save a minimum of $66 per month over the full-fare price. U-Pass provides more than 35 million rides annually for students."}
+{"text":"The Breeze system uses a \"Breeze card\". The \"card\", made of plastic, is durable and can be purchased for $2. The card can be reloaded on a bus (cash only) or at a Breeze vending machine (BVM). There is also a \"ticket\" composed of coated paper around the RFID antenna, which are only available for groups, school students, and during special events."}
+{"text":"The fares are authenticated by RFID at the rail station fare gates or at the fare boxes in the buses. The cards are also used to receive transfers when riders tap to exit the rail station. Transfers are automatically loaded when riders tap their Breeze cards as they enter a bus."}
+{"text":"In preparation for the Breeze Card, MARTA initially deployed the Breeze Ticket, a limited-use paper stored value card. During the installation phase (December 2005 to September 2006) Breeze gates were installed in all stations, there were new bus fare boxes and Breeze Vending Machines \"BVMs\", in which individuals can buy Tickets encoded with one ride. MARTA first implemented Breeze at the Bankhead station in December 2005. System wide installation (both train stations and buses) was completed in early September, making MARTA the first system in the United States to move towards only smart cards for fare (excepting cash)."}
+{"text":"Between October 6, 2006 and July 2007, patrons were allowed to purchase Breeze Cards (which initially expired three years after first use) for free. Also, starting October 2006, patrons were allowed to reload Breeze Tickets (which expire 90 days after purchase). After July 2007, the price to purchase a Breeze card and a Breeze ticket were set to $5 and $0.50 respectively. Now, the BVMs provide patrons with the ability to check a card's balance, and pay for parking at certain stations. The BVMs currently accept credit cards and cash for payment."}
+{"text":"The system stopped selling tokens in the late fall, and magnetic weekly and monthly MARTA cards were still sold until July 2007 when magnetic cards were invalidated permanently; signalling completion of the Breeze system conversion. Breeze cards became available by mail to customers that pre-ordered starting September 30, 2007. As the conversion reached its final phase, MARTA hosted \"token exchanges\"(October\u2013December), allowing for people with rolls of tokens to have the number of tokens encoded on an extended-use card."}
+{"text":"In May 2007 MARTA began to charge a 50 cent surcharge on all Breeze Tickets. In July 2007 MARTA also stopped offering free Breeze Cards online and order forms from MARTA Ride Stores. Magnetic cards were invalidated permanently and MARTA considered the Breeze system complete."}
+{"text":"In July 2007 MARTA indicated that pay per boarding was scheduled to begin. This meant that all customers would have to pay with a Breeze Card, ticket or cash. Transfers were only available on Breeze fare media \u2013 no paper transfers or bus to rail magnetic transfers were to be issued. When this happened, to transfer free to MARTA, it was necessary to use a Breeze Card or Breeze Ticket because MARTA was no longer accepting paper transfers or bus to rail transfers."}
+{"text":"In July 2017 the original blue Breeze cards were discontinued and replaced with new silver cards that offer \"added security to combat fraud and abuse.\""}
+{"text":"MARTA's Breeze allows riders to load money on the card for use over time, and to add 7- and 30-day passes that are not fixed to a calendar period. The system provides a better way for MARTA to analyze transit patterns, allowing for schedule changes to suit demand, and free up more staff to work directly with customers in stations. Breeze also helps prevent fare evasion, which in previous years cost an estimated US$10 million annually."}
+{"text":"The upgrade to Breeze also resulted in a complete replacement of all fare gates and token-based system. The previous system was subject to entrance without payment, as a low turnstile permitted \"turnstile jumping\" and a handicapped gate could easily be opened by reaching over to push the exit bar. Moreover, there were instances where the turnstile mechanisms would be deteriorated such that some people could forcefully advance the turnstiles with their bodies. The new system offers taller gates and cannot be opened from the outside without first paying."}
+{"text":"The new system allows MARTA to consider using exit fares and distance-based fares. However, MARTA has stated it has no plans to implement any changes to its existing flat one-way fare policy."}
+{"text":"Other transit systems have expressed interest in expanding the Breeze infrastructure to take advantage of seamless transfers as provided by reciprocal agreements with MARTA. The first system to adopt Breeze was Cobb Community Transit, which planned to implement Breeze along with MARTA's timeline."}
+{"text":"The pilot installation of the system at the Bankhead station created controversy when it was discovered the fare gates ended from the ground, allowing fare evaders to crawl underneath the gates. The issue was since corrected with the attachment of plastic bars to the bottom of the gates, reducing the gap to and virtually eliminating the possibility of fare evaders crawling through it. Incidents have also been noted in which people trick the sensors to believe that a person is exiting a station while actually entering, but has been alleviated by requiring the use of a card to exit stations."}
+{"text":"There have been many problems with BVMs not accepting credit cards and\/or debit cards that have lasted for days."}
+{"text":"The Breeze Card uses the MIFARE smart-card system from Dutch company NXP Semiconductors, a spin-off from Philips. The disposable, single-use tickets contain MIFARE Ultralight technology. The first generation of Breeze cards were MIFARE Classic cards and were blue in color. These cards have been phased out due to known security weaknesses and are no longer valid for transportation. The current generation Breeze cards, which are grey in color, are based on MIFARE DESFire EV1 technology."}
+{"text":"In 1993, Bay Area Rapid Transit (BART) and County Connection launched a pilot program named Translink (not to be confused with other agencies with that name) that allowed the use of a single fare card between the two systems. The card, which used magnetic stripe technology, was envisioned to one day include all Bay Area transit agencies. However, due to technical problems, the program was abandoned two years later."}
+{"text":"Translink had a projected capital cost of $4 million when undertaken in 1993. In its current form, first as TransLink and later as Clipper, implementation was expected to cost $30 million. Cost estimates have since increased; in 2008, the projected 25-year capital and operations costs were estimated at $338 million."}
+{"text":"Implementation took more than a decade. In 1998, MTC envisioned full availability of TransLink by 2001. However, it was fully operational for only five transit agencies by 2009."}
+{"text":"TransLink was developed by Australian-based ERG Group and Motorola under the ERG-Motorola alliance in April 1999. However, upon the launch of Clipper, Cubic Transportation Systems took over administration of distribution, customer service, and financial settlement of the program."}
+{"text":"On , MTC changed the TransLink name to Clipper, an homage to the clipper ships of the 19th century, the fastest way to travel from the East Coast to San Francisco, and eliminated the contact interface which had been used to load funds onto the cards at TransLink machines."}
+{"text":"In October 2010, the MTC selected \u8def\u8def\u901a (Pinyin: L\u00f9l\u00f9t\u014dng, the \"Go Everywhere Card\", lit. \"every transit route\/line pass\") as the official Chinese name for Clipper. In Spanish it is known as \"tarjeta Clipper\"."}
+{"text":"In 2014, the MTC started an initiative to design the next generation version of the Clipper system, nicknamed \"C2\" or \"Clipper 2.0\". The contract with Cubic for the existing Clipper system expired in 2019, and the system architecture dates from the 1990s. These factors led the MTC to start developing a next generation system planned to begin operation in 2021. The new system was specified to include a mobile app as well as integration with digital wallets. The upgrade was funded in part by $50 million from Regional Measure 3, a bridge toll increase approved in June 2018."}
+{"text":"In December 2020, BART announced that it had converted all of its ticket machines to Clipper-only, discontinuing the sale of paper magstripe tickets that had been used since the system's inception in the 1970s. Existing paper tickets remain valid and add-fare machines inside the paid area of each station can be used to add fare to paper tickets if they have insufficient fare remaining to exit at the station in question."}
+{"text":"On April 15, 2021, Clipper became available in Apple Wallet, and the Clipper mobile app for iOS was released. Integration with Google Pay and an Android app were released on May 19, 2021."}
+{"text":"Obtaining a card was free from introduction in June 2010 to encourage users to adopt the card, until September 1, 2012 when new adult cards began to cost $3. This charge covers the cost (approximately $2) to manufacture each card and reduces the incentive to throw away the card if the value goes negative when fare is calculated on exit. The $3 fee is waived if the card is registered to auto-load more value (in which case it cannot go negative). There is no fee to create new virtual Clipper cards in mobile wallets, or to transfer plastic Clipper cards to mobile wallets."}
+{"text":"Passengers can add money and transit passes to their Clipper cards in person (\"at participating retailers, participating transit agencies' ticket vending machines and ticket offices, Clipper Customer Service Centers, and Clipper Add Value Machines\") at work, automatically, online, or using the Clipper mobile app. While money and passes added in person are available to use immediately, doing the same by telephone, online, or using the mobile app may take 3\u20135 days to register on a physical Clipper card. Cash value and passes added online or via the mobile app to virtual Clipper cards in Apple Wallet or Google Pay are available for immediate use, except for BART High-Value Discount tickets; these are available by the following day."}
+{"text":"Clipper is currently accepted on 24 Bay Area transit services:"}
+{"text":"A number of smaller regional transit agencies have not yet joined Clipper, including ACE and Rio Vista Delta Breeze. Clipper is not accepted on Amtrak California's Capitol Corridor or San Joaquins trains, despite these serving the Bay Area."}
+{"text":"The fare rules for each participating transit service are set by the agency operating the service, not by Clipper. Each service has differing rules that approximate the fare collection rules used by that service prior to Clipper adoption, and are adapted to the needs of that service. For example, Golden Gate Transit uses a zone-based fare system, so it requires passengers to tag on when boarding and tag off when alighting; in contrast, San Francisco\u2019s Muni has a flat fare structure so it only requires that passengers tag on when boarding."}
+{"text":"Clipper cards are accepted by Bay Wheels, the Bay Area's bikeshare system, as well as some electronic bicycle lockers operated by BikeLink. For each of these systems, the Clipper card is used not for payment but only as a key; users must have a credit or debit card linked to their Bay Wheels or BikeLink account, and usage fees are charged to this linked payment card, not deducted from the Clipper card's stored value. These systems are not compatible with mobile wallets such as Apple Pay or Google Pay; only physical Clipper cards may be used."}
+{"text":"Beginning in 2013, a few parking garages in the Bay Area accepted Clipper for payment as part of a pilot program. Funds used for parking were kept separate from those used for transit. This program was discontinued effective September 1, 2017."}
+{"text":"Clipper cards contain an NXP Semiconductors MIFARE DESFire (MF3ICD40) or MIFARE DESFire EV1 (MF3ICD41) integrated circuit inside the card. The card operates on the 13.56\u00a0MHz range, putting it into the Near-Field Communication category. Because the card uses NFC technology, any NFC-enabled device can read the serial number, travel history, and current balance on the card. However, data cannot be written to the card without the proper encryption key, preventing unauthorized access to funds on the card. The former TransLink cards, while still functional on the fare system readers, do not conform to MIFARE and are unreadable by 13.56\u00a0MHz readers."}
+{"text":"The waiting period between synchronizations may cause some cards to report lower funds than are actually on the corresponding Clipper account. In order to alleviate this problem, , and\/or the card needs to be tagged at an internet-enabled or recently synchronized device."}
+{"text":"On April 15, 2021, the Clipper mobile app for iOS was released, and Clipper became available in Apple Wallet, joining other transit cards such as Suica, Pasmo, and TAP. Supported devices include iPhone 8 or later and Apple Watch Series 3 or later. Customers can create new virtual Clipper cards or transfer their existing plastic Clipper cards to Apple Wallet by using their iPhone's built-in NFC reader."}
+{"text":"On May 19, 2021, the Clipper mobile app was released for Android, and Clipper became available in Google Pay. Phones must have an NFC chip and be running Android 5.0 (Lollipop) or later to be used for mobile payment."}
+{"text":"Physical Clipper cards transferred to mobile wallets can no longer be reloaded or used to pay for fares, but will continue to work as keys to unlock Bay Wheels bikes and BikeLink bike lockers (see \"\" above). TransLink cards cannot be directly transferred to mobile wallets, as they cannot be read by the NFC reader inside a mobile phone."}
+{"text":"The Go-To card is a contactless smart card used to pay fares for bus, light rail, and commuter rail lines operated by Metro Transit and other transit agencies in the Twin Cities area of Minnesota. The system has significantly sped up boardings on area buses while alleviating wear and tear on existing ticket machines and fare boxes. The old magnetic strip reading machines were weather sensitive and could not be placed out in the elements like at the Hiawatha Line light rail stations."}
+{"text":"The Go-To card went into full operation in early 2007."}
+{"text":"The Go-To card was originally meant to go into service in September 2003 and become the first such system in the United States, but technical difficulties delayed introduction. Cubic Transportation Systems, Inc. worked under a contract valued at $16.4 million, but Metro Transit stopped payment at $9.4 million in May 2003 when it became apparent that the rollout would be behind schedule."}
+{"text":"Cubic Transportation Systems initially promoted this system as the first contactless smart card installation in the country, but since introduction was delayed, at least one other system in the U.S. went into use ahead of the Go-To card. While traditional smart card systems require the card to be swiped through or inserted into a reader, the Go-To card requires a passenger to tap it against the reading device. This reduces mechanical wear dramatically, and removes the need for readers to be hardened against the sometimes cold and wet climate of Minnesota. Ticket machines on Metro Transit's Blue Line were designed with the Go-To card in mind."}
+{"text":"Before this system was sent into full release, some Metro Transit employees and selected area riders were part of a test program, started in the latter half of 2004, using the cards as they go about their daily business. In November 2004 after five months of service, Metro Transit's general manager stated that the devices only achieved 20% reliability."}
+{"text":"Cubic said that the issues that were originally delaying introduction were software problems. Frequently, either the reader or the card did not properly detect when it has been used. Software for the central computer system, which handles synchronization and how funds are replenished, was not fully operational until late April 2005. In March 2006 Metro Transit sent Cubic a letter of default demanding a plan to correct issues with the 2 and a half year delayed system."}
+{"text":"The underlying technology is Philips' MIFARE system, implementing the ISO\/IEC 14443 (Type A) standard."}
+{"text":"In November 2005, Metro Transit allowed 18,000 trial users to begin using the Go-To card system, with hopes of rolling out the cards to all users by the fourth quarter of 2006."}
+{"text":"On November 15, 2006, Metro Transit unveiled the Go-To card for 2,500 users to use during a trial period lasting until January 31, 2007. By April 2007, Go-To cards were being sold to the general public at Metro Transit stores. It is also possible to buy and refill cards at other locations that sell transit passes, such as some local grocery stores."}
+{"text":"The Metro Transit U-Pass program is a discounted transit pass sold only to University of Minnesota students or employees taking at least one credit of courses. The pass is purchased each semester, is only effective for one semester, and has a mandatory $19 (as of Spring 2013) transportation fee not included with the actual cost of the pass. The University of Minnesota switched to the Go-To card in 2007 which allows for semester renewal up to six years."}
+{"text":"The Campus Zone Pass allows free travel between the West Bank, East Bank, and Stadium Village Green Line light rail stations. The card is free to registered students, faculty, and staff of the University of Minnesota Twin Cities."}
+{"text":"The Metropass is a transit pass for trains and buses sold at a discounted rate to employees purchased by local companies."}
+{"text":"The Go-To College Pass is a pass good for unlimited bus and train rides per semester in the Minneapolis-St. Paul area sold at a discounted rate to eligible college and university students. Participating schools include Anoka-Ramsey Community College, Anoka Technical College, Augsburg University, Aveda Institute, Bethel University, Century College, Concordia University, Dunwoody College of Technology, Hamline University, Hennepin Technical College, Inver Hills Community College, Macalester College, Metropolitan State University, Minneapolis Business College, Minneapolis College of Art and Design, Minneapolis Community and Technical College, Normandale Community College, North Central University, North Hennepin Community College, Northwestern Health Sciences University, Saint Mary's University of Minnesota, St. Catherine University, Saint Paul College and University of St. Thomas."}
+{"text":"Hop Fastpass is a contactless smart card for public transit fare payment on most transit modes in the Portland, Oregon, metropolitan area including MAX Light Rail, WES commuter rail, Portland Streetcar, The Vine, and all TriMet and C-TRAN buses. An initial release to the general public began on July 5, 2017, with the official launch on July 17. The program is managed by TriMet."}
+{"text":"Prior to the introduction of electronic payments on the network, paper tickets and passes were used by Portland-area transit agencies. The tickets needed to be validated at ticket validators on the Streetcar or at MAX and WES stations. They did not offer fare exchange or extension. Installation of Hop readers began in March 2015, and was completed by the end of 2016. A public beta began in February 2017. The system cost $35.9 million to install and test at the time of its public release."}
+{"text":"The Hop Card uses ISO 14443-compliant RFID technology allowing the card to be read\/written without direct contact. The card uses the NXP\/Philips MIFARE DESFire EV1 256B. Hop Card readers can also read information from contactless bank cards and mobile wallets."}
+{"text":"The card's initial design is an ISO 7810 standard-sized purple card, with the Hop logo, and the logos of the three participating transit agencies at the top, and a colored bar at the bottom. The colored bar indicates the type of card: purple for standard adult fares, green for \"honored citizen\" which includes seniors, low-income riders, and riders with disabilities, and orange for youth cards. Cards also have a hole punched in them for use with a lanyard."}
+{"text":"The Hop name was chosen in September 2015, beating out other candidates, including 1Pass, Indigo, Umbrella, Via and Lynx, that were proposed in 2014. Its name references both rabbits and the hops used in craft beers brewed in Portland."}
+{"text":"Hop cards can be purchased at any participating transit agencies' ticket offices, as well as local grocery and convenience stores."}
+{"text":"The card must be tapped each time the system is entered or a transfer is made. It can be tapped on boarding a bus or streetcar, or tapped before boarding the light rail, commuter rail, or BRT. On tapping the card a display shows the time remaining on the current ticket or pass. It also displays any relevant low-balance alerts with an audible sound. There is no penalty for tapping the card more than once within the duration of a ticket. Unlike some systems, there is no need to tap out when leaving the system since fare is the same regardless of the point of exit."}
+{"text":"The network's fares are time-based rather than distance or segment-based. Tickets are available for unlimited travel over the course of 2.5 hours, one day, one month, or one year. Hop's fare capping system prevents riders from being charged more than the cost of a day pass during one day, or the cost of a monthly pass in the course of a month. This allows riders the benefits of a day or a monthly pass without the upfront cost, or the need to purchase one in advance."}
+{"text":"The card be reloaded online, over the phone, or with the Hop app using a credit or debit card. It can also be reloaded using a credit card or cash anywhere it can be purchased. Hop cards do not expire (except honored citizen cards, which must be renewed every two years). Once a loaded pass expires it can be reloaded with a new one. TriMet has said it projects a card will last 10 years."}
+{"text":"On May 21, 2019 TriMet announced that Hop could be added to Google Pay and Apple Pay by using the Hop Fastpass app on either Android or iOS. Hop was the first transit card in North America to launch availability in both Google Pay and Apple Wallet. Virtual Hop cards are functionally identical to their physical counterparts, allowing for the same fare capping rules, and allowing riders to purchase concession fares. Hop also allows riders to convert physical cards onto either mobile payment system."}
+{"text":"While paper tickets and passes are still in use, TriMet has stated that it plans to phase them out in favor of Hop."}
+{"text":"List of major cities in U.S. lacking inter-city rail service"}
+{"text":"In addition, the following cities are not directly served by inter-city rail service, but have a rail station within 30 miles of the city."}
+{"text":"Other cities are not served directly due to inconvenient water barriers:"}
+{"text":"Amtrak provides no service to Mexico. From 1973 to 1981 Amtrak operated the \"Inter-American,\" which allowed for transfers between Laredo, Texas and Nuevo Laredo, Tamaulipas for connecting service with the Ferrocarriles Nacionales de M\u00e9xico. The closest Amtrak service to Mexico may be found at stations along the western portion of the \"Sunset Limited\" and southwestern portion of the \"Texas Eagle\" in Texas, New Mexico, Arizona, and California; as well as the \"Pacific Surfliner\" service to Union Station in San Diego."}
+{"text":"Phoenix, Arizona is served via Thruway Motorcoach from the \"Southwest Chief\" at Flagstaff, Arizona. In addition, as of 2017, there is Thruway Motorcoach service between Phoenix and Maricopa, Arizona, a town about 30 miles (48km) south of Phoenix, to connect with the \"Sunset Limited\", where the train makes stops three times a week. Phoenix lost direct service in June 1996 after Southern Pacific (now part of the Union Pacific) threatened to abandon the line from Yuma."}
+{"text":"Amtrak has studied rail lines formerly canceled that could renew service to some cities. Cities involved include Boise, Mobile, Tallahassee, the Quad Cities (four adjoining cities in northwest Illinois and southeastern Iowa), Billings, and Wichita. Proposals for high-speed rail could also restore service for several cities. Other services Amtrak could restore include the \"Pioneer\" (serving Chicago-Denver-Seattle via the \"California Zephyr\"), the \"Black Hawk\" (Chicago-Dubuque, eastern Iowa), the \"North Coast Hiawatha\" (serving Chicago-Fargo-Seattle via the \"Montana Rail Link\"), the \"Montrealer\" (Extension of the \"Vermonter\" from St. Albans, VT to Montreal, QC), and the New Orleans-Orlando segment of the \"Sunset Limited\"."}
+{"text":"A Zephyrette was a hostess on the \"California Zephyr\" between 1949 and 1970, while the train was jointly operated by the Chicago, Burlington and Quincy Railroad, the Denver and Rio Grande Western Railroad, and the Western Pacific Railroad. The position was the brainchild of Velma McPeek, the Burlington's Supervisor of Passenger Train Services, and was part of an effort to attract families to rail travel and accommodate their needs. Zephyrettes first appeared on the \"Denver Zephyr\" in 1936, and shortly thereafter on the \"Twin Cities Zephyr\", but the position was discontinued during World War II. Zephyrettes resumed service after the war in 1949, but only on the \"California Zephyr\"."}
+{"text":"To qualify, a prospective Zephyrette had to fulfill a variety of criteria, from being single and either a college graduate or a registered nurse to being between 24 and 28 years old and between and tall. Once employed, Zephyrettes were expected to conduct themselves with \"dignity and poise\" and also refrain from smoking or drinking while in uniform, among other requirements. Somewhat akin to an air line stewardess, the roles played by a Zephyrette were many, from hostess and tour guide to first aid responder and babysitter."}
+{"text":"The Zephyrettes became lasting symbols of the \"California Zephyr\", wearing distinctive uniforms and appearing in both promotional literature and magazine advertisements, and they would remain a constant presence on the train until it was discontinued on March 22, 1970. A number married other railroad employees or former passengers, and one even had the honor of christening Amtrak's inaugural \"California Zephyr\" on July 17, 1983."}
+{"text":"The position of Zephyrette was predated by other pioneering positions open to women in the American railroad industry. The \"Harvey Girls\" had been employed by Harvey Houses along the Atchison, Topeka and Santa Fe Railway since the 1880s, although they were not part of the railroad's on-board crew. In August 1935, the Union Pacific Railroad began its groundbreaking employment of \"nurse-stewardesses\" aboard passenger trains when it hired Florette Welp. In order to qualify, women interested in the position had to be registered nurses between the ages of 21 and 24."}
+{"text":"The name \"Zephyrette\" is derived from the \"Zephyr\" trains run by the Chicago, Burlington and Quincy Railroad, beginning with the revolutionary streamlined, stainless steel, diesel-powered \"Pioneer Zephyr\" that debuted in 1934. After the \"Pioneer Zephyr\" made its historic dawn-to-dusk run from Denver to Chicago in May 1934, coinciding with the Century of Progress International Exposition, the Burlington decided to implement an overnight \"Denver Zephyr\" between the two cities in 1936."}
+{"text":"Burlington management also arrived at the conclusion that the future of passenger rail travel would be largely dependent on successfully attracting families and accommodating their needs, not just serving businessmen. Desiring to put a woman in a management position to help achieve this goal, the Burlington hired Velma McPeek, a former schoolteacher and manager of a department store tea room, as its new Supervisor of Passenger Train Services. One of McPeek's first initiatives was to create a corps of hostesses who would serve as liaisons between a train's passengers and the conductor while endeavoring to make themselves \"helpful and generally agreeable with the passengers\". It was this corps of hostesses who would become the Zephyrettes."}
+{"text":"In order to qualify, prospective Zephyrettes originally had to be single, either college graduates or trained as registered nurses, between 24 and 28 years of age, between and tall, and of \"good character with a pleasing personality\". Some of these criteria were eventually relaxed, however, as Jane Smith was hired at age 23 in 1958 and Cathy Moran had not finished college when hired in 1969. Smith was initially recruited by American Airlines as a stewardess, but did not enjoy flying. The original class of Zephyrettes completed a 30-day training course prior to beginning their duties, while all subsequently hired employees received only on-the-job training from an experienced Zephyrette."}
+{"text":"Once employed, Zephyrettes were required to conduct themselves with \"dignity and poise\", refrain from smoking or drinking while in uniform, and avoid fraternizing with passengers while they were drinking. Perhaps not coincidentally, Zephyrette Julie Ann Lyman observed that her greatest cravings upon disembarking the train in San Francisco, aside from a bath (the train had no bathing facilities), were for a cigarette and a glass of wine. Zephyrettes were also forbidden to receive tips from passengers, although they were permitted to accept cards and gifts. McPeek, who was affectionately referred to as \"Mama\" McPeek by many Zephyrettes, was quite protective of them and did not hesitate to write them letters of advice and encouragement; she was especially concerned about the effects of gossip on the Zephyrettes."}
+{"text":"The original, pre-World War II Zephyrette uniforms differed seasonally: during winter, they consisted of gray suits with red, silk-lined capes, while in the summer they were lightweight white silk suits paired with navy blouses. The resumption of Zephyrette service on the \"California Zephyr\" in 1949 came with an entirely new uniform, which consisted of two-piece teal blue suits worn with military-style hats, monogrammed white blouses, and \"Zephyr\" pins. Over the years, these uniforms gradually evolved: the skirts became shorter, the design of the hats changed, and the monograms disappeared altogether."}
+{"text":"In 1963, Gordon collaborated with tailor Ralph Helperin to completely redesign the uniforms, giving them a more modern appearance, complete with a brighter shade of blue. Later in the 1960s, the uniforms were changed to brown. In 1970, the last year of operation for the \"California Zephyr\", Moran wore airline-inspired dresses, one blue with a white stripe down the side and the other green with a similar orange stripe, that she believes would have become the regular uniform had the train continued for another year."}
+{"text":"The Zephyrettes became symbols of the \"California Zephyr\", and appeared in both the train's promotional literature and a few magazine advertisements. They remained a constant presence on the train until the very end, on March 22, 1970, when the final \"California Zephyr\" completed its last trip at Chicago Union Station. While the average tenure of employment for a Zephyrette was only one and a half years, many made lasting connections on the train, and some married other railroad employees or former passengers. Moran married a brakeman who also served on the \"California Zephyr\", Ernie von Ibsch, after he initially asked her out on a date the very night the train was discontinued."}
+{"text":"On July 17, 1983, former Zephyrette Beulah Bauman was chosen to christen Amtrak's \"California Zephyr\" before it departed Denver Union Station on its inaugural journey. Furthermore, in 2011, a group of former Zephyrettes held their first reunion in San Francisco. In 2013, approximately 20 attended a second Zephyrette reunion in Glenwood Springs, Colorado, where they visited the Glenwood Springs Railway Museum inside the city's Amtrak station."}
+{"text":"The US Standard Light Rail Vehicle (SLRV) was a light rail vehicle (LRV) built by Boeing Vertol in the 1970s. The Urban Mass Transportation Administration (UMTA) of the United States Department of Transportation (USDOT) promoted it as a standardized vehicle for U.S. cities. Part of a series of defense conversion projects in the waning days of the Vietnam War, the SLRV was seen as both a replacement for older PCC streetcars in many cities and as a catalyst for cities to construct new light rail systems. The US SLRV was marketed as and is popularly known as the Boeing LRV or SLRV, and should not be confused with their prior lunar roving vehicles for NASA."}
+{"text":"The SLRV was purchased by the public transportation operators of Boston and San Francisco; in service by 1976, the US SLRV proved to be unreliable and scrapping started as early as 1987, but the SLRV were not completely replaced in both systems until 2007. Although the SLRV itself was not successful due to poor reliability, it did set the general size and configuration for succeeding LRVs in the United States."}
+{"text":"D\u00fcwag had built the car prototype as a demonstrator for the Hanover Stadtbahn in 1970; in June 1971 MBTA ordered two more prototype \"Hanover\" cars, to be partially paid using a grant from UMTA. However, under the Nixon administration's \"New Economic Policy\" introduced that fall, UMTA was not allowed to fund the grant. That policy, codified as \"Buy America\" in Title IV of the Surface Transportation Assistance Act of 1978, stated that UMTA could not fund any grants exceeding $500,000 for transit vehicles that were produced outside the United States unless an exception was approved by the Secretary of Transportation. Instead, Boston (MBTA) was directed to join with San Francisco (Muni) and Philadelphia (SEPTA) to design a new streetcar that could meet the needs of all three cities."}
+{"text":"In late 1974, the first new SLRV was operated on a short test track at the Boeing plant. The first demonstrator model was produced in 1975 and was intended to be an early Muni car, and ran tests in Boston for 11 weeks. Three cars (two in the Muni configuration, and one in the MBTA configuration) were shipped to the Transportation Test Center in Pueblo, Colorado in fall 1975 under a contract awarded to Boeing Vertol for engineering testing. MBTA received its first car for testing in September 1976, two years behind schedule. This first car was delivered with trolley poles in addition to the pantograph, as the MBTA was still in the process of reconfiguring its overhead lines to accommodate the latter."}
+{"text":"The US SLRV design also influenced the early design of the Canadian Light Rail Vehicle."}
+{"text":"Before they were delivered, Boeing claimed the US SLRV would be reliable and virtually maintenance-free. From their earliest days of service, however, the SLRVs proved to be a major financial and mechanical nightmare. After the initial three months of service, the MBTA was forced to halt all light rail service on April 16, 1977 for nine or ten days due to equipment unavailability. The MBTA was unable to retire their PCCs; instead, MBTA instituted a PCC rebuilding program to augment the SLRV fleet and maintain Green Line service. In San Francisco, the problems with the SLRVs led to the Muni Metro not reaching its full potential until 1982."}
+{"text":"According to the original design specification, the goals for mean time between failures were set at 1400 hours or for the propulsion and auxiliary electric systems, which assumes average operating speeds of ; 1500 hours or for door and step systems; and 4000 hours or for the friction brakes. In comparison, for 1982, Muni SLRVs were breaking down an average of every (40 hours at operating speeds); reliability rose to (120\u2013133 hours) between failures by 1988, but this was still a failure rate almost 15\u00d7 the frequency of the (1890 hours) MTBF for the Siemens\u2013Duewag U2 used in the San Diego Trolley system."}
+{"text":"In Boston, the MBTA was accepting new cars from Boeing-Vertol, but the cars were falling out of service faster than the MBTA's maintenance staff could repair them. In addition, the MBTA could not acquire replacement parts fast enough to repair the disabled SLRVs. In a desperate effort to keep as many SLRVs operating as possible, MBTA set aside 35 disabled cars to be cannibalized for replacement parts."}
+{"text":"By 1980, Boeing was no longer marketing the SLRV.\u00a0 In 1983 the last SLRVs at Boeing-Vertol's facility were delivered when the MBTA accepted nine remaining cars (#3535\u20133543) from the group of 40 that MBTA had previously rejected. MBTA also took delivery of five cannibalized \"shells\" in 1983; these had been delivered to MBTA in the 1970s, but were subsequently returned to Boeing in 1979. The title for these five cars reverted to Boeing because MBTA did not respond promptly under the terms of the 1979 settlement, and had been scrapped to supply parts in the meantime. The five \"shells\" were scrapped in 1988."}
+{"text":"The articulated section allows up to 16\u00b0 of rotation in the horizontal plane, 3\u00b0 of vertical sag (center section lower than ends), and 4.3\u00b0 of vertical crest (center section higher than ends), which permits the SLRV to traverse curves as sharp as inside radius, travel through valleys with a vertical curvature of , and crest hills with a vertical curvature of ."}
+{"text":"The SLRV rolls on lightweight Acousta Flex composite resilient wheels in diameter; these wheels use aluminum hubs separated from the steel rims\/tires by a silicone rubber cushion. The cushion is thick and is injected in the threaded space between the rim and hub; the design was developed by Standard Steel and BART in the 1960s. The resilient wheels reduce squeal when negotiating tight curves. Interior noise was claimed to be 65\u00a0dB. The design of the trucks is adapted from the Japanese Shinkansen trains. The trucks are equipped with rubber chevron springs and pneumatic suspension, which automatically adjusts to maintain floor height with varying loads. Damping is accomplished by both hydraulic (lateral) and pneumatic (vertical) means."}
+{"text":"The car body shells and truck frames were built by Tokyu Car Corporation in Yokohama and the motors provided by Garrett, with assembly at the Boeing plant in Ridley Park, Pennsylvania. After production was ended by Boeing, Tokyu Car Corporation built light rail cars for Buffalo Metro Rail which externally resemble the SLRV, but without articulation."}
+{"text":"While Boston and San Francisco bought their cars at the same time and they appear identical externally, the cars have differences:"}
+{"text":"Professor Seymour Melman partially blamed the use of a longtime defense contractor. Boeing Vertol's customary client (US Department of Defense) was relatively budget insensitive, more tolerant of cost overruns, and had sufficient funding and workforce to conduct complex maintenance, all contrary to the needs and abilities of a municipal transit agency. The design team primarily had experience in aerospace design, not rail vehicles, did not make a serious effort to gain that experience, and did not design for ease of maintenance. In some cases, portions of the SLRV had to be disassembled by acetylene torch to access components."}
+{"text":"Boeing marketed the SLRV as a system and took the role of an integrator, subcontracting the design and fabrication of major components to external suppliers from places as far as Germany, Japan, and the United Kingdom. This approach created uncertainty in component delivery dates and essentially precluded prototype testing in favor of meeting contracted schedule milestones, turning MBTA and Muni into, effectively, beta testers for the SLRV. Because no prototype testing was conducted prior to vehicle delivery, the appropriate identification and stock levels of spare parts could not be established before delivery, and MBTA was forced to cannibalize SLRVs for parts to maintain fleet availability during the early years of operation."}
+{"text":"Other specific problems with the SLRV include but are not limited to:"}
+{"text":"The problems of the SLRV quickly led their purchasers to look for replacements and supplements to their fleet. Despite improvements, the SLRVs were still proving to be problematic throughout the 1980s, and both cities decided that Boeing cars would not be part of the long-term future of either transit system. The Federal Transportation Administration took an unprecedented step and reduced the economic life of the Boeing SLRV to 15 years (from \"at least 25 years\" for trolleys procured using federal assistance), allowing MBTA and Muni to retire the SLRVs early and pursue procurement of replacements by the late 1980s and early 1990s."}
+{"text":"Although the SLRV itself was beset by reliability issues and was not successful, Gregory Thompson credits it with making cities aware of light rail transit and defining a modern light rail vehicle. The successor vehicles in Boston (Kinki Sharyo Type 7) and San Francisco (Breda LRV2\/3) closely follow the specifications and performance of the SLRV."}
+{"text":"After the MBTA terminated their contract with Boeing-Vertol, they were free to make their own modifications to the cars. Several systems were upgraded or improved. Slowly but surely, cannibalized cars were brought into the MBTA shops to be prepped for service."}
+{"text":"The MBTA also started \"splicing together\" damaged cars. Cars 3454 and 3478 had been involved in a high-speed, rear-end collision. The two ends of the cars that made contact were severely damaged. The MBTA's maintenance crews brought the two cars into the shops, and later car 3478 (consisting of 3478A and 3454B) returned to active duty. Car 3454 (consisting of the damaged 3454A and 3478B) was pushed out into the dead storage yard for future disposition. The experience gained in this type of repair laid the ground for several other such cars being returned to revenue service. Eventually, the MBTA's maintenance staff got the active fleet to around 114 cars in the early 1980s."}
+{"text":"Muni began developing plans to procure replacements for the Boeing SLRVs in 1989. A contract was signed with Italian manufacturer Breda Costruzioni Ferroviarie on December 4, 1991, with an initial order of 35 cars and options for 20 more. San Francisco began retiring their Boeing SLRVs in 1995 after the first of their replacements (designated \"LRV2\") arrived from Breda. The newer Breda cars are more like what Muni wanted for its Muni Metro back in the early 1970s, before the design of the Boeing SLRV."}
+{"text":"At the end of 2001, Muni retired the last of their Boeing SLRVs after the LRV2s had proven to have improved reliability on the Muni Metro system."}
+{"text":"Three US SLRVs have been saved in museums:"}
+{"text":"Two others remained stored on Muni property for several years after retirement of the last cars from service, car 1320 at Geneva Division and car 1264 at the streetcar yard at Market and Duboce near the U.S. Mint (but later also moved to Geneva). These two cars remained stored until being scrapped in April 2016. Another ex-Muni car (1271) is used as an office trailer at a Bay Area scrapyard."}
+{"text":"The Seashore Trolley Museum had inquired about acquiring MBTA 3444, which was equipped with the plug door, for their collection, but did not take it because the car was not in operating condition and Seashore wanted an operating example. 3444 was missing several essential components, including one of the trucks, and was heavily rusted. 3444 was later scrapped in 2005 and Seashore instead acquired rehabilitated car 3424, which was moved to the museum from MBTA's Riverside Yard on July 9, 2009."}
+{"text":"Seashore Trolley Museum is also considering acquiring unrehabbed car 3417, currently a part of the MBTA work fleet, for the collection."}
+{"text":"In 2002, Manchester was the host city of the Commonwealth Games. Many of the venues used for the games were served by Metrolink, a regional light rail network which first opened in 1992. With capacity problems foreseen and thus requiring a short term solution, the Greater Manchester Passenger Transport Executive approached Muni about the possibility of buying redundant Boeing SLRVs. Two were purchased for $250 each for initial evaluation and shipped to England."}
+{"text":"Upon arrival in England in January 2002, 1226 was sent to Derby Litchurch Lane Works for assessment by Her Majesty's Railway Inspectorate to ensure it met UK safety standards, while 1326 was delivered directly to Metrolink's Queens Road Depot. Muni cars 1214, 1219, 1220, 1221, 1234, 1249, 1268, 1288, 1305, 1308, 1312 and 1327 were stored in the US pending the sale."}
+{"text":"Investigations concluded it was not economic to modify them for service in Manchester. The vehicle in Manchester was scrapped once the project was cancelled, while the vehicle in Derby was stored until 2016, at which point it too was broken up."}
+{"text":"The MBTA still owns 3 decommissioned SLRV work cars:"}
+{"text":"ex-MBTA cars 3468, 3480, 3485, 3499, 3514 and 3520 were sold to the US Government and moved to the Transportation Technology Center in Pueblo, Colorado, for testing with real-life scenarios."}
+{"text":"Wendell Cox is an American urban policy analyst and academic, known as a leading proponent of the use of the private car over rail projects. He is the principal and sole owner of Wendell Cox Consultancy\/Demographia, based in the St. Louis metropolitan region and editor of three web sites, \"Demographia\", \"The Public Purpose\" and \"Urban Tours by Rental Car\". Cox is a fellow of numerous conservative think tanks and a frequent op-ed commenter in conservative US and UK newspapers."}
+{"text":"Cox generally opposes planning policies aimed at increasing rail service and density, while favoring planning policies that reinforce and serve the existing transportation and building infrastructure. He believes that existing transportation and building infrastructure reflect what people prefer, while his opponents argue that his positions are based more on a belief that road transport and low density are inherently superior."}
+{"text":"Cox was appointed to three terms on the Los Angeles County Transportation Commission by Mayor Tom Bradley, and during his 1977 to 1985 service, he was the only member of the Commission who was not an elected official. His amendment to the 1980 Proposition A transit tax measure provided all of the local funding for Los Angeles urban rail projects, including the Blue Line light rail and the Red Line subway. Additional local funding was not obtained until a later 1990 referendum. Nonetheless, he often opposes urban rail systems because he claims that they have not reduced traffic congestion, which he claims is the principal justification that has been used for their construction."}
+{"text":"He was appointed by former House Speaker Newt Gingrich to fill the unexpired term of former New Jersey governor Christine Todd Whitman on the Amtrak Reform Council and served from 1999 until the Council issued its final recommendations in 2002. He is vice president of CODATU, an international organization dedicated to improving urban transport in developing world urban areas.CODATU: Agir pour une mobilit\u00e9 soutenable dans les villes en d\u00e9veloppement | CODATU est une association de droit fran\u00e7ais qui anime un r\u00e9seau international d'expertise sur les transports et la mobilit\u00e9 dans les villes des pays en d\u00e9veloppement He was also a member of the steering committee of the International Conference on Competition and Ownership in Land Passenger Transport, which held its 10th conference in Australia in 2007."}
+{"text":"Cox is a visiting fellow at the Heritage Foundation, a senior fellow at the Heartland Institute, senior fellow for urban policy at the Independence Institute (Denver) and holds similar titles in a number of additional conservative think tanks."}
+{"text":"He has an MBA from Pepperdine University and a BA in Government from California State University, Los Angeles."}
+{"text":"Cox has also emerged as an opponent of smart growth, especially urban growth boundaries, impact fees, and large lot zoning, claiming they have a tendency to raise housing prices artificially and suppress economic growth."}
+{"text":"He has authored studies for conservative think tanks such as the Cato Institute, Heartland Institute, Heritage Foundation, and the Reason Foundation, and for industry groups such as the American Highway Users Alliance, a lobbying and advocacy group for automobile-based industries."}
+{"text":"He has also criticized land use policies in the Portland, Oregon area, noting that the area expanded its urban growth boundary to its intended 2040 area 38 years early due to political pressure and that housing prices have escalated substantially relative to incomes."}
+{"text":"Demographia is also publisher of the a comprehensive listing of urban area (agglomeration) population and densities. The 6th edition published in 2010 includes all agglomerations with 500,000 or more population."}
+{"text":"Cox believes that the goal of public transportation systems should be to provide mobility to those who do not have access to a car, not to reduce traffic congestion. As such he believes that agencies should seek to obtain maximum value for every dollar of taxes and fees expended, using whatever transportation choices maximize ridership. He believes that competitive approaches (principally competitive contracting and competitive tendering) are most effective in this regard."}
+{"text":"Cox's transport site \"The Public Purpose\" claims it is not opposed to urban rail, but many of Cox's opponents strongly disagree. It instead argues that it is opposed to waste. The site claims that it would cost less to lease every new light-rail rider a luxury car than to build light-rail projects themselves; this has entered the planning lexicon as the \"Jaguar Argument.\" He has suggested a correlation between personal mobility and income. He says public transportation does a \"good job of getting people downtown and serving the low-income poor moving around the core, but it can't do any more than that.\" In response, representatives of the Sierra Club have called Wendell Cox an \"itinerant anti-public transportation gun-for-hire.\""}
+{"text":"His more recent transport activities oppose the claim that road congestion reduction is obtained from improving urban mass transit. Among other things, he claims his aim is to improve urban mobility through performance programs that obtain the greatest reduction in travel-delay hours for the public funding available. Cox claims to be \"'pro-choice' with respect to urban development,\" and asserts that \"people should be allowed to live and work where they like,\" consistent with the Lone Mountain Compact, of which he was a signatory."}
+{"text":"Cox has completed projects and made presentations in the United States, Canada, Western Europe, Australia, and New Zealand. He has served as a visiting professor at the Conservatoire National des Arts et M\u00e9tiers in Paris, France. He has lectured in numerous locations, such as the University of Sydney, the University of Toronto, the University of Paris and the Institute of Economic Affairs (London). He participated in a debate on land use and transport with Oregon Congressman Earl Blumenauer at a national RailVolution conference in 2001, and debated Andres Duany on land use policy at the first American Dream Conference in 2002."}
+{"text":"His commentaries have appeared in numerous publications, such as the \"Daily Telegraph\" (London), the \"National Post\" (Canada), the \"Washington Post\", the \"Wall Street Journal\", the \"Los Angeles Times\", the \"Washington Times\", \"La Stampa\" (Turin) and the \"Australian Financial Review\"."}
+{"text":"The National Journal has twice honored his Public Purpose website as \"one of the Internet's best transport sites\"."}
+{"text":"Cox's consultancy has worked for bus companies as well as for President George W. Bush's transition team."}
+{"text":"List of railroads eligible to participate in the formation of Amtrak"}
+{"text":"On May 1, 1971, there were 26 railroads in the United States that were eligible to participate in the formation of Amtrak. Twenty chose to join Amtrak in 1971, and one more eventually joined in 1979. Of the remaining five, four ultimately discontinued their services, while one was taken over by a state agency."}
+{"text":"Twenty railroads opted to participate. Each contributed rolling stock, equipment, and financial capital to the new government-sponsored entity. In return, the railroads received the right to discontinue intercity passenger rail services; most received tax breaks, while some received common stock in Amtrak. The four railroads that accepted stock were the Burlington Northern Railroad, the Grand Trunk Western Railroad, the Chicago, Milwaukee, St. Paul and Pacific Railroad (\"Milwaukee Road\"), and Penn Central. Because Amtrak discontinued many passenger rail routes when it commenced operations, some of the participating railroads did not host successor passenger rail service. The twenty participating railroads were:"}
+{"text":"There were six railroads \"eligible\" to participate in the formation of Amtrak that declined to spin off their passenger rail services. The intercity passenger operations of those six railroads eventually were absorbed by Amtrak or another governmental entity, or discontinued. The six non-participating railroads and disposition of their routes were as follows:"}
+{"text":"A few major railroads with operations in the United States were not eligible to participate in the formation of Amtrak:"}
+{"text":"Pullman porters were men hired to work on the railroads as porters on sleeping cars. Starting shortly after the American Civil War, George Pullman sought out former slaves to work on his sleeper cars. Their job was to carry passenger's baggage, shine shoes, set up and maintain the sleeping berths, and serve passengers. Pullman porters served American railroads from the late 1860s until the Pullman Company ceased operations on December 31, 1968, though some sleeping-car porters continued working on cars operated by the railroads themselves and, beginning in 1971, Amtrak. The term \"porter\" has been superseded in modern American usage by \"sleeping car attendant\", with the former term being considered \"somewhat derogatory\"."}
+{"text":"Until the 1960s, Pullman porters were exclusively black, and have been widely credited with contributing to the development of the black middle class in America. Under the leadership of A. Philip Randolph, Pullman porters formed the first all-black union, the Brotherhood of Sleeping Car Porters in 1925. Formation of the union was instrumental in the advancement of the Civil Rights Movement. Porters worked under the supervision of a Pullman conductor (distinct from the railroad's own conductor in overall charge of the train), who was invariably white."}
+{"text":"In addition to sleeping cars, Pullman also provided parlor cars and dining cars used by some railroads that did not operate their own; the dining cars were typically staffed with African-American cooks and waiters, under the supervision of a white steward: \"With the advent of the dining car, it was no longer possible to have the conductor and porters do double duty: a dining car required a trained staff ... depending on the train and the sophistication of the meals, a staff could consist of a dozen men.\""}
+{"text":"Pullman also employed African-American maids on deluxe trains to care for women's needs, especially women with children; in 1926, Pullman employed about 200 maids and over 10,000 porters. Maids assisted ladies with bathing, gave manicures and dressed hair, sewed and pressed clothing, shined shoes, and helped care for children. The Central of Georgia Railroad continued using this service as a selling point in their advertisements for the \"Nancy Hanks\" well into the 1950s."}
+{"text":"From the very start, porters were featured in Pullman's ads promoting his new sleeper service. Initially, they were one of the features that most clearly distinguished his carriages from those of competitors, but eventually nearly all would follow his lead, hiring African-Americans as porters, cooks, waiters and Red Caps (railway station porters). According to the Museum of the American Railroad:"}
+{"text":"Porters were not paid a livable wage and needed to rely on tips to earn enough to make a living. Walter Biggs, son of a Pullman porter, spoke of memories of being a Pullman porter as told to him by his father:"}
+{"text":"The number of porters employed by railroads declined as sleeping car service dwindled in the 1960s as passenger numbers dwindled due to competition from auto and air travel, and sleeping car services were discontinued on many trains. By 1969, the ranks of the Pullman sleeping car porters had declined to 325 men with an average age of 63."}
+{"text":"A porter was expected to greet passengers, carry baggage, make up the sleeping berths, serve food and drinks brought from the dining car, shine shoes, and keep the cars tidy. He needed to be available night and day to wait on the passengers. He was expected to always smile; thus the porters often called the job, ironically, \"miles of smiles\"."}
+{"text":"According to historian Greg LeRoy, \"A Pullman Porter was really kind of a glorified hotel maid and bellhop in what Pullman called a hotel on wheels. The Pullman Company just thought of the porters as a piece of equipment, just like another button on a panelthe same as a light switch or a fan switch.\" Porters worked 400 hours a month or 11,000 miles, sometimes as much as 20 hours at a stretch. They were expected to arrive at work several hours early to prepare their car, on their own time; they were charged whenever their passengers stole a towel or a water pitcher. On overnight trips, they were allocated only three to four hours of sleepand that was deducted from their pay."}
+{"text":"\"It didn't pay a livable wage, but they made a living with the tips that they got, because the salary was nothing,\" says Lyn Hughes, founder of the A. Philip Randolph Pullman Porter Museum. The porters were expected to pay for their own meals and uniforms and the company required them to pay for the shoe polish used to shine passengers' shoes daily. There was little job security, and the Pullman Company inspectors were known for suspending porters for trivial reasons."}
+{"text":"According to Larry Tye, who authored \"Rising from the Rails: The Pullman Porters and the Making of the Black Middle Class\", George Pullman was aware that as former chattel slaves, the men he hired had already received the perfect training and \"knew just how to take care of any whim that a customer had\". Tye further explained that Pullman was aware that there was never a question that a traveler would be embarrassed by running into one of the porters and having them remember something they had done during their trip that they did not want their wife or husband, perhaps, to know about."}
+{"text":"Black historian and journalist Thomas Fleming began his career as a bellhop and then spent five years as a cook for the Southern Pacific Railroad. Fleming was the co-founder and executive editor of Northern California's largest weekly African-American newspaper, the \"Sun-Reporter\". In a weekly series of articles entitled \"Reflections on Black History\", he wrote of the contradictions in the life of a Pullman porter:"}
+{"text":"The Order of Sleeping Car Conductors was organized on February 20, 1918, in Kansas City, Missouri. Members had to be white males; because the order did not admit black people, A. Philip Randolph began organizing the Brotherhood of Sleeping Car Porters. Using the motto \"Fight or Be Slaves\", on August 25, 1925, 500 porters met in Harlem and decided to make an effort to organize. Under Randolph's leadership the first black union, the Brotherhood of Sleeping Car Porters, was formed and slowly working conditions and salaries improved."}
+{"text":"By forming the first black labor union, the Brotherhood of Sleeping Car Porters, Pullman porters also laid the groundwork for the Civil Rights Movement, which began in the 1950s. Union organizer and former Pullman porter E. D. Nixon played a crucial role in organizing the landmark Montgomery bus boycott in Alabama in 1955. It was he who bailed Rosa Parks out of jail after she refused to move on the bus, and who selected her as the figure to build the boycott around."}
+{"text":"By the 1960s, between the decline of the passenger rail system and the cultural shifts in American society, the Pullman porters' contribution became obscured, becoming for some in the African-American community a symbol of subservience to white cultural and economic domination."}
+{"text":"The Pullman Company went out of business in 1969, and the railroads no longer followed the practice of hiring only black men as porters. In 1978, the Brotherhood of Sleeping Car Porters merged with the larger Brotherhood of Railway and Airline Clerks."}
+{"text":"The black community looked up to Pullman porters and many people credit them as significant contributors to the development of America's black middle class. Black historian and civil-rights activist Timuel Black observed in a 2013 interview:"}
+{"text":"In the late 19th century, Pullman porters were among the only people in their communities to travel extensively. Consequently, they became a conduit of new information and ideas from the wider world to their communities. Many Pullman porters supported community projects, including schools, and saved rigorously to ensure that their children were able to obtain an education and thus better employment. Supreme Court Justice Thurgood Marshall and former San Francisco Mayor Willie Brown were descendants of Pullman porters. Marshall was also a porter himself, as were Malcolm X and the photojournalist Gordon Parks."}
+{"text":"In 1995, Lyn Hughes founded the A. Philip Randolph Pullman Porter Museum to celebrate both the life of A. Philip Randolph and the role of the Brotherhood of Sleeping Car Porters and other African-Americans in the U.S. labor movement. Located in South Side, Chicago and housed in one of the original rowhouses built by George Pullman to house workers, it is part of the U.S. Department of the Interior's Pullman National Historic Landmark District. The museum houses a collection of artifacts and documents related to the Brotherhood of Sleeping Car Porters. Additionally, in 2001, the museum began compiling a national registry of black railroad employees who worked for the railroad from the late 1800s to 1969."}
+{"text":"In 2008, Amtrak, in partnership with the A. Philip Randolph Museum, honored Pullman porters in Chicago. Museum founder Lyn Hughes spoke at the event saying, \"It's significant when an organization like Amtrak takes the time to honor those who contributed directly to its own history. It's also very appropriate as it's the culmination of the effort to create the Pullman Porter Registry. We started the Registry with Amtrak and now we're coming full circle with its completion and the honoring of these great African American men.\" Hughes is also author of \"An Anthology of Respect: The Pullman Porter National Historic Registry\"."}
+{"text":"In 2009, as part of Black History Month, Amtrak honored Pullman porters in Oakland, California. An AARP journalist writes, \"They were dignified men who did undignified labor. They made beds and cleaned toilets. They shined shoes, dusted jackets, cooked meals and washed dishes in cramped and rolling quarters.\" Amtrak invited five retired members of The Brotherhood of Sleeping Car Porters to speak at the event. The eldest of the five, Lee Gibson, age 98, spoke of his journey to the event (by rail) saying, \"It was nice. I got the service I used to give.\" He spoke of his years as porter with fondness saying, It was a wonderful life.\""}
+{"text":"The Amtrak Police Department (APD) is a railroad police agency and security organization that acts as the law enforcement arm of Amtrak (the National Railroad Passenger Corporation), the government-owned passenger train system in the United States. It is headquartered at Union Station in Washington, D.C., and as of 2019 has a force of 452 sworn police officers, most of whom are stationed within the Northeast Corridor, Amtrak's busiest route."}
+{"text":"This quasi-federal agency has primary jurisdiction on Amtrak stations nationwide, trains, rights-of-way, maintenance facilities, and crimes committed against Amtrak, its employees, or its passengers."}
+{"text":"Since 1979, most Amtrak police officers are trained at the Federal Law Enforcement Training Centers (FLETC) although some recruits may be certified through a local police academy."}
+{"text":"Created by Congress, Amtrak's enabling legislation under the Rail Passenger Service Act of 1970, now codified starting at 49 U.S.C. 24101, established the authority for Amtrak to have its own police force. The statutory authority was unique at the time and included interstate police powers. The Amtrak rail police law, now found at 49 U.S.C. 24305 (e), states as follows:"}
+{"text":"(e) Rail Police. \u2014Amtrak may employ rail police to provide security for rail passengers and property of Amtrak. Rail police employed by Amtrak who have complied with a state law establishing requirements applicable to rail police or individuals employed in a similar position may be employed without regard to the law of another state containing those requirements."}
+{"text":"In sum, Amtrak police officers have the same police authority as a local or state law enforcement officer within their jurisdiction. They investigate various types of crime that occur within and around stations, trains and\/or right of ways. Since the September 11, 2001 attacks, APD has become more terrorism-focused. Such mission shift became even more prevalent after the Madrid train bombings in 2004. It maintains a robust K-9 division composed of patrol and bomb dogs. APD officers constantly work in partnership with federal, state and local law enforcement to perform their duties in accordance with the agency's mission to protect America's railroads. In theory, officers have jurisdiction in all the 46 states where Amtrak operates, but are stationed more in busier locations in practice."}
+{"text":"Each of the Divisional Commands provide different police services for the geographical area they cover. The different Divisions within the Department can be categorized as the following:"}
+{"text":"In 2016, the Amtrak Office of Inspector General launched an investigation into the then-Amtrak Police Chief Polly Hansen, regarding conflict of interest involving her boyfriend who was awarded a counterterrorism contract she helped oversee, and in whose award Hansen reportedly had influence. In statements, Hansen claimed no knowledge of the boyfriend, but the investigation revealed that they had been cohabiting in a condominium that they jointly owned. In September 2016, after the presidency of Amtrak had passed from Joseph Boardman (who had appointed Hansen in 2012) to Wick Moorman, Chief Hansen resigned."}
+{"text":"Metro-North Railroad's New Haven Line runs from New Haven, Connecticut, southwest to Mount Vernon, New York. There it joins the Harlem Line, where trains continue south to Grand Central Terminal in Manhattan. The New Haven Line carries 125,000 passengers every weekday and 39 million passengers a year. The busiest intermediate station is , with 8.4 million passengers, or 21% of the line's ridership."}
+{"text":"The line was originally part of the New York, New Haven and Hartford Railroad, forming the southern leg of the New Haven's main line. It is colored red on Metro-North system maps and timetables; the New Haven used red in its paint scheme for much of the last decade of its history. The section from Grand Central to the New York-Connecticut border is owned by Metro-North, and the section from the state line to New Haven is owned by the Connecticut Department of Transportation (CTDOT). From west to east in Connecticut, three branches split off: the New Canaan Branch, Danbury Branch, and Waterbury Branch, all owned by CTDOT."}
+{"text":"The New Haven Line is part of the Northeast Corridor; its share of the Northeast Corridor is the busiest rail line in the United States. Amtrak's \"Northeast Regional\" and \"Acela Express\" use the line between New Rochelle, New York and New Haven. Shore Line East (SLE), a commuter service operated by Amtrak for CTDOT, also operates over the New Haven Line from its normal terminus at New Haven, with limited express service to Stamford with a single stop in ."}
+{"text":"The rail line from New York to New Haven was completed by 1849, and commuters started using the trains soon afterward. The line was part of the New York and New Haven Railroad \u2014 after 1872, the New York, New Haven and Hartford Railroad \u2014 which had trackage rights over the New York Central Railroad's New York and Harlem Railroad into Grand Central."}
+{"text":"The Great Blizzard of 1888 blocked the rail line in Westport, between the Saugatuck and Green's Farms stations. It took eight days to restore service, as snow was dug out by hand."}
+{"text":"The line was grade separated into a cut in Mount Vernon in 1893 as a result of multiple collisions between trains and horsecars."}
+{"text":"As part of the construction of Grand Central Terminal in the early 1900s, all of New York Central's lines that ran into the terminal were electrified. Third rail was installed on the Hudson and Harlem Divisions, while the New Haven Division received overhead wires on the segments that were not shared with the Harlem and Hudson Division. Steam locomotives on the New Haven Division were replaced with electric locomotives, and later electric multiple units. New Haven Division electric trains started running to Grand Central in October 1907."}
+{"text":"The New Haven was merged into Penn Central in 1969. On November 25, 1969, Penn Central, the Metropolitan Transportation Authority, and the states of New York and Connecticut agreed that New York would buy its section of the line and Connecticut would lease its section as far as New Haven. The acquisition took place on January 1, 1971, and included the three branches. After Penn Central went bankrupt, the Consolidated Rail Corporation (Conrail) took over operations in 1976. The MTA took over operations in 1983, and merged Conrail's former commuter rail lines in the New York area into Metro-North. The MTA undertook to rebuild the railroad, upgrading signals, tracks, ties, roadbeds, and rolling stock."}
+{"text":"The New Haven's Harlem River and Port Chester Railroad, diverging from the main line below New Rochelle, ran local passenger service to the Harlem River Terminal in the South Bronx until 1931, and has several abandoned stations. It was a major freight route for the New Haven to Queens, where it interchanged with the Long Island Rail Road and the Pennsylvania Railroad. Four new stations are planned along this route as part of Metro-North's Penn Station Access."}
+{"text":"An accident occurred at the Norwalk River bridge in Norwalk, Connecticut on May 6, 1855. Another occurred in Westport, Connecticut in 1895, and another in that town on October 3, 1912. Another fatality occurred in August 1969 on the New Canaan branch. There was also a collision in Mount Vernon in 1988 that killed an engineer. More recently, in 2012 two people were killed by a train-car collision at an ungated grade crossing on the Danbury Branch in Redding, Connecticut, and in 2013 a track worker was struck and killed in West Haven."}
+{"text":"The May 2013 Fairfield train crash resulted in 72 injuries after two trains collided following a derailment near ."}
+{"text":"On September 25, 2013, a Con Edison failure required the use of diesel locomotives and bus service between Mount Vernon and Harrison for 12 days."}
+{"text":"New Haven Line trains primarily use electric multiple unit (EMU) consists of Kawasaki M8 railcars. Stamford Transportation Center divides the line into two zones. Most trains either operate in an \"inner\" zone from Grand Central Terminal to Stamford; and an \"outer\" zone from Stamford to New Haven."}
+{"text":"Outer zone trains generally originate in New Haven, running local to Stamford and making most stops. They then run express to Grand Central with a single stop at Harlem\u2013125th Street and sometimes Greenwich as well. Trains from the inner zone generally originate in Stamford, running local to Grand Central and making most stops, also stopping at station. Passengers heading from one zone to another can make cross-platform interchanges at Stamford."}
+{"text":"During peak hours, trains generally run in shorter, express zones, making limited stops as they fill faster, with some overlap in start and end stations to allow for intra-zone transfers for those traveling locally. Many of these trains begin their runs at intermediate stations within their zones, and then run express to Grand Central or vice versa."}
+{"text":"All New Haven Line electric trains change over between third rail and overhead catenary between Mount Vernon East and Pelham, at normal track speed. Inbound trains to Grand Central lower their pantographs in this area, while outbound trains raise them; the third rail shoes stay in the same position both in and out of third rail territory. Both catenary and third rail overlap for a quarter-mile between Mount Vernon East and Pelham to facilitate this changeover."}
+{"text":"The entire mainline is grade-separated with no grade crossings, although there are several privately marked-pedestrian crossings in many of the storage yards such as the East Side Yard in Bridgeport."}
+{"text":"Within the Metro-North system, the New Haven Line is the only line with operating branches. The New Haven Railroad, Metro-North's predecessor, had an extensive branch network in Connecticut, including: a branch off the Danbury Branch at the appropriately named Branchville, CT to Ridgefield, CT; another branch off the main line for freight at Bridgeport known as the Berkshire (a never-used bridge spans the Merritt Parkway in Trumbull that would have accommodated this branch under potential reactivation scenarios); and the Maybrook line, which connected the Waterbury Branch with the Danbury Branch, with several branches of its own."}
+{"text":"Branch lines generally operate as their own zones, with the first main line station as a terminus rather than Grand Central, providing transfers to other main line stations or Grand Central. During peak hours, some of these trains run express on the main line through to Grand Central, but generally remain as local service on the branch itself."}
+{"text":"The New Canaan Branch is electrified, while the Danbury and Waterbury branches use train consists powered by diesel locomotives. Some main line trains will occasionally use diesel equipment in revenue runs for positioning or due to equipment shortages."}
+{"text":"In contrast with the main line, the branches operate almost entirely at grade, with frequent crossings."}
+{"text":"Yankees\u2013East 153rd Street station opened on May 23, 2009. Although it is a Hudson Line commuter station, it offers New Haven and Harlem Line commuters direct game-day service on weekends and after weeknight games, and shuttle service from station during peak periods. The Yankee Stadium station, 125th Street and are the three Metro-North stations that serve New Haven Line customers without being located on the Line itself."}
+{"text":"The \"Train to the Game\" service on the New Haven Line to the Meadowlands Sports Complex operated only for Sunday 1 pm New York Giants and New York Jets NFL games. The first game scheduled was on September 20, 2009, when the New York Jets hosted the New England Patriots, following a successful test of trains in non-revenue service on August 23."}
+{"text":"The service was operated using New Jersey Transit (NJT) equipment under an operating agreement among NJT, Metro-North, and Amtrak. NJT equipment was required as its electric locomotive power was capable of running under the various catenary systems over three separate railroads using different power supplies. The program was only offered for the early afternoon games so that the NJT equipment could be moved back in place for the Monday morning rush hour."}
+{"text":"The service made limited stops on New Haven Line, and used the Hell Gate Line to access New York Penn Station and Secaucus Junction. At Secaucus, riders transferred to a shuttle on the Meadowlands Rail Line. Stops included New Haven, West Haven, Bridgeport, Fairfield, Westport, South Norwalk, Stamford, Greenwich, Rye, Larchmont, Penn Station, and Secaucus."}
+{"text":"The New Haven Line is also operated in Connecticut under an agreement between Metro-North and the CTDOT, in which costs for main line operation are shared (currently 65% CTDOT and 35% Metro-North) and costs for branch service are borne 100% by CTDOT."}
+{"text":"Since 1996, the New Haven main line and New Canaan branch have used Automatic Train Control (ATC) in conjunction with cab signals, a safety feature used in routing trains, keeping safe distances, and moderating train speeds. Signals are controlled from a centralized location, the Operations Control Center in New York City. Until the 1980s, the New Haven Line had a decentralized signaling system, and each section of track was controlled by a separate switch tower. The switch towers themselves did not get radio communication with each other until the late 1960s, when Penn Central took over the New Haven Line. Track interlockings are governed within Control Point boundaries, or CPs. The New Haven Line is unique in that the CPs are known (informally) by nicknames for their region."}
+{"text":"Signals on the New Haven Line had once been mounted on the catenary bridges; these were all replaced throughout the 1990s and into the early 2000s with wayside \"dwarf\" signals at track level along the right-of-way. The form of signalization known as Centralized Traffic Control, or CTC, is used on the main line and the New Canaan Branch, as well as on the Danbury Branch starting in 2013. The Waterbury Branch is currently \"manual block\", or unsignaled, territory."}
+{"text":"The New Haven's traction power system was originally constructed to operate at 11 kV, 25\u00a0Hz, using power supplied by the Cos Cob Power Station. The power station was shut down around 1986 and Metro-North converted the traction power system to 60\u00a0Hz operation. Traction power is converted from utility-supplied 115 kV (single phase) to 27 kV (single phase with center tap), which is distributed using an auto-transformer system. Power is supplied to the catenary at 12.5 kV, 60\u00a0Hz."}
+{"text":"The following connecting rail services are available from Amtrak, Metro-North Railroad and Shore Line East."}
+{"text":"Milepost Zero on the New Haven Line is at the north property line of 42nd Street (i.e. 200\u2013300\u00a0ft south of the ends of the tracks)."}
+{"text":"Since the main line and the New Canaan Branch are equipped with 12.5 kV 60 Hz overhead catenary, as opposed to just the 750 V DC third rail of the Hudson and Harlem Lines, different rolling stock that can operate with either power system runs on the New Haven Line. This rolling stock, originally produced by General Electric in two batches (144 in 1972\u201373 and 100 in 1975\u201377), was initially branded as the M2 Cosmopolitan, with later versions being made on license by Tokyu Car (model M4, 1988) and Morrison-Knudsen (model M6, 1994). Cosmopolitans can be easily spotted by their red stripe along the side, the presence of pantographs on the lead cars in each set, and a dynamic braking grid on the roof."}
+{"text":"M2s operate in married pairs, differentiating them from their predecessor equipment of Pullman Standard and 4400-series washboard MU's (retired since the late 1970s and early 1980s). M4s and M6s also operate in triplets, with the middle \"D\" car not having a cab. Many M2s were reconditioned to extend their useful life beyond the expected 25 years (as of 2014 most are over or approaching 40 years old), undergoing a Critical Systems Repair (CSR) program."}
+{"text":"To replace its aging M2 fleet and increase its total fleet size, Metro-North and CTDOT have undertaken to purchase from Kawasaki Rail Car an initial order of 300 M8 EMUs. The initial order consists of a \"base order\" of 210 and a \"first option\" of 90 cars. This order is estimated to cost $760 million. The base order cost is to be split as per the CTDOT\/MTA operating agreement (65%\/35%, respectively)."}
+{"text":"Although the cost sharing is to conform with the operating agreement, due to Metro-North's capital budgeting process, Metro-North will initially pay only the first $100 million of the order, and CTDOT will pay the remaining $660 million. Metro-North will bring its contribution to the required 35% upon passage of its 2010\u20132014 capital budget. Until then, CTDOT will retain title to any rail cars which exceed its 65% share."}
+{"text":"M8s are similar to the M7As running on the Harlem and Hudson lines. They each have two single-leaf doors on each side and a full-width operator's cab, eliminating the so-called \"railfan\" windows at the front and rear of each train and restricting passengers' ability to walk between car pairs."}
+{"text":"Originally, delivery of the first six cars for testing was to be in July 2009, but was delayed until December 2009 for varied reasons such as design revisions and production delays. The contract allows for additional options for CTDOT of an additional 80 cars, which may be used for Cafe Cars or for use on Shore Line East at CTDOT's sole expense, an option that has since been exercised. Procurement of more than 380 cars would require additional authorization (PA 05-4 JSS provides funds to acquire at least 342 rail cars at slightly under $900 million)."}
+{"text":"On July 20, 2011, the Connecticut Department of Transportation announced the order of 25 unpowered M8 railcars, with options for up to 25 more, at a cost of US$93 million to replace the 48-car M6 fleet."}
+{"text":"The CSR program was modified in 2008 as the delivery of M8s neared. Cars that underwent CSR earlier in the program were undergoing additional renovation. Funding was identified in the MTA's 2010 capital program to continue the CSR program if the M4 and M6 cars were not retired. The M2's are slated for retirement as sufficient numbers of the Kawasaki-made M8s enter service and alleviate current equipment shortages."}
+{"text":"A new rail car facility to accommodate the new M8 cars is being built in New Haven. Although the project itself is not controversial, the building of it is. Originally estimated at $300 million, the facility is now expected to cost in excess of $1 billion."}
+{"text":"As with the Harlem and Hudson Lines, diesel-powered trains are driven by Brookville BL20GH and dual-mode GE Genesis P32AC-DM locomotives, paired with Shoreliner coaches. While some peak-period trains operate directly to and from Grand Central Terminal with Genesis P32AC-DM dual-mode locomotives only, most New Haven Line diesel-only territory is operated as shuttle service between Danbury and South Norwalk, or between Waterbury and Bridgeport."}
+{"text":"Rolling stock used for Metro-North diesel service is in pool service, meaning that diesel consists feature both CTDOT-owned red-striped and Metro-North-owned blue-striped coaches operating on any of Metro-North's three lines, along with diesel power in either Metro-North or CTDOT paint schemes."}
+{"text":"A 2010 study of the New Canaan and Waterbury branches considered the construction of a station at Devon Wye in Milford, Connecticut, where the Waterbury Branch joins the New Haven mainline. The station would allow service to be increased on the branch by running some trains to the new station with connections to New Haven trains, rather than taking up slots on the busy mainline. The two station alternatives would have cost $73 to $114 million."}
+{"text":"For six months in 2015, a temporary Devon Transfer station served as the transfer point between mainline service and Waterbury Branch trains. The first phase of repairs to the adjacent Housatonic River Railroad Bridge over the Housatonic River prevented Waterbury Branch trains from accessing the normal transfer point at Bridgeport, necessitating the temporary transfer station. The Devon Transfer station was re-activated in 2016 from April until October to accommodate additional repairs and catenary wire work."}
+{"text":"On July 16, 2014, Connecticut Governor Malloy approved $2.75 million for the planning of a station in the East End of Bridgeport, Connecticut. The new station, was to be called after showman and former Bridgeport mayor P.T. Barnum, and was planned to open in 2021. The station would have had two island platforms, allowing for improved express service on the New Haven Line, increasing capacity. As of 2019, the project has been cancelled by the Connecticut DOT after determining they were not in the financial position to undertake the project."}
+{"text":"In connection with the planned redevelopment of the Gilbert & Bennett Wire Mill as a residential neighborhood, reopening a Georgetown station on the Danbury Branch has been approved, though not yet scheduled or funded. The previous station was abandoned in the 1970s due to low ridership."}
+{"text":"The Waterbury and New Canaan Branch study also considered a new station on the Waterbury Branch as a park-and-ride station off the Wilbur Cross Parkway near where it meets the Merritt Parkway in Milford. The station was estimated to cost $41 million to construct."}
+{"text":"Although not yet past the Draft Environment Impact Statement stage, a study of enhancing service on and extending the Danbury Branch would include additional stations in North Danbury (Federal Road), , and New Milford. The draft EIS was due by 2010, and the final EIS by 2011. The Spring 2009 Update for the first time held out the possibility of extension all the way to Pittsfield, MA, the original route of the New Haven Berkshire Division. Trackage rights would have to be negotiated with the Housatonic Railroad, which owns the line beyond Danbury to New Milford."}
+{"text":"Enhancements to the Danbury Branch being studied also include re-electrification of the branch (the branch was electrified from 1925 to 1961), addition of passing sidings, realignment and\/or super-elevation of track to eliminate or alleviate curvature and enhance speeds, and installation of automated train control signalling. The new signal system finally began operation in 2013, but extensive work was still ongoing in 2014 because of unresolved problems with the drop gates at grade crossings."}
+{"text":"Earlier versions of the study examined service to Newtown and Brewster along the Beacon\/Maybrook line, as additional branches off the Danbury Branch. These options were not recommended due to limited ridership potential versus additional cost."}
+{"text":"As part of the 2015\u20132019 MTA Capital Program, additional service from the New Haven Line will be provided to New York Penn Station over the Hell Gate Line of the Northeast Corridor, owned by Amtrak. Trackage rights and union agreements would have to be negotiated for this service. Commuter service over this line, formerly the Harlem River Branch of the predecessor New Haven, ended in 1931. New stations will be built at Hunts Point, Parkchester\u2013Van Nest, Morris Park, and Co-Op City."}
+{"text":"This project was dormant from approximately 2002 to 2009, but an environmental assessment was announced by Metro-North, to be completed by 2011. The study was in conjunction with ongoing studies for the best uses of Penn Station. The study advances a single option of full (both peak and off-peak) service to Penn on the New Haven and Hudson Lines. Separate options for off-peak service are still being considered separate from the study, as implementation could take place with existing infrastructure and equipment. However, the project was delayed, so environmental and federal reviews are to be completed by 2017."}
+{"text":"On January 8, 2014, New York Governor Andrew Cuomo voiced support for the project in his 2014 State of the State address."}
+{"text":"In its 2015\u20132019 Capital Program, the MTA budgeted $695 million for New Haven Line Penn Station Access work, including track, structures, signal, power and communications work along the Hell Gate Line, specifications for rolling stock for the line, and construction of the four new stations. New track will be installed between the Parkchester\/Van Nest station and north of the Co-Op City station. Three bridges along the route will be rehabilitated or replaced. The MTA plans to complete necessary environmental and federal reviews by 2017."}
+{"text":"Service will begin after East Side Access service commences. The opening of that project would divert some Long Island Rail Road trains to Grand Central Terminal, therefore opening up slots at Penn Station for Metro-North service. During peak hours there will be between six and ten trains to Penn Station. There will be four trains per hour to Connecticut in the reverse peak direction, and there will be two trains per hour to and from Penn Station during off-peak and weekends."}
+{"text":"In a limited form, it already takes place with the Jets\/Giants game-day service to the Meadowlands, although it is not intended as service to Penn."}
+{"text":"As of February 2009, Connecticut legislators were discussing service on an old New Haven passenger line that ceased passenger service decades prior known as the Highland Line, part of the original New England Railroad, also known as the Central New England Railway, both eventual subsidiaries of The New York, New Haven and Hartford Railroad."}
+{"text":"Currently, this is a freight-only line operated by Pan Am Railways. Station stops would include two in Bristol, as well as in New Britain, between Waterbury and Hartford. The next step is a preliminary scoping study, which would be followed by environmental studies. It is unknown if this will be a Metro-North extension of the Waterbury Branch."}
+{"text":"The New York State Department of Transportation, the New York State Thruway Authority, and Metro-North conducted extensive studies concerning the replacement of the deteriorated Tappan Zee Bridge. Proposals for rail connections to the New Haven Line were ultimately rejected as too expensive."}
+{"text":"Amtrak California is a brand name used by the California Department of Transportation (Caltrans) Division of Rail on three state-supported Amtrak rail routes within the US State of California, the \"Capitol Corridor\", the \"Pacific Surfliner\", and the \"San Joaquins\". It also includes an extensive network of Thruway Motorcoach bus connections, operated by private companies under contract. The three lines shared the use of \"Amtrak California\" branded Thruway buses and trainsets."}
+{"text":"The National Railroad Passenger Corporation (Amtrak) assumed operation of almost all intercity passenger rail in the United States in 1971. Service in California, as in most of the United States, was basic and infrequent. In 1976 California began providing financial assistance to Amtrak. At the same time, the Caltrans Division of Rail was formed to oversee state-financed rail operations and the brand Amtrak California started appearing on state-supported routes."}
+{"text":"In 1990, California passed Propositions 108 and 116, providing $3\u00a0billion for transportation projects ($ billion after inflation), with a large portion going to rail service. As a result, new locomotives and passenger cars were purchased by the state, and existing inter-city routes expanded. A more distinct image for Amtrak California, such as painting locomotives and passenger cars in \"California Color\" of blue and yellow, was established with the arrival of new rolling stock."}
+{"text":"In 1998, while still funded by the state, the management of the \"Capitol Corridor\" was transferred to the Capitol Corridor Joint Powers Authority (CCJPA), formed by local jurisdictions of the line serves. In 2015 the management of the \"San Joaquin\" and the \"Pacific Surfliner\" were similarly transferred to the San Joaquin Joint Powers Authority (SJJPA) and the Los Angeles-San Diego-San Luis Obispo Rail Corridor Agency (LOSSAN), respectively. As a result, the \"Amtrak California\" brand became less prominent in the websites and marketing materials."}
+{"text":"Caltrans is studying Amtrak service to the Coachella Valley."}
+{"text":"The \"San Joaquin\" operates 14 trains (7 in each direction) each day between Bakersfield and Stockton. From Stockton, five trains from Bakersfield continue west to Oakland, while two trains proceed north to the state capital of Sacramento. Central Valley communities served include Fresno, Corcoran, Hanford, Lodi, Madera, Merced, Modesto, Turlock\/Denair and Wasco. Delta\/Bay communities of Antioch, Martinez, and Richmond are also served by the \"San Joaquin\". Los Angeles is not served on this route due to the bottleneck of the Tehachapi Pass line, where the Union Pacific prohibits passenger train use due to freight traffic along the world's busiest single-track railway. (On rare occasions Amtrak trains use this as a detour if their railway tracks are being repaired.) The \"San Joaquin\" has operated since 1974."}
+{"text":"The \"Capitol Corridor\" route, operating since 1991, runs north from San Jose through the East Bay to Oakland and Richmond, then east through the Delta communities of Martinez and Suisun City, and the Sacramento Valley cities of Davis and Sacramento. One \"Capitol Corridor\" train per day continues east of Sacramento during the afternoon commute to the small Sierra Nevada town of Auburn, returning in the morning. It is the fourth-busiest Amtrak route nationwide."}
+{"text":"Amtrak California operates a fleet of EMD F59PHI, GE Dash 8-32BWH and Siemens Charger locomotives that are used on \"San Joaquin\" and \"Capitol Corridor\" trains. These locomotives are owned by Caltrans and carry the CDTX reporting marks."}
+{"text":"Locomotives from Amtrak's national fleet such as P42DC are often used as substitutes when the Amtrak California dedicated fleet of locomotives undergoes maintenance."}
+{"text":"Twenty-two additional locomotives built by Siemens will join Amtrak California's locomotive fleet starting from 2017. These locomotives, named \"Charger\", were parts of a multi-state order funded by a combination of federal and state money. Illinois Department of Transportation, acting as the leading agency, awarded the order to Siemens on December 18, 2013. Caltrans ordered the first six with the initial order in 2013, then exercised the option to buy 14 more locomotives in 2015 to replace Amtrak-owned locomotives currently used on \"Pacific Surfliner\". Two additional locomotives were ordered in 2016."}
+{"text":"Amtrak California's routes typically use bi-level, high-capacity passenger cars, dubbed the Surfliner and California Car. All of the California Cars are owned by the California Department of Transportation (Caltrans). Amtrak owns most of the Surfliner cars with some owned by Caltrans."}
+{"text":"The design of the cars is based on Amtrak's Superliner bi-level passenger cars, but several changes were made to the design to make the vehicle more suitable for corridor services with frequent stops. One significant difference is that the Surfliner and California Car have two sets of automatic doors on each side instead of only one manually operated door on the Superliners, which speeds up boarding and alighting considerably. Additionally, Surfliner and California Car coaches are equipped with higher-density seating and bicycle racks to permit transport of unboxed bicycles."}
+{"text":"Consists on the \"San Joaquin\", \"Capitol Corridor\", and \"Pacific Surfliner\" routes usually include between four and six cars, with one locomotive and a cab control car on the rear end."}
+{"text":"In 2007, Amtrak California paid for the repair of seven wreck-damaged Superliner Coaches owned by Amtrak in exchange for a six-year lease, intended to quickly add capacity on busy \"Capitol Corridor\" and \"San Joaquin\" trains. Four of the cars have been painted to match the \"California car\" livery, and three have been painted to match the \"Surfliner\" livery. Each car also has the current Amtrak logo on the middle left side of each car."}
+{"text":"Superliner I\/II coaches from Amtrak's national fleet are used on some consists due to shortages of inter-city \"Surfliner\" & \"California cars.\""}
+{"text":"Increasing ridership on the \"San Joaquin\" led Amtrak California to purchase 14 Comet IB rail cars from NJ Transit in 2008 for $75,000 per car. Caltrans paid approximately $20\u00a0million to have these former commuter cars refurbished and reconfigured to serve as intercity coaches at Amtrak's Beech Grove Shops."}
+{"text":"Caltrans has also paid to lease and refurbish 3 Horizon dinettes (used as caf\u00e9 cars) and 3 Non-Powered Control Units (old F40PH locomotives converted to serve as a cab\/baggage car)."}
+{"text":"In November 2017, the California Department of Transportation announced that it would be ordering seven Siemens Venture trainsets through its contractor Sumitomo Corporation. The states had initially contracted Sumitomo, which in turn subcontracted with Nippon Sharyo, to build the Next Generation Bi-Level Passenger Rail Car, but a prototype car failed a buff strength test in August 2015. After the test failure, Sumitomo canceled its deal with Nippon Sharyo, and turned to Siemens to be the new subcontractor. The cars are being built at the Siemens factory in Florin, California and will be hauled by California's existing fleet of diesel-electric locomotives."}
+{"text":"California's trainsets will be used exclusively on the San Joaquins service and will consist of seven cars each: four coaches with economy seating, two coaches with economy seating and vending machines, and one cab car (control car) with economy seating. The order includes 49 cars for California, formed into seven semi-permanently-coupled trainsets. Since Siemens Venture trainsets were originally designed to be used with high platforms the SJJPA modify all stations, adding two mini-high platforms (short lengths of high platform, each long enough for one door, with an accessible ramp to the longer low platform). The first trainset is supposed to go into revenue service in 2020."}
+{"text":"Amtrak California utilizes a livery and logo that is different from the standard Amtrak colors. All state-contracted Thruway Motorcoach and state-owned locomotives and passenger cars, with the exception of equipment used on the \"Pacific Surfliner\" route, are painted in the \"California Colors\" of blue and yellow. Each permanently assigned passenger car is named after a geographical feature of California."}
+{"text":"The \"Capitol Corridor\" and \"San Joaquin\" trains are the two routes most identified with the Amtrak California image, since they extensively use \"California Colored\" equipment. The other state-supported rail route, the \"Pacific Surfliner\", uses a unique blue and silver paint scheme that is different from the other Amtrak California-branded trains."}
+{"text":"The NPCUs that operate on the \"Capitol Corridor\" and \"San Joaquin\" are painted differently from the locomotives, as they are painted in the old \"Caltrain\" locomotive livery, with an \"Amtrak California\" and \"Caltrans\" logo on the sides. The single level cars, both the Comet cars and the Horizon dinettes, have three stripes closest to the boarding doors, orange, blue and green, which resemble the NJ Transit livery that was previously used on the Comet cars."}
+{"text":"The major events of National Train Day usually consist of equipment displays in the major stations across the Amtrak system. This includes \"Acela Express\" and \"Keystone Service\" sets in the Northeastern cities, and Superliner cars in Chicago, Los Angeles, San Antonio and Florida that are used on long distance trains in those regions. In addition, many private cars are also put on display. Other large cities featured rail equipment and displays from freight railroads, transit agencies, non-profit rail organizations and historical societies as part of National Train Day. Some smaller events consisted of a model train layout from a local club or other train-related items on display."}
+{"text":"Because of a scheduling conflict on the original National Train Day in 2008, Toledo Union Station hosted their NTD event a week before the rest of the country in 2008. This tradition of having the 'first' Train Day has continued every year since at the Martin Luther King, Jr. Plaza Amtrak and intermodal station."}
+{"text":"Besides events at active Amtrak stations, railway history museums participate in National Train Day as well. This often includes tours of historic rail cars and excursion train rides."}
+{"text":"The 2011 event celebrated Amtrak's 40th Anniversary celebration, as the company first went into service on May 1, 1971."}
+{"text":"The National Association of Railroad Passengers, the largest non-profit rail advocacy organization in America, announced that their members would be celebrating the first National Train Day in 2008. Many other non-profits participated regionally."}
+{"text":"In 2013, Duluth, Minnesota, hosted one of the largest events, having steam locomotives Milwaukee Road 261 and Soo Line 2719 operating on the North Shore Scenic Railroad, as well as large museum displays and events."}
+{"text":"In 2015, it was announced that the community program called National Train Day would be replaced by a company sponsored event called Amtrak Train Days. The format changed from multiple events on a single day in many cities to individual events over the course of the spring, summer and fall."}
+{"text":"Every National Train Day through 2012 featured an official celebrity spokesperson who appeared at a single event."}
+{"text":"On National Train Day May 8, 2010 in New York Penn Station, the cast of \"Cake Boss\" presented a special cake to Amtrak for the event. Celebrity spokespersons were discontinued after 2012."}
+{"text":"Lebron v. National Railroad Passenger Corporation, 513 U.S. 374 (1995), is a United States Supreme Court case in which the Court held that Amtrak is a government agency and thus is subject to the First Amendment."}
+{"text":"Michael A. Lebron rented a large billboard in Amtrak's Penn Station. The advertisement was highly critical of the Coors Brewing Company for their support of the Contras in Nicaragua. The railroad turned down the ad because it was political, although the particular point of view was not an issue."}
+{"text":"The District Court ruled that Amtrak, because of its close ties to the Federal Government, was a Government actor for First Amendment purposes, and that its rejection of the display was unconstitutional. The Court of Appeals reversed, noting that Amtrak was, by the terms of the legislation that created it, not a Government entity, and concluding that the Government was not so involved with Amtrak that the latter's decisions could be considered federal action."}
+{"text":"Even though Amtrak is not incorporated as a government agency, it largely functions as one. Similar to the ruling in \"Burton v. Wilmington Parking Authority\", the court found that the public and private entities functioned together to the point where Amtrak was covered by the First Amendment."}
+{"text":"Later, in \"Department of Transportation v. Association of American Railroads\", the court held that Amtrak is a governmental entity for purposes of determining the validity of the metrics and standards."}
+{"text":"NC By Train is a brand name used by the Rail Division of the North Carolina Department of Transportation (NCDOT) for two state-supported Amtrak routes operating in the U. S. state of North Carolina\u2013the \"Carolinian\" and the \"Piedmont.\""}
+{"text":"Amtrak (in full, the National Railroad Passenger Corporation) took over most intercity rail service in the United States in 1971. At the outset, service through North Carolina was mostly limited to long-distance routes that were not well-suited for regional travel. This remained unchanged when Southern Railway, one of the larger railroads that initially opted to keep its passenger services, handed its routes to Amtrak in 1979."}
+{"text":"By 1984, Amtrak service in North Carolina was limited to four trains\u2013the New Orleans-New York \"Crescent,\" which passed through Charlotte and the Piedmont Triad; the New York-Miami \"Silver Meteor,\" which passed through the Sandhills; the New York-Miami \"Silver Star,\" which passed through Raleigh, and the New York-Savannah \"Palmetto,\" which passed through the Sandhills. The only daylight service came from the \"Palmetto\" and northbound \"Silver Star.\""}
+{"text":"In that year, Governor Jim Hunt created a Public Transportation Division within NCDOT. Partly due to Hunt's efforts, Amtrak introduced the \"Carolinian\" on October 28, 1984 as a Charlotte-New York service, supported with a yearly $436,000 state subsidy. It ran from Charlotte through Greensboro and Raleigh along the state-owned North Carolina Railroad, then joined the \"Palmetto\" at Richmond, Virginia for the journey to New York. It was the first direct service between Charlotte and Raleigh in 30 years (or 50 years, depending on the source), and the first North Carolina-focused service in 20 years."}
+{"text":"Amtrak intended the \"Carolinian\" to be a one-year pilot project, and strongly considered making it a permanent fixture in its schedule. However, due to poor marketing, many passengers did not know that the train offered much of the state a one-seat ride to New York. As a result, while ridership far exceeded projections, the \"Carolinian\" lost over $800,000 as most passengers opted to travel within North Carolina and not continue north of the Virginia border. When North Carolina declined to increase its subsidy, Amtrak withdrew the \"Carolinian\" on September 3, 1985."}
+{"text":"Hunt's successor, Jim Martin, was also committed to the development of passenger rail. He created a Passenger Rail Task Force that recommended preserving rail corridors for both freight and passengers. It also recommended additional passenger service along the I-85 Corridor from Charlotte to Raleigh. In 1990, Amtrak and the state introduced a second incarnation of the \"Carolinian.\" It ran along the same route as its 1984-85 predecessor, but joined the \"Palmetto\" at Rocky Mount. This incarnation was successful enough that within a year, Amtrak not only made the \"Carolinian\" permanent, but made it a full-fledged day train running independently from Charlotte to New York."}
+{"text":"Building on this success, NCDOT formed a Rail Unit, which was expanded to a full-fledged division in 1995. During this time, state officials pressed for additional service along the fast-growing I-85 Corridor. However, Amtrak initially balked, claiming that it didn't have enough rolling stock to spare. NCDOT decided to buy its own equipment. In the fall of 1990, NCDOT bought five repurposed coaches and leased two locomotives for the planned Charlotte-Raleigh service, named the \"Piedmont,\" which began service on May 25, 1995."}
+{"text":"It would have begun service sooner, but Norfolk Southern Railway, which operates the North Carolina Railroad under a longstanding lease with the state, insisted that the state build a wye in Charlotte to turn the trains around. Previously, the southbound Carolinian had to make a time-consuming 10-mile deadhead trip to the nearest wye in Pineville, North Carolina. A second round trip was added in 2010, followed by a third in 2018, with a fourth to come in 2021."}
+{"text":"Unlike many states that subsidize Amtrak routes within their borders, North Carolina handles much of the marketing and operations for its state-subsidized services itself. It continued to distribute printed timetables for the \"Carolinian\" and \"Piedmont\" after Amtrak discontinued printed timetables. It operates a toll-free information line, 800-BY-TRAIN, which is staffed by North Carolinians. NCDOT also sets the schedules for the \"Piedmont\" and owns the equipment, though it is operated by Amtrak train crews."}
+{"text":"The NCDOT offers free transit passes which allow detraining \"Carolinian\" and \"Piedmont\" passengers to get one free bus ride and one transfer on the same day of travel. Passes are honored by 13 participating transit systems along its route."}
+{"text":"The \"Carolinian\", operating since 1990 and in its current form since 1991, is a route from Charlotte to New York, running once daily in each direction. It serves Charlotte, Kannapolis, Salisbury, High Point, Greensboro, Burlington, Durham, Cary, Raleigh, Selma, Wilson and Rocky Mount before continuing to the Northeast Corridor via Richmond. North Carolina subsidizes the train from Charlotte to the Virginia border."}
+{"text":"It is augmented by three Amtrak Thruway Motorcoach routes, two connecting Wilson to large swaths of eastern North Carolina and one connecting Winston-Salem and High Point."}
+{"text":"Volunteers from the North Carolina Train Host Association are on hand between Charlotte and Selma to provide information about points of interest in North Carolina. Station hosts are also on hand at the state's three busiest stations\u2013Charlotte, Greensboro and Raleigh."}
+{"text":"The Kannapolis, Salisbury, High Point, Burlington and Selma stations are served by NC Station Attendants who meet all trains and answer travel questions. The other stations along the route are staffed with Amtrak personnel with full ticketing and baggage service."}
+{"text":"The Piedmont, operating since 1995, is a route from Charlotte to Raleigh with three daily round trips. It travels along the far southern leg of the \"Carolinian\" route, largely paralleling Interstate 85. While the \"Carolinian\" uses Amtrak rolling stock painted in Amtrak's national red-white-blue scheme, the \"Piedmont\" uses state-owned locomotives and coaches painted in a blue-silver-red palette echoing the North Carolina state flag. Its introduction enabled same-day business travel between Charlotte and Raleigh."}
+{"text":"United States House Transportation Subcommittee on Railroads, Pipelines, and Hazardous Materials"}
+{"text":"The Subcommittee on Railroads, Pipelines, and Hazardous Materials is a subcommittee within the House Transportation and Infrastructure Committee."}
+{"text":"The Subcommittee oversees regulation of railroads by the Surface Transportation Board, including economic regulations; Amtrak, rail safety, the Federal Railroad Administration, and the National Mediation Board, which handles railway labor disputes. It is also oversees of the Pipeline and Hazardous Materials Safety Administration within the U.S. Department of Transportation, which is responsible for the safety of the nation oil and gas pipelines as well as the transportation of hazardous materials."}
+{"text":"The Surf Line is a railroad line that runs from San Diego north to Orange County along California's Pacific Coast. It was so named because much of the line is near the Pacific Ocean, within less than in some places. The tracks are now owned by the Southern California Regional Rail Authority and the North County Transit District, and hosts Metrolink's Orange County Line and Inland Empire\u2013Orange County Line, the San Diego Coaster, and Amtrak \"Pacific Surfliner\" passenger trains. The BNSF Railway operates freight over the line using trackage rights."}
+{"text":"Construction of the Surf Line between Los Angeles and San Diego began on October 12, 1880, with the organization of the California Southern Railroad Company. On January 2, 1882, the California Southern commenced passenger and freight service between National City and Fallbrook Junction, just north of Oceanside. From Oceanside the line turned northeast for a winding route through the Temecula Canyon, and was finished on August 21, 1882."}
+{"text":"The line became part of the Atchison, Topeka and Santa Fe Railroad's transcontinental rail line in 1885 via an extension of the California Southern from Colton north over the Cajon Pass to Barstow. From 1886 to 1888, the Riverside, Santa Ana and Los Angeles Railway built a branch from Highgrove southwest via Riverside to Santa Ana and from Orange (just north of Santa Ana) northwest to Los Angeles. Also in 1888 the San Bernardino and San Diego Railway completed its line from Oceanside north to Santa Ana, completing what was originally called the Los Angeles-San Diego Short Line. The now-downgraded old route was destroyed by floods in 1891 and the new line, later named the Surf Line, was now the only line to San Diego from the north."}
+{"text":"In 1910, the Fullerton and Richfield Railway built a short cutoff of the San Bernardino-Los Angeles route from Atwood west to Fullerton, giving the Surf Line its northern terminus of Fullerton."}
+{"text":"For much of the 20th century, the Surf Line (officially, the Fourth District of the Los Angeles Division) was to the Santa Fe what the New York City\u2013Philadelphia corridor was to the Pennsylvania Railroad. Daily traffic could reach a density of ten trains (each way) during the summer months. The route hosted AT&SF \"San Diegan\" passenger trains, renamed the \"Pacific Surfliner\" by Amtrak in 2000. The Santa Fe installed Centralized traffic control in 1943\u20131944 which increased capacity on the line."}
+{"text":"Commuter trains began operating in the 1990s under the monikers Metrolink and Coaster when the Southern California Regional Rail Authority and the San Diego Northern Railway bought the sections of the line in Orange and San Diego Counties, respectively."}
+{"text":"About two-thirds of the segment from the Orange County line to the Santa Fe Depot in downtown San Diego has been double-tracked. As one of the nation's busiest corridors, local transportation and planning agencies want to complete the entire section. A section of double track between Elvira (SR 52) and Morena (Balboa Avenue) was completed in July 2020. The $192 million project, which began in August 2015, completed of double track from San Diego northward."}
+{"text":"The tracks are adjacent to coastal bluffs some above the beach for in Del Mar. Persistent coastal erosion eats away at the bluff each year and the rate has accelerated due to sea level rise due to climate change. The bluff has had to be shored up to safely run current operations. Steel beams were driven into the beach at the base of the bluff in September 2020 to stabilize the face of the bluff for 20 or 30 years."}
+{"text":"In August, the California Coastal Commission had emphasized the need to move the railroad tracks inland as they reviewed the emergency permits for the stabilization work. The San Diego Association of Governments(SANDAG) is conducting a $3 million study on relocating the rail line. A tunnel under Del Mar, which would cost more than $3 billion, is being considered."}
+{"text":"The segment of the LOSSAN Corridor within San Diego County achieved full implementation of Positive train control in December of 2018, for all passenger and freight trains operating on this segment."}
+{"text":"These are not all the stations that currently operate. Many of these stations no longer exist (i.e. Linda Vista) and new ones have opened (i.e. Sorrento Valley). For a list of stations that currently operate, see the articles for Metrolink's Orange County Line and the Coaster."}
+{"text":"Electrification of the New York, New Haven, and Hartford Railroad"}
+{"text":"The New York, New Haven and Hartford Railroad pioneered electrification of main line railroads using high-voltage, alternating current, single-phase overhead catenary. It electrified its mainline between Stamford, Connecticut, and Woodlawn, New York, in 1907, and extended the electrification to New Haven, Connecticut, in 1914. While single-phase AC railroad electrification has become commonplace, the New Haven's system was unprecedented at the time of construction. The significance of this electrification was recognized in 1982 by its designation as a National Historic Engineering Landmark by the American Society of Mechanical Engineers (ASME)."}
+{"text":"The New Haven tried several experiments with low-voltage DC electrification in the decade preceding their main line overhead electrification. These included:"}
+{"text":"The third rail system resulted, not surprisingly, in a number of accidents. It also resulted in a decree from the Connecticut Supreme Court on June 13, 1906 forbidding the use of third rail electrification within the state. The New Haven was forced by this decision to design their main line electrification system using overhead catenary."}
+{"text":"Several different systems combinations of voltage and frequency were considered in the initial design. Due to the relatively large distances involved, transmission at high voltages using alternate current was recognized as being unavoidable. An architecture similar to commercial DC utilities and urban railroads was considered using high voltage transmission lines, rotary converters, and overhead DC catenary. The studies of the time assumed an electrical efficiency of only 75 percent for this architecture."}
+{"text":"The highest voltage for which generators could be reliably designed at this time was about 22\u00a0kV. An intermediate design was considered using 22\u00a0kV transmission lines, substations to reduce catenary voltage to between 3 and 6\u00a0kV, and transformers on the engines to the 560\u00a0V required by the traction motors. The railroad realized that it could save significant capital cost if the intermediate substitution were omitted and locomotives received line voltage at around 11\u00a0kV."}
+{"text":"The New Haven's electrification was the first of its kind; no previous railroad had practical experience operating a high voltage distribution system above a steam railroad. Many of the system's ultimate specifications were the result of educated design decisions based on the state of the electrical technology in 1907."}
+{"text":"Proposals were obtained from General Electric (GE) and Westinghouse. Both companies submitted a variety of AC and DC schemes, though GE favoured DC electrification. But New Haven chose single-phase AC at 11 kV, 25\u00a0Hz. as proposed by Westinghouse, who had been researching AC electrification of railroads since 1895 and in association with Baldwin supplied Baldwin-Westinghouse locomotives. Later GE also supplied some locomotives."}
+{"text":"The designers considered several voltages for the transmission segment of the system including 3-6 kV, 11 kV, and 22 kV. Ultimately, the transmission and catenary systems were combined into a transformerless system, that utilized the same voltage from output of generator to catenary to locomotive pantograph. As 11 kV was the highest voltage that could be obtained directly from the output of the generators of 1907, 11 kV was selected as the transmission and catenary voltage of the system."}
+{"text":"The New Haven considered two different operating frequencies for use in their electrification: 15\u00a0Hz and 25\u00a0Hz. The lower frequency of 15\u00a0Hz afforded reduced motor size, lower inductive losses, and a higher motor power factor. 25\u00a0Hz had by 1907 already become a commercial standard, and the railroad already operated a number of trolley power houses at 25\u00a0Hz and had equipped many of its shops with 25\u00a0Hz motors. Selection of 15\u00a0Hz viewed by the railroad as a 'break in gage' which would have limited the commercial value of the system. Thus the railroad selected the 25\u00a0Hz standard, even though it might have been more desirable from an engineering perspective. Note that many European railroads standardized on a 16.7\u00a0Hz traction power frequency."}
+{"text":"The New Haven had no precedent to follow when designing its catenary system. Overhead catenary had previously been the domain of trolleys, except for a few three-phase railways in Europe. No prior experience existed with operating high-speed railways with an overhead contact system. The catenary designed by the New Haven was a unique, relatively rigid triangular cross-section."}
+{"text":"The triangular cross-section of catenary used in the original electrification was only repeated by one other railway. The London, Brighton and South Coast Railway used a similar triangular catenary from 1909 until 1929. The New Haven's 1914 extensions dispensed with the triangular catenary design."}
+{"text":"Catenary support spacing was set at . This was based on keeping the straight line deviation from center of track to within with a curve radius of 3 degree, which was the tightest curve between the original system's termini at Woodlawn and Stamford."}
+{"text":"The generators at the Cos Cob Power Station were designed to supply single-phase power directly to the catenary. They were also required to supply three-phase power both to the New Haven itself for use along the lines, and to the New York Central's (NYC) Port Morris generating station to compensate the NYC for the power consumed by New Haven trains on the NYC's third-rail supplied line to Grand Central Terminal. The Cos Cob generators were three-phase machines, but wired to supply both three phase and single phase power simultaneously."}
+{"text":"Although the railroad considered the 1907 electrification highly successful, two problems required an ultimate redesign of the transmission system. The first was electromagnetic interference in adjacent, parallel telegraph and telephone wires caused by the high currents in the traction power system."}
+{"text":"The second was that the system's geographic growth and the evolving state of electrical technology created a need for higher transmission voltages. The railroad could have simply raised the operating voltage of the entire system, however this would have required all the catenary insulators to be upgraded to withstand a higher potential, and replacement of all the locomotive high voltage equipment. And while higher transmission voltages had become common in the seven years since the initial electrification, generators were still limited by economics to a maximum output voltage of around 11 kV."}
+{"text":"The solution decided upon by the railroad, after several years of study, was a balanced autotransformer system."}
+{"text":"Remarkably, the railroad changed transmission system architectures within four hours, although preliminary work had taken the preceding 18 months. On Sunday, January 25, 1914, the railroad shut down the entire power system at 2 am. Gangs of workers throughout the system reconfigured the transmission lines over the next 70 minutes. System startup was commenced and by 5:30 am, electric trains were running over the new, autotransformer supplied system."}
+{"text":"The New Haven's system was extended across the Hell Gate Bridge to the New York Connecting Railroad upon the line's construction. The system of electrification was an extension of the New Haven's revised 11\/22\u00a0kV autotransformer architecture. The original electrification extended from the New Haven's main line, across the Hell Gate Bridge, to the Bay Ridge yard. The line south of Bowery Bay Junction was de-electrified in the 1950s. The line between New Rochelle and the Harold Interlocking was transferred to Amtrak in 1976 upon dissolution of Penn Central. The electrification system continued to be controlled as a portion of the ex-New Haven system until the 1987 conversion to 60\u00a0Hz operation."}
+{"text":"When the New Haven main line was converted by Metro-North to 60\u00a0Hz operation, the Amtrak Hell Gate line was also converted, but as an isolated system powered from the Van Nest substation. Control of the catenary system was transferred from Cos Cob to the Load Dispatcher at New York Penn Station. Although conversion occurred subsequent to the PRR-era electrification, Amtrak substation numbers 45-47 were assigned for consistency with the rest of the PRR numbering scheme."}
+{"text":"The Connecticut River Line (colloquially known as the Conn River Line) is a railroad line owned by the Massachusetts Department of Transportation (MassDOT), that serves the \"Knowledge Corridor\" between Springfield and East Northfield, Massachusetts."}
+{"text":"Freight rail service along the line is operated by Pan Am Railways, and passenger rail service is operated by Amtrak. The line is dispatched and operated on behalf of MassDOT by Pan Am's operations subsidiary, Springfield Terminal Railway."}
+{"text":"The original line between Springfield and Northampton was built by the Northampton and Springfield Railroad (chartered in 1842) during the early 1840s. While the line was under construction, the rail company merged with another company building a line from Greenfield, Massachusetts, south to Northampton. The Connecticut River Railroad (CRRR) was then formed in 1845 by the merger of the Northampton and Springfield Railroad with the Greenfield and Northampton Railroad."}
+{"text":"The line opened between Springfield and Northampton in 1845 and by the following summer was extended to Deerfield, and then to Greenfield in November 1846. In 1849, the line was extended further north to the Massachusetts-Vermont state line, where it met the Brattleboro line of the Vermont and Massachusetts Railroad (which later became part of the Fitchburg Railroad)."}
+{"text":"The line became part of the Boston and Maine Corporation (B&M) in 1893 when the CRRR was acquired by the B&M. In 1983 the line became part of Guilford Rail System (which later became Pan Am Railways). Pan Am Railways sold the line to the Massachusetts Department of Transportation in late 2014, but retains an exclusive common carrier freight easement over the line and continues to maintain and dispatch the line under a contract with MassDOT."}
+{"text":"Several local trains were dropped during systemwide cuts on May 18, 1958. Most local service ended on June 14, 1959; stops at Brightwood, Riverside, Mount Tom, Whately, and Deerfield were dropped. Local passengers were allowed to use the four daily through trains for service to Holyoke, Northampton, South Deerfield, and Greenfield; limited Friday and Sunday service to serve college students was also retained. The Springfield\u2013Greenfield sections of two daily through trains were dropped on April 29, 1962, leaving just two daily round trips \u2013 the \"Montrealer\"\/\"Washingtonian\" and \"Ambassador\". Those trains were cut on September 6, 1966, ending through passenger service over the line. Limited local service (one southbound Friday trip, and two Sunday round trips) between Springfield and Brattleboro lasted until later that year."}
+{"text":"In 1972, Amtrak began running the \"Montrealer\" along the line at night, stopping at Northampton but not Holyoke or Greenfield. The \"Montrealer\" was discontinued in 1987 due to poor track conditions on the line. Service resumed in 1989 after Amtrak seized control of the line in Vermont from the Boston and Maine Railroad, but the train was rerouted over the Central Vermont Railway through Massachusetts and Connecticut to avoid the still-dilapidated Connecticut River Line, because Guilford Rail System refused to improve poor track conditions. A stop was added at to replace Northampton. The \"Montrealer\" was replaced by the daytime \"Vermonter\" in 1995, using the original route through Connecticut but still avoiding the Conn River Line in Massachusetts."}
+{"text":"Freight service along the Connecticut River line has for many years been operated by Pan Am Railways. In recent years the line has been operated at FRA Class I levels, with freight trains limited to a maximum speed of . Due to these conditions, there are only a few remaining online customers. One of the largest potential customers, Yankee Candle, despite being on the other side of the road, receives wax shipments via truck from a competing railroad's depot further south."}
+{"text":"In order to shorten travel times on the \"Vermonter\" and add additional local service to the populated Connecticut River Valley, the Connecticut River Line was rebuilt with $73 million in federal American Recovery and Reinvestment Act money and $10 million in state funds. The restoration work on the line included the replacement of about 95,000 ties; installation of of new continuously welded rail; new active warning signals and crossing gates at 23 public grade crossings and four private crossings; upgrades to six bridges; and the first phase of a new signal installation. Restoration work began in August 2012 and was scheduled to be completed in 2016."}
+{"text":"A 100-person Norfolk Southern Railway work crew began major track work on July 7, 2014, intending to complete the line's upgrade over the summer. The arrival of the NS crew allowed the Pan Am crews, who had previously started the track work, to focus on grade crossings and other work on the line."}
+{"text":"Commuter rail service has been proposed for the corridor, running between Springfield and Greenfield with four daily round trips. A 2014 state transportation funding bill included $30 million for acquiring used MBTA Commuter Rail rolling stock and new locomotives for the service. On August 20, 2014, the state finalized a $17 million deal to purchase the line from Pan Am."}
+{"text":"In 2014, following several years of planning and construction, the original mainline was restored to modern standards, with a maximum authorized speed of for passenger trains on the long straight sections of track between Hatfield and Deerfield. The \"Vermonter\" was rerouted to the line on December 29, 2014, stopping at and . New handicapped-accessible platforms have been built at both of these stations. A station stop in was added in the summer of 2015."}
+{"text":"In February 2016, Massachusetts Secretary of Transportation Stephanie Pollack said that MassDOT was looking at starting a pilot commuter service as early as 2017. In June 2018, Governor Charlie Baker announced that two Amtrak \"Shuttle\" round trips would be extended to Greenfield in 2019 as a pilot program. The service began August 31, 2019, and is operated under the Valley Flyer moniker."}
+{"text":"Amtrak Express is Amtrak's freight and shipping service. It handles small package express service, heavy freight shipments and city-to-city freight shipping by private and commercial customers. Boxes up to 36\" x 36\" x 36\" (maximum 50 pounds), suitcases, and boxed bicycles are acceptable, but numerous classes of fragile, valuable and hazardous items are not permitted. Large pallet shipments of up to 500 pounds (227\u00a0kg) are accepted at certain major stations. Quoted transit times range from 2 to 7 days depending on distance and service frequency."}
+{"text":"Service is available between most Amtrak stations that handle checked baggage (over 130 cities). Service and hours vary widely by station, limited by available equipment and security considerations, and service is not available on all days at all stations."}
+{"text":"Each piece in the shipment, including individual pieces shipped together on a pallets, must have a separate lot label (provided by Amtrak), and name, address and telephone number of the shipper and the consignee legibly marked or securely attached to the package."}
+{"text":"Shipments must be in sturdy containers that will withstand ordinary care in handling. Shipments that may be susceptible to damage by conditions that may be encountered in transport (i.e., changes in temperature) must be adequately protected by proper packaging. Amtrak does not accept containers that are not sturdy or cannot hold contents, light rubber\/plastic containers (heavy plastic shipping containers are permissible), trash bags or woven fabric zipper bags."}
+{"text":"Amtrak Express charges are based on the total weight and distance of shipment. Large but lightweight pieces may be calculated using the item's Cubic Dimensional Weight. Express rates can be determined at any staffed Amtrak location through the reservation system or by calling the Amtrak Express Desk. Amtrak accepts cash or credit card for payment of Express charges. Payment is due at the time the shipment is dropped-off."}
+{"text":"Amtrak automatically assumes liability of $50 per shipment for loss or damage. Shippers may declare additional value of up to $2,000 for $1.00 per $100 of value declared, or up to $10,000 for $1.50 per $100 declared."}
+{"text":"Shipments are held, without charge, for a period of 48 hours after arrival. Afterwards, storage will be charged at the rate of either $3.00 per 100 pounds, per 24 hours, or $4.00 per piece, per 24 hours (whichever is greater) until claimed."}
+{"text":"Some special items are exempt from maximum size per piece requirements, such as:"}
+{"text":"The following prohibited items are not acceptable for shipment under any circumstances:"}
+{"text":"Amtrak accepts human remains at many stations that handle Amtrak Express. Undertakers must make prior arrangements with the Amtrak Express Desk."}
+{"text":"The Chicago Union Station Company is a wholly owned subsidiary of Amtrak that owns Chicago's Union Station, the largest intercity station in the Midwest, as well as the approach tracks. It was originally owned equally by four companies - the Pittsburgh, Fort Wayne and Chicago Railway and Pittsburgh, Cincinnati, Chicago and St. Louis Railroad (two Pennsylvania Railroad subsidiaries), the Chicago, Burlington and Quincy Railroad (Burlington Route), and the Chicago, Milwaukee, St. Paul and Pacific Railroad (Milwaukee Road) - and has been wholly owned by Amtrak since 1984."}
+{"text":"The Union Station Company was incorporated July 3, 1913, and organized November 19, 1913, to replace the old union station on the same spot. On May 7, 1915, the company was renamed to the Chicago Union Station Company. The station was opened May 16, 1925; viaduct construction for cross streets lasted into 1927."}
+{"text":"The connection with the PFW&C was at the south end of the CUS trackage at the Roosevelt Road crossing. The north end of CUS trackage is at the curve near Kinzie Street, west of which the PCC&StL and CM&StP shared trackage to a split at Western Avenue. At the Roosevelt Road crossing, the tracks of the CB&Q split to the west, turning west just after crossing under the St. Charles Air Line Railroad. A fifth line - the Chicago and Alton Railroad - merged with the PFW&C line at Alton Junction and used Union Station, admitted on September 18, 1915."}
+{"text":"The last Pennsylvania Railroad train into the north side of Union Station (via the PCC&StL) ran April 23, 1927; afterwards, PRR passenger service ran out the south side and the PFW&C, using the South Chicago and Southern Railroad to reach the PCC&StL."}
+{"text":"Buildings were gradually built over the sunken approach tracks using leased air rights."}
+{"text":"A new connection at Englewood Station was completed October 15, 1971, allowing trains on the Chicago, Rock Island and Pacific Railroad to run over the PFW&C to Union Station instead of to LaSalle Street Station. This was never used by passenger trains, as the dying Rock Island decided to continue using LaSalle, and Metra's Rock Island District commuter trains still use that same route."}
+{"text":"The CM&StP became the Chicago, Milwaukee, St. Paul and Pacific Railroad in 1928. Their approach trackage, shared with the PCC&StL, has since been acquired by Metra. The CB&Q and its approach became part of Burlington Northern Railroad in 1970, and is now part of the BNSF Railway. The PFW&C trackage is now owned by Norfolk Southern (transferred from Conrail in 1999)."}
+{"text":"Amtrak acquired the outstanding shares held by BN and the Milwaukee Road in 1984, having earlier acquired the stake held by what had become Penn Central. Amtrak also owns former PFW&C trackage from Roosevelt Road south to Alton Junction (21st Street), including their 14th Street Maintenance Facility."}
+{"text":"Harold Interlocking is a large railroad junction located in New York City. It is the busiest rail junction in the United States. It serves trains on Amtrak's Northeast Corridor and the Long Island Rail Road's Main Line and Port Washington Branch, which diverge at the junction."}
+{"text":"Reconstruction work on Harold Interlocking started in 2009, as part of the East Side Access project to bring LIRR service to Grand Central Terminal. As part of the project, two tunnels for Northeast Corridor trains bypassing Harold Interlocking are being built to address congestion problems and occasional accidents."}
+{"text":"The junction is located in Queens, New York, east of the East River Tunnels and next to Amtrak's and NJ Transit Rail Operations' Sunnyside Yard. During the rush hour period, over 40 trains per hour pass through the interlocking; and a total of 783 trains each weekday. In addition to Amtrak trains, the interlocking serves the Long Island Rail Road (LIRR), whose Main Line and Port Washington Branch diverge from the Northeast Corridor at Harold Interlocking."}
+{"text":"The complexity of the junction and the large volume of traffic has caused frequent delays and occasional accidents in this portion of the Northeast Corridor."}
+{"text":"The Pennsylvania Railroad built the Harold Interlocking in 1908 as part of the New York Tunnel Extension project, which built Pennsylvania Station, the North River Tunnels (under the Hudson River), the East River Tunnels and Sunnyside Yard."}
+{"text":"The interlocking was renovated in summer 1990 during a nine-week modernization project. This renovation was conducted several months after a power surge caused trains to be stuck in the interlocking. Since the 1990s, Harold Interlocking has been controlled from a tower at Penn Station."}
+{"text":"The Metropolitan Transportation Authority (MTA) began construction of several infrastructure improvements to the junction area in 2009, but a major project to redesign and rebuild the interlocking required additional funding."}
+{"text":"Work on the Northeast Corridor bypass started in 2013. However, by October 2015, the tunnels were behind schedule because Amtrak and the MTA could not cooperate on track access schedules. These delays ultimately raised construction costs by almost $1 billion as of April 2018, and in a report that month, the MTA attributed the delays to a lack of cooperation on Amtrak's part. The work at Harold Interlocking also included the installation of a microprocessor-based interlocking logic, replacing the old relay-based one."}
+{"text":"Department of Transportation v. Association of American Railroads"}
+{"text":"Department of Transportation v. Association of American Railroads, 575 U.S. ___ (2015), was a United States Supreme Court case in which the Court held \"for purposes of determining the validity of the metrics and standards, Amtrak is a governmental entity.\""}
+{"text":"Associate Justice Anthony Kennedy authored the Opinion of the Court, remanding the case back to the United States Court of Appeals for the District of Columbia Circuit."}
+{"text":"Associate Justice Samuel Alito authored a concurring opinion, while Associate Justice Clarence Thomas authored an opinion concurring in the judgment."}
+{"text":"Amtrak Thruway Motorcoach, also referred to as Amtrak Thruway Connecting Service is Amtrak's system of Amtrak-owned intercity coaches, locally contracted transit buses, through-ticketed local bus routes, and taxi services to connect Amtrak train stations to areas not served by its railroads, or stations which are disconnected temporarily due to service delays or track maintenance issues. Train and Thruway Motorcoach tickets are purchased together from Amtrak for the length of a passenger's journey, and the connections are timed for convenient dedicated and guaranteed-reliable transfers between the two services. In addition to providing connecting service to unserved areas, some Thruway Motorcoaches operate as redundant service along well-established passenger rail corridors to add extra capacity."}
+{"text":"From 1999 to 2019, California state law only allowed tickets for California routes to be sold as part of train journeys. However, Governor Gavin Newsom signed SB 742 on October 8, 2019, which repealed this law."}
+{"text":"Amtrak establishes temporary Thruway Motorcoach service when normal rail service encounters disruptions."}
+{"text":"Thruway Motorcoaches are also substituted in place of an Amtrak California train on the following unnumbered segments:"}
+{"text":"Thruway Motorcoaches can also be used as an alternative to the Amtrak \"Downeaster\" on the following segments:"}
+{"text":"This is a list of the train stations with the highest Amtrak ridership the United States in the fiscal year\u00a02020 (October\u00a02019 to September\u00a02020). Ridership figures from 2015, 2016, 2017, 2018, and 2019 have been provided for comparative purposes. In the fiscal year\u00a02020, ridership was down significantly across the board due to the effects of the COVID-19 pandemic. The rankings exclude Amtrak stations located in Canada. Ridership numbers are for Amtrak only\u2014commuter rail, subway, and other modes are not included."}
+{"text":"Zoo Junction is an important junction on Amtrak's Northeast Corridor in Philadelphia, Pennsylvania where the Northeast Corridor meets the Keystone Corridor (ex-Pennsylvania Railroad main line)."}
+{"text":"Zoo Junction is a flying junction, where multiple tracks cross one another by bridges to avoid conflict with other trains."}
+{"text":"In 1870, the Pennsylvania Railroad built the Connecting Railway from Frankford Junction to Zoo to bypass congested street running in Philadelphia. Instead of reaching the city directly from the north, the Connecting Railway turned west, crossed the Schuylkill River on the Connecting Railway Bridge (a stone arch viaduct) and then turned south to join the PRR's Main Line at Mantua Junction. Mantua was a wye junction controlled by three manual signal boxes; there was also an engine house in the center of the wye."}
+{"text":"By 1888 the Mantua Junction was at capacity. In 1910 the PRR built two duck-under tunnels to allow trains to reach the Connecting Railway without blocking the Main Line. In 1935, the interlocking reached its final form in conjunction with electrification and the construction of 30th Street Station and Suburban Station."}
+{"text":"In the crescent-shaped pocket between the junction and the river was the Philadelphia Zoo, which gave the interlocking its name. The former Zoological Garden station was located next to the interlocking to serve visitors to the Zoo."}
+{"text":"The Keystone Corridor is a 349-mile (562\u00a0km) railroad corridor between Philadelphia and Pittsburgh, Pennsylvania, that consists of two rail lines: Amtrak and SEPTA's Philadelphia-to-Harrisburg main line, which hosts SEPTA's Paoli\/Thorndale Line commuter rail service, and Amtrak's \"Keystone\" and \"Pennsylvanian\" inter-city trains; and the Norfolk Southern Pittsburgh Line. The corridor was originally the Main Line of the Pennsylvania Railroad."}
+{"text":"Since 2006, the line has been one of the high-speed corridors designated by the Federal Railroad Administration (FRA). The track from Lancaster to Parkesburg permits trains of up to , while the section between Paoli and Philadelphia allows ."}
+{"text":"Amtrak runs two intercity rail services along the Keystone Corridor: the Harrisburg-to-New York City \"Keystone Service\" and the Pittsburgh-to-New York City \"Pennsylvanian\". SEPTA operates daily Paoli\/Thorndale commuter rail service between Philadelphia and Thorndale on the Philadelphia-to-Harrisburg main line. The towns along this stretch form a socio-cultural region called the \"Philadelphia Main Line\"."}
+{"text":"The tracks from Pittsburgh to Harrisburg are owned and maintained by Norfolk Southern, which acquired them from Conrail. They include the Horseshoe Curve west of Altoona. The tracks between Harrisburg and Philadelphia are owned and maintained by Amtrak, and are the only part of the Keystone Corridor that is electrified. The tracks join the Northeast Corridor at Zoo Interlocking near the Philadelphia Zoo and 30th Street Station."}
+{"text":"The right-of-way that would become the Keystone Corridor was mainly laid by two railroads. The tracks east of Dillerville, just west of Lancaster, were originally the Philadelphia and Columbia Railroad, part of the state-owned Main Line of Public Works. From Lancaster west to Harrisburg, the tracks were laid by the Harrisburg, Portsmouth, Mount Joy and Lancaster Railroad. Except for minor realignments, today's Keystone Corridor runs along the same path."}
+{"text":"Both lines eventually became part of the Pennsylvania Railroad's (PRR) main line."}
+{"text":"In 1915, the PRR electrified the line from Philadelphia's Broad Street Station to Paoli, then the west end of commuter service. Electrification west of Paoli to Harrisburg came in the 1930s, after the PRR completed electrifying its New York-Washington, D.C. section (the present-day Northeast Corridor). The total cost of electrification topped $200 million, which was financed by government-supported loans from the Reconstruction Finance Corporation and the Public Works Administration."}
+{"text":"Passenger service remained unprofitable, returned to profitability during World War II, and then slumped again. The PRR overhauled much of the right-of-way in the 1950s, but chose to keep paying a stable dividend rather than reinvest in infrastructure. The result was dilapidated stations, slow, disjointed track conditions, and antiquated rolling stock which frequently broke down."}
+{"text":"In 1968, the PRR merged with the New York Central to become Penn Central, which declared bankruptcy in 1970. In 1976, Amtrak took ownership of the line between Philadelphia and Harrisburg while Conrail (the merger of Penn Central, the Reading Company, and several other Class I railroads) took ownership of the remaining part of the line and the many branches, both electrified and non-electrified, that the Penn Central had owned. Amtrak took over the express Harrisburg-New York intercity rail service in 1971, while Conrail, under SEPTA auspices, continued Harrisburg-Philadelphia commuter services. In 1983, SEPTA took over all commuter services and extended operations to Parkesburg (later truncated in 1996 to Downingtown, but later extended to Thorndale)."}
+{"text":"The line between Philadelphia and Lancaster was four tracks until the 1960s, when the PRR removed two of the tracks west of Paoli. The line is now two tracks from Paoli to Harrisburg, save for a three-track section between the Glen and Park interlockings, and a four-track section between the Downs and Thorn interlockings."}
+{"text":"As of 2004, most of the track was limited to a maximum speed of , except for a few 90\u00a0mile per hour (145\u00a0km\/h)) sections between Downingtown and Lancaster. There are also curves which require slower speeds (especially in the section between Merion and Overbrook), and speed restrictions within interlocking limits."}
+{"text":"In 1999, the Keystone Corridor was formally recognized as a \"designated high speed corridor\" by the FRA, as part of the TEA-21 transportation bill. The Commonwealth of Pennsylvania will fund half of the project's costs, and Amtrak will fund the other half."}
+{"text":"A summary appears in an FRA report."}
+{"text":"Construction on the USD $145 million project began on March 7, 2005 and was completed in Fall, 2006. Amtrak's press releases have summarized the improvements as:"}
+{"text":"The installation of concrete ties also included replacement of the old jointed rail with new continuous welded rail (136 RE), track surfacing, and alignment. Track surfacing is adjusting the vertical profile of the two rails, leveling the rails on straight track and introducing superelevation (banking) in curves. The are broken down as:"}
+{"text":"Amtrak replaced the signal and communications system and rebuilt the overhead catenary wire and upgraded electrical substations to provide the power needed to operate several electric trains simultaneously on this line. Since October, 2006, Amtrak, having sufficient \"Acela\" high-speed trainsets, started using electric push-pull trainsets for the first time since the mid-1990s. Using AEM7 locomotives and former Metroliner m.u. coaches modified into a push-pull cab-coach (with the locomotive \"pulling\" westbound trains and \"pushing\" eastbound), the electrified service is currently used on the Harrisburg-New York \"Keystone\" service, while the Genesis diesel locomotives are still used for the Pittsburgh-New York \"Pennsylvanian\" service. As on the Northeast Corridor, Amtrak trains between Paoli and Overbrook use the high-speed inner rails for normal operations."}
+{"text":"In March 2011, Pennsylvania received a $750,000 grant from the High-Speed Intercity Passenger Rail Program to investigate extending high-speed electrified service from Harrisburg to Pittsburgh."}
+{"text":"At-grade crossings with roads between Philadelphia and Harrisburg remained until 2014. In July 1999, PennDOT budgeted $9 million for this project to eliminate the three remaining crossings; however, these funds were later used for other projects. One of the crossings was in Elizabethtown and another in Mount Joy. The third, between Mount Joy and Lancaster, was blocked off using fencing and jersey barriers. Additional funding from the American Recovery and Reinvestment Act of 2009 was used to complete the elimination of all at-grade crossings. The last was closed in 2014. Private crossings remain between Philadelphia and Harrisburg. There are still grade crossings between Harrisburg and Pittsburgh."}
+{"text":"There have been earlier studies by the USDOT and FRA of the Keystone Corridor, and these studies contain proposals or speculations which might not be in the currently funded projects. Some of these ideas are below."}
+{"text":"Amtrak service to Suburban Station, which is in Center City Philadelphia, ended in 1988. An early study says that PennDOT used Suburban Station as the Philadelphia endpoint for the 90-minute service to Harrisburg. Restoring service to Suburban Station may increase ridership but would require using the upper level of 30th Street Station and either scheduling trains to turn at Suburban Station or to continue through the Center City Commuter Tunnel (with Amtrak trains turning around at Wayne Junction)."}
+{"text":"Bypassing 30th Street Station by using the New York-Pittsburgh Subway would allow trains to skip a time-consuming stop and reverse of directions at 30th St Station and allow fast service between New York and Harrisburg. Historically, the PRR fast trains going to NY from the west would bypass 30th St Station, and passengers for Philadelphia would change trains at North Philadelphia. One study suggested two daily electric-train round-trips between New York and Harrisburg with stops in North Philadelphia and Ardmore, a routing last used by Keystone trains in 1994."}
+{"text":"The four-track section between Overbrook and Paoli is numbered sequentially from the southernmost track (number 1 track) to the northernmost track (number 4 track)."}
+{"text":"Between March 7 and June 27, 2005, Amtrak worked on the number 4 track between Lancaster and Parkesburg, and from June 27 to September 2, 2005, they worked on number 1 track. A work gang with a track laying system (TLS) installed concrete crossties, new continuous welded rail, and new ballast, allowing for . The track layout at Lancaster station was simplified so that trains no longer have to take a diverging route to access the station platforms. Because tracks 2 and 3 have been removed, tracks 1 and 4 are the only tracks in this section."}
+{"text":"Between October 3, 2005 and mid-December, Amtrak worked on the number 2 track from Paoli to a point between Narberth and Merion stations. On March 20, 2006, Amtrak started working on the number 3 track, starting within Paoli interlocking and working east towards Overbrook. As of April 6, 2006, a track laying system (TLS) has completed work to approximately milepost 16.7. 110-mph service started on October 30, 2006 following completion of a $145 million upgrade of the 104-mile line. Push-pull express trains will cut journey time from the current two hours to 90\u00a0minutes. Local service will improve to 105\u00a0minutes. Three weekday and two weekend roundtrips will be added as well."}
+{"text":"The busiest part of the Keystone Corridor is the segment between Harrisburg and New York City, which sees multiple trains per day."}
+{"text":"The following Amtrak rail lines serve Keystone Corridor stations:"}
+{"text":"SEPTA Regional Rail operates commuter rail service on the Keystone Corridor between 30th Street Station and Thorndale as the Paoli\/Thorndale Line service. Efforts to re-extend the line to Parkesburg and even to Atglen were under discussion by state Congressman Jim Gerlach, R-PA 6, and the Delaware Valley Regional Planning Commission. On March 7, 2019, it was announced that SEPTA service would be extended back to Coatesville \"in the near future\", with a new Coatesville station to be built."}
+{"text":"The Cynwyd Line service also uses the line between 30th Street Station and the Valley interlocking. The proposed Schuylkill Valley Metro service to Reading would have also used this line. There is also a proposal to shift the line to eliminate a deteriorating truss bridge."}
+{"text":"A project to bring commuter rail service between Harrisburg and Lancaster called CorridorOne is in the early stages of planning."}
+{"text":"SEPTA's capital budget for fiscal year 2006 describes an $80.594 million project coordinated with the Amtrak project. SEPTA's effort to improve tracks 1 and 4 between Zoo and Paoli interlockings, will include:"}
+{"text":"The \"Broadway Limited\", a train that operated between Chicago and New York, used the Keystone Corridor between Pittsburgh and Philadelphia and the Northeast Corridor between Philadelphia and New York. Originally a Pennsylvania Railroad train, this route was discontinued by Amtrak in 1995 but later restarted by the passenger rail company and renamed the \"Three Rivers\". The \"Three Rivers\" was discontinued in 2005, eliminating direct passenger rail service between Philadelphia and Chicago. (Amtrak's current Chicago-to-Washington, D.C. service, the Capitol Limited, uses the rail line west of Pittsburgh)."}
+{"text":"Passenger Rail Investment and Improvement Act of 2008"}
+{"text":"The Passenger Rail Investment and Improvement Act of 2008 (orinally , passed as division B of ) is a law that reauthorized Amtrak and authorized the United States Department of Transportation to provide grants for operating costs and capital expenses and to repay Amtrak's long-term debt and capital leases. It required Amtrak to adopt cost and performance metrics with regard to its intercity trains and established the Northeast Corridor Commission to govern Amtrak\u2019s shared services along the Northeast Corridor."}
+{"text":"The law required Amtrak to develop a modern financial and accounting reporting system and to submit a five-year financial plan and budget to the Inspector General. It authorizes Amtrak to restructure its long-term debt and leases by negotiating with holders of that debt."}
+{"text":"Amtrak must work with the Surface Transportation Board to develop metrics and standards for performance of intercity service. The STB is also authorized to award damages to Amtrak in cases where freight railroads, on whose tracks Amtrak operates, do not provide preference to Amtrak traffic which may result in significant delays. Under Section 212 of the law, the Surface Transportation Board was permitted to appoint an arbitrator to settle disputes in certain cases."}
+{"text":"Amtrak is required to rank the performance of its long-distance routes and develop performance improvement plans for those routes that underperform."}
+{"text":"Amtrak is required to develop a methodology for allocation of costs on such routes and allocate costs appropriately to those states. States may select a different provider for those services and may agree with Amtrak on the usage of its facilities for those providers."}
+{"text":"Section 212 created the Northeast Corridor Commission and mandated the Commuter and Intercity Rail Cost Allocation Policy which provides for a methodology of allocating costs to all users along the Northeast Corridor including commuter rail service."}
+{"text":"The DOT is authorized to make grants to states for the benefit of intercity passenger rail service. Funds may also be authorized to establish a program for development of high-speed rail corridors."}
+{"text":"In 2011, the Association of American Railroads files a federal lawsuit seeking to invalidate the terms of Section 212 as unconstitutional. The AAR claimed that the law gave a private party the ability to regulate the conduct of another private party. In 2015, United States Supreme Court ruled that Amtrak was effectively a government entity and remanded the case back to the District Court. In 2016, the court voided the metrics published by Amtrak and the Federal Railroad Administration in May 2010. In 2017, the District Court ruled that the arbitration provision of the law was unconstitutional, but severed that provision from Section 212, allowing the remainder of the section to take effect."}
+{"text":"Amtrak filed suit against the Southeast Pennsylvania Transportation Authority to force an increase in rent of land adjacent to its tracks along the Northeast Corridor that SEPTA uses for SEPTA Regional Rail stations and parking lots."}
+{"text":"In 2016, Amtrak, citing Section 212, demanded that the Massachusetts Bay Transportation Authority pay $30 million for Amtrak\u2019s costs in servicing the Attleboro Line, which is owned by MBTA. MBTA citing an existing agreement in which Amtrak was permitted to use the line for its trains and agreed to maintain the line at no cost. In a settlement, Amtrak and MBTA agreed to share costs along the Attleboro line and Amtrak would continue to allow the use South Station with cost sharing for use of the facility."}
+{"text":"Amtrak has used a variety of liveries on its rolling stock since taking over intercity passenger rail service in the United States in 1971. A series of seven schemes termed \"Phases\", first introduced in 1972, have seen the widest use. Phases primarily use geometric arrangements of red, white, and blue\u2014the national colors of the United States\u2014part of Amtrak's patriotic visual identity."}
+{"text":"Amtrak began operations in May 1971 with a mixture of equipment still painted in the distinct colored liveries of the freight railroads that relinquished their passenger service to Amtrak. Amtrak picked and chose equipment that it determined to be in the best condition, and elected not to keep the same rolling stock on the same routes. Since this resulted in trains with mismatched liveries, which contrasted with the previous coordinated liveries, that period was later known as the Rainbow Era."}
+{"text":"To build the brand of Amtrak as a unified passenger railroad, the rolling stock was gradually repainted into a new system-wide livery starting around 1972. Successive liveries are known as Phases and are sequentially numbered using Roman numerals \u2013 a nomenclature that began with model railroaders and was later officially adopted by Amtrak. Most current locomotives use the 2000-introduced Phase V, while passenger cars use the 2002-introduced Phase VI. A modified Phase III scheme was introduced for some equipment in 2013. Non-revenue equipment uses bright lime green or a variation of Phase V."}
+{"text":"Some routes financially supported by individual states use service-specific liveries to provide a more regionalized distinction. The three routes under the Amtrak California branch\u2014the \"Capitol Corridor\", \"Pacific Surfliner\", and \"San Joaquin\"\u2014use equipment painted in several custom schemes, as do the \"Cascades\" and \"Piedmont\". Locomotives for the eight Amtrak Midwest services also use a custom scheme, with a matching scheme planned for under-construction passenger cars."}
+{"text":"Amtrak has repainted equipment in unique livery for special uses, including its 40th anniversary in 2011 and to promote the Operation Lifesaver safety campaign. Equipment has also been wrapped for advertising promotions. When testing equipment from other railroads, Amtrak has mostly kept existing livery, though some longer-term tests used Phase schemes."}
+{"text":"When Amtrak took over intercity passenger rail service on May 1, 1971, it inherited a collection of rolling stock from twenty different railroads, each with its own distinct colors and logos. Needing only to operate 184 of the 366 trains that had been run nationwide by the private railroads, Amtrak was able to pick the 1,200 best passenger cars to lease from the 3,000 that the private railroads had owned. This equipment was haphazardly mixed to form consists, resulting in trains with the mismatched colors of several predecessor railroads. This \"Rainbow Era\" was short-lived; Amtrak began purchasing some of the leased equipment in mid-1971, setting the stage for wholesale repainting from 1972 to 1974."}
+{"text":"Introduced in 1972, Phase I was the first paint scheme to be implemented system-wide on Amtrak's trains. Except for a small number of locomotives that had been painted into experimental and promotional paint schemes, it was the first new paint for most equipment under Amtrak. The scheme was part of Amtrak's larger move to a visual identity featuring the national colors of red, white, and blue. Amtrak did not assign nomenclature for its livery; model railroaders began referring to this first paint scheme as Phase I and numbering all subsequent phases sequentially using Roman numerals. Amtrak later made the Phase numbering scheme the official terminology."}
+{"text":"Locomotives were painted a light gray (\"Platinum Mist\") with a black roof, the Amtrak \"Pointless Arrow\" chevron logo on the side, and a red nose (which led to a \"Bloody Nose\" nickname). Passenger cars were silver (or left bare stainless steel), with a red and bright blue stripe (bracketed by thin white stripes) at window level and the chevron logo at one or both ends. A number of variants were made for non-revenue locomotives, GG1 locomotives, Turbotrain and Turboliner trainsets, and self-propelled RDC and Metroliner railcars."}
+{"text":"The Phase II paint scheme was introduced in late 1974 with the arrival of the new GE E60 locomotives. The red nose and chevron logo on locomotives were replaced with stripes similar to passenger cars. Most passenger cars were essentially unchanged from Phase I, except for the removal of the chevron logo; new Sightseer lounges had a higher stripe with an angled transition on each end."}
+{"text":"Phase III, introduced in 1976, is still used on some equipment. On both passenger cars and locomotives, the outer white pinstripes were removed while the inner stripe was widened, resulting in red, white, and blue stripes of equal width. Turboliners and the LRC test train were painted in white, with the stripes at the bottom of the train. This scheme was introduced \"for safety, graphic aid and saving money\", as the white band was highly reflective and provided a place for car information, and the standard widths made better use of raw material."}
+{"text":"Several types of locomotives that were acquired later were given variations on Phase III. AEM-7 locomotives had the blue stripe expanded to cover the entire lower part of the body. On Dash 8-32BWH locomotives, a deeper blue and red was used; the stripes had additional pinstripes and angled upward across the middle of the body. The similarity to the Pepsi logo led to the units being nicknamed \"Pepsi Cans\". Genesis locomotives had a lighter roof and narrower white stripe; the stripes angled downward on the sloped nose, and faded towards the rear. That variant was created by industrial designer Cesar Vergara, who also designed the angular bodies of the locomotives."}
+{"text":"In October 2013, Amtrak introduced a new variant of Phase III with the production of the new Viewliner II cars, the first of which entered service in 2015. The Viewliner cars have some changes from previous Phase III passenger cars, including a red reflective stripe at the bottom and a newer (\"Travelmark\") logo. In January 2016, Amtrak revealed a P32AC-DM that was repainted into Phase III, similar to that of the heritage units 145 and 822, but featuring modern logos and \"Empire Service\" emblems on the sides. All P32AC-DMs will eventually be repainted into this scheme, with costs shared between Amtrak and the state of New York."}
+{"text":"Beginning in 1993, Phase IV was introduced as a striking departure from the traditional red, white, and blue style seen previously. Brought into service with the delivery of the newer Superliner II cars, Phase IV has two thin red stripes and a thick dark blue stripe. In 1997, Amtrak extended the scheme to locomotives, initially GE P42DC diesel locomotives on Northeast Corridor services."}
+{"text":"Phase V was introduced with the arrival of the \"Acela Express\" high-speed train sets in 2000 and is currently used on most locomotives. Locomotives are painted light gray, with a blue stripe (darker than Phases I\u2013III, but lighter than IV) at the top and a thin red reflective sill stripe at the bottom. The blue stripe has a wavy bottom on Genesis locomotives and \"Acela Express\" power cars, and a flat bottom on other locomotives and ex-F40PH non-powered control units (NPCUs). The Amtrak \"Travelmark\" logo is painted near the front or rear of the unit."}
+{"text":"\"Acela Express\" trainsets have grey and stainless steel bodies with the lower red stripe, with the blue roof and Acela logo on the power cars only. The Acela passenger cars have no blue stripe; colored shapes called \"mobiles\", based on the shape of the Acela logo, are used to indicate the type of car (Business Class, Cafe Bistro, or First Class). A similar scheme was created for Amfleet coaches used on the \"Acela Regional\", with a window stripe (light blue for Coach Class and baggage cars, blue for Business Class and cafe cars) and mobiles to indicate the type of service. The rebuilt Turboliners also had a version of the Phase V livery, with similar window stripes and mobiles."}
+{"text":"Non-passenger cars like \"Auto Train\" auto racks are all-gray except for the logo and red stripe; Express Box Cars had blue stripes on top and bottom."}
+{"text":"Phase VI (also commonly referred to as Phase IVb) was introduced in 2002, and is currently used on most passenger cars. It retains the same stripe style as Phase IV: wide window stripes on single-level cars, and narrow stripes on Superliners. The red reflective sill stripe and mid-tone blue on Phase V are used. Single-level cars have white logos within the blue stripe, while Superliners have blue logos below the stripes."}
+{"text":"Five of the first six Siemens Charger ALC-42 locomotives will have a \"transitional\" Phase VI scheme consisting of a mostly blue body with red and black around the windshield, and a red and silver chevrons at the rear."}
+{"text":"Phase VII will be introduced in 2021 as the new livery for most Amtrak equipment, with the new Siemens Charger ALC-42 units being the first to wear the paint scheme. The scheme will retain the same red, blue, and dark blue colors seen on earlier liveries, separated by white lines curved like on the Amtrak \"travelmark\" logo."}
+{"text":"Thirteen state-funded corridor routes \u2014 eight Midwest routes, three Amtrak California routes, and the \"Cascades\" and \"Piedmont\" \u2014 are operated by Amtrak using equipment that is largely owned by the states in which they operate, and painted in custom schemes that deviate from the national Amtrak livery. Several other route-specific paint schemes have been used in the past."}
+{"text":"The \"Pacific Surfliner\" uses Charger SC-44 locomotives and Surfliner cars in a deep blue and gray paint scheme. The upper half of the passenger cars are deep blue with a white pinstriping, plus a white pinstripe on the bottom of the cars. The stripes continue onto locomotives, with the blue stripe narrowing and curving under the black-painted cab area. Lettering is white and placed in the blue stripe. The Charger locomotives are painted in the same shape as the Northern California units but using the \"Pacific Surfliner\" color scheme. Amtrak wrapped F59PHI 457 in a special scheme to celebrate the 10th anniversary of the \"Pacific Surfliner\" and the train's ridership surpassing 25 million. The locomotive's new scheme was released on May 8, 2010, for National Train Day."}
+{"text":"The \"Cascades\" service uses seven Talgo trainsets, F59PHI and Charger SC-44 locomotives, and ex-F40PH NPCUs painted in a brown, light tan, and dark green scheme - the only revenue equipment not painted in a blue-and-gray-based palette. The five older Talgo VI trainsets have the passenger cars split evenly between tan on top, brown in middle, and dark green on bottom. The transition baggage cars at the end have the green curve above the other colors, where it matches with a green curve on the older locomotives and NPCUs. The scheme was created by industrial designer Cesar Vergara, who also styled the GE Genesis locomotive."}
+{"text":"On the newer Charger SC-44 locomotives, the green stripe is narrower and runs along the top and over the cab. One trainset was originally painted in blue, silver, and white for a Los Angeles-Las Vegas service that was never implemented. In 2016, one NPCU, #90250, was wrapped in Seattle Seahawks livery for several months. The newer Series 8 trainsets are painted similarly to the older sets. One end has a cab car, where the brown and green stripes come to a point, with the top of the cab also painted green."}
+{"text":"The Charger SC-44 locomotives used on the eight Amtrak Midwest routes (, , , , , , , and ) have a blue front with a halftone transition into the gray side, with a red sill stripe. Siemens Venture passenger cars under construction for the services will have a matching gray scheme with halftone blue transitions at the end of the window level, with a wider red sill stripe."}
+{"text":"The state-owned equipment used on the \"Piedmont\" is painted in North Carolina state colors, with wide blue stripes on the passenger cars and blue fronts on the locomotives."}
+{"text":"EMD E8 No. 4316 and coach 1589 were painted for display in New York when Amtrak began service in May 1971; they saw later use on the \"Broadway Limited\". The locomotive was painted black; the Chevron \"pointless arrow\" logo on each side wrapped around the front with blue and white safety stripes. Amtrak has retroactively referred to this paint scheme as the \"Day 1\" livery."}
+{"text":"The 40th Anniversary Exhibit Train consisted of P40DC locomotive No. 822, NPCU No. 406, modified Budd 10-6 heritage sleeper\/Crew Dorm No. 10020 \"Pacific Bend\", three heritage baggage cars used to house exhibits, and Amfleet cafe car No. 85999, used as a gift shop. The whole train was painted in Phase III."}
+{"text":"In June 2013, P42DC #42 was painted in a red, white, black, and dark blue scheme with a large logo on the side saying \"America's Railroad Salutes our Veterans\". A blue band near the wheelbase contains 50 white stars. ACS-64 No. 642 and NPCUs Nos. 90208 and 90221 received similar paint schemes in 2015 and 2016."}
+{"text":"On March 16, 2021, Amtrak announced the release of six heritage paint schemes, all with an \"Amtrak 50\" logo on the side, to be applied to five Genesis locomotives and one Charger ALC-42 locomotive. The liveries include heritage versions of the black \"Day 1\" livery on ALC-42 No. 301, a Phase I livery, a Phase III \"Pepsi Can\" livery, a Phase V livery on P42 No. 46, and a Phase VI livery that will be similar to the first ALC-42 units. The sixth scheme was \"Midnight Blue,\" a dark blue livery on P42 No. 100 celebrating employees who \"keep passengers moving across the nation all throughout the night\")."}
+{"text":"Beginning in 1976, Amtrak work train equipment was painted safety orange with black undersides. Light grey livery with a red bottom stripe, similar to Phase V non-passenger cars, was introduced for work train cars in 2004. Safety yellow livery was introduced for maintenance of way equipment and roadway vehicles in 2001; it was replaced with a pale lime around 2004, and a brighter lime around 2013. Non-revenue locomotives typically use variations of the Phase paint schemes to make them visually distinct from revenue locomotives while maintaining consistent styles."}
+{"text":"In 1997, Amtrak bought 50 rebuilt boxcars to supplement its newly built Express Box Car fleet. The rebuilt cars arrived in their original Southern Pacific Olive Green paint scheme, rather than the Phase V scheme of the newer cars, though some were later repainted."}
+{"text":"Since the late 1990s, Amtrak has occasionally rented advertising space on the exterior of its passenger equipment. The ads sometimes take the form of wraps rather than true paint schemes. Customers have included fast food restaurants, auto manufacturers, television networks, and politicians. In some cases, the advertisements were on equipment rented for private use, rather than on equipment in normal revenue service. Notable temporary advertisements have included:"}
+{"text":"Amtrak has tested a number of types of off-the-shelf equipment on the Northeast Corridor and short corridors. Some of these have been painted fully in Amtrak livery:"}
+{"text":"Other equipment largely retained their paint schemes from usage elsewhere:"}
+{"text":"The term drumhead refers to a type of removable sign that was prevalent on North American railroads of the first half of the 20th century. The sign was mounted at the rear of passenger trains, and consisted of a box with internal illumination that shone through a tinted panel bearing the logo of the railroad or specific train. Since the box and the sign were usually circular in shape and resembled small drums, they came to be known as drumheads."}
+{"text":"Railroad drumheads were removable so that they could be mounted on different passenger cars (usually on the rear of observations), as needed for specific trains."}
+{"text":"Morgantown Personal Rapid Transit (WVU PRT) is a personal rapid transit (PRT) system in Morgantown, West Virginia, United States. The system connects the three Morgantown campuses of West Virginia University (WVU) and the city's downtown area."}
+{"text":"Developed from the Alden staRRcar and built by a consortium led by Boeing Vertol, the driverless system was a government-funded experiment in PRT systems. Upon its opening in 1975 with three stations, it had a fitful start, being three years behind schedule and costing 3\u20134 times more than estimated. It was expanded in 1978 to its current five stations, two maintenance depots, and over 70 vehicles. Like all PRT systems, stations are built on sidings, which allows vehicles to bypass stations and permits express trips between any two station pairs."}
+{"text":"While the system achieved reliability upwards of 98% for most of its life, its reliability declined in the 2000sdipping to 90% by 2015and it gained a reputation for unreliability. In response, a renewal project was approved in 2012, which has so far replaced the vehicle control and propulsion systems, replaced parts of the power supply, and repaired other infrastructure. A new vehicle control system is due to be commissioned by 2018, and the vehicle fleet will also be replaced."}
+{"text":"Morgantown is a small city with about 30,000 permanent residents, with close to 140,000 in the metropolitan area. WVU adds 28,000 seasonal residents from August through May. As WVU expanded in the 1960s, geographic constraintsthe city is situated in a mountain valley along the Monongahela Riverforced WVU to build a second campus away in Evansdale. Free busing was offered to move students between the campuses, but all the roads led through the city center, creating gridlock more typical of a megacity."}
+{"text":"In the late 1960s, Samy Elias, who led WVU's industrial engineering department, learned of experiments with PRT in the U.S. after the HUD reports were published. A minor PRT craze was being set off by a combination of federal funding and estimates that showed a PRT system would be far less expensive to build and install than any other form of mass transit. Elias felt a PRT would be a perfect solution to the traffic problems in the city."}
+{"text":"Gathering support from WVU, the City of Morgantown, and West Virginia's congressional delegation, Elias arranged a $50,000 development grant from the Urban Mass Transportation Administration (UMTA) for a comparative study of three PRT systems: the Monocab, Dashaveyor, and the Alden staRRcar. The Alden staRRcar was found to be the most suitable system for Morgantown."}
+{"text":"Political pressure by Senator Robert Byrd led Secretary John A. Volpe of the then-new United States Department of Transportation to propose that Morgantown be used as an experimental site for PRT development. President Richard Nixon had expressed strong support of the PRT concept, and Volpe was trying to arrange to have an experimental system well underway before the next presidential election, in November 1972."}
+{"text":"Examining the proposals, the UMTA decided that Alden was far too small to be able to handle the job, and arranged for the Jet Propulsion Laboratory (JPL) to take over as systems management role, signing a contract with them in December 1970. Boeing Vertol was selected to build the vehicles, Bendix Corporation supplied the control systems, and F.R. Harris Engineering would design and build the guideway, stations, and other facilities."}
+{"text":"The original estimates for the system were $15\u201320 million. But having set a deadline based on political considerations, rather than technical, the system had to be rushed through to completion as soon as possible. JPL, used to running large engineering projects with a stepped approach, had to abandon the study stage and move the project directly to engineering tests."}
+{"text":"Numerous problems cropped up as a test system was set up at Boeing's plants, notably the requirement to heat the guideways to melt the snow that collected in the U-shaped guideways, resulting in costly changes to the design. By the time the original deadline passed, the system was already massively over-budget and nowhere near ready for buildout. Instead of a feather in Nixon's cap, the system became a political chess piece and was derided in the press as a white elephant."}
+{"text":"There were large cost overruns during the development of the system, and it was not until 1974 that the system had matured technically. Construction of the first guideway in Morgantown started that year, and was completed the next. The Phase I system began operations in 1975, with a final cost of $62 million, four times the estimate. It consisted of of guideway, 45 vehicles, 3 stations, and a maintenance\/control facility."}
+{"text":"Service was interrupted during the 1978\u20131979 school year for a system expansion, dubbed Phase II, during which WVU provided bus service between the campuses. The system was extended from the \"Engineering\" station towards new stations at \"Towers\" (dormitories) and the WVU Medical Center\/Mountaineer Field. Phase II cost $64 million, bringing the total for the entire system to $130 million. Upon its completion, the system had 71 vehicles, of guideway, and 5 stations. One existing station had also been expanded, and a second maintenance facility was added."}
+{"text":"Although the system's construction ran far over budget, it still proved to be what its designers had claimed: a reliable system of automated transit that was inexpensive to operate. It has offered on-time service rates far better than the bus services it replaced, and eliminated the gridlock that had locked up the city center. Moreover, no injuries were reported for the first 42 years of operation, until the first reported accident in November 2016. From July 2005 to June 2006, about 2.25 million rides were taken on the PRT. As of November 2007, the PRT transports about 16,000 riders per day. The record for most riders in a day is 31,280, set on August 21, 2006. In 2003, about 60% of costs were covered by the 50-cent fares."}
+{"text":"Morgantown's economy boomed in the 2000s and the city was noted for having the lowest municipal unemployment rate in the U.S. Mayor Ronald Justice said, \"We're a small town with big traffic issues, and the PRT could be the reason we're able to continue our growth.\""}
+{"text":"There are two proposals to extend the line from both ends: one would extend southward to the new commercial and shopping area being developed as part of a riverfront revitalization project, while a longer extension is being considered to the northwest to connect a new research park. If both extensions are completed, at an estimated $30\u201340 million a mile, the system would almost double in length."}
+{"text":"On November 30, 2016, the system had its first reported accident when two PRT cars were involved in a crash between the Beechurst and Walnut stations. There were six passengers on board and two were treated for minor injuries. Service to Walnut station was suspended for several days while the incident was investigated."}
+{"text":"On February 10, 2020, two PRT passengers, and WVU students, were taken to Ruby Memorial Hospital for injuries due to a boulder that dislodged from the nearby hillside striking a PRT car. One student on the PRT was seriously injured and suffered multiple pelvic fractures. A driver, on nearby Mon Boulevard, was also taken to the hospital after their vehicle collided with another boulder that was part of the same disturbance."}
+{"text":"The guideway is a dedicated roadway for rubber-tired vehicles that allows close separation between vehicles. It is a network that connects all stations and the maintenance facility. The guideway is used mostly by the PRT vehicles except in an emergency where maintenance workers can drive a car up to tow a non-functioning PRT vehicle off the guideway."}
+{"text":"The guideway is a concrete structure with about half of its length elevated. It has three-phase 575 VAC, 60-Hz propulsion power rails on the sidewall that are equipped with electric heater for cold weather operations. Below the power rails is a steering rail that allows the guidewheel of PRT vehicles to be pressed against to steer along the guideway. Communication induction loops and guideway heating pipes are located on the road surface."}
+{"text":"The system has 73 vehicles that resemble small buses. They are long, high and wide. Weighing , they are powered by a motor that allows them to reach ."}
+{"text":"The vehicles have automatic doors on both sides that open to the platform, and are accessible for people with mobility disabilities. The vehicles are designed for 20 passengers, with four seats arranged in a \"U\" on each end and four stanchions in the center of the vehicle for twelve standees. A yearly event called the PRT Cram takes place in which student organizations try to pack as many individuals as possible inside a modified PRT vehicle. The record of 97 was set in 2000."}
+{"text":"The cars are powered by three-phase 575-volt alternating current rectified to drive a direct current motor. Electric pickups are fixed on both sides of each car, which connect to electrified rails on one, or both, sides of the guideway. The wheels of the vehicles steer slightly toward whichever side is powered to ensure that they stay in firm electrical contact with the rails. Each car has four-wheel steering to help negotiate the tight turns in the PRT guideways, especially around stations."}
+{"text":"The system connects the university's campuses via five stations (Walnut, Beechurst, Engineering, Towers, Medical) along a route. All stations are on sidings, which allows vehicles to bypass stations."}
+{"text":"The guideway consists of concrete pathways with magnetic induction loops that provide car location data. The system's concrete pathways have embedded pipes that circulate a glycol solution, which is heated at stations to help melt snow and ice prevalent in Morgantown's snowy winter climate."}
+{"text":"Most of the system (65%) is built on elevated bridges and viaducts, while the remainder is at or below ground level. The viaduct spans are approximately long, and there are two styles of viaduct, with those constructed in Phase I being noticeably heavier-duty than those built in Phase II."}
+{"text":"The system is fully automated and can operate in three modes: \"demand\", \"schedule\", and \"circulation\"."}
+{"text":"In demand mode, which is used during off-peak hours, the system reacts dynamically to rider requests. After pressing the button to call a car, a timer starts. If the timer reaches a predetermined limit, typically 5 minutes, a vehicle is activated to service the request even if no other passengers have requested the same destination. Also, if the number of passengers waiting to travel to the same destination exceeds a predetermined limit, usually 15, a vehicle is immediately activated. In this mode the system operates as a true PRT."}
+{"text":"During peak hours, the system switches to schedule mode, which operates the cars on fixed routes of known demand. This lowers the waiting time for a car traveling to a given destination and is more efficient than demand mode. During low-demand periods, the system switches to circulation mode, operating a small number of vehicles that stop at every station, like a bus service. This reduces the number of vehicles traveling on the network."}
+{"text":"In the 2006 fiscal year, the system broke down 259 times for a total of 65 hours and 42 minutes, out of a total of 3,640 hours and 15 minutes scheduled running time, which equates to about 98% availability. Of those 259 breakdowns, 159 were caused by vehicle-related problems. In 2007, the system received funding to improve efficiency by reducing this vehicle downtime."}
+{"text":"Since the system's completion in 1975, technology for PRTs has advanced considerably, but the control equipment for the Morgantown system changed very little. The control room is said to resemble a NASA mission control room from the 1970s, though the underlying electronics are more modern."}
+{"text":", the system's cost per trip is $2.01, the third least expensive (after New York and Boston) for any fixed guideway system in the United States."}
+{"text":"Morgantown PRT operates chiefly as transportation for WVU's students and, as such, runs primarily during class days. During the fall and spring semesters, it operates 6:30\u00a0am\u201310:15\u00a0pm weekdays and 9:30\u00a0am\u20135:00\u00a0pm on Saturdays. It is normally closed on Sundays. During the summer semester, it operates 6:30\u00a0am\u20136:15\u00a0pm weekdays and 9:30\u00a0am\u20135:00\u00a0pm on Saturdays, and is closed on Sundays. When major WVU eventsnotably football and men's basketball gamesare scheduled to end outside of normal operating hours, the system will run for at least an hour after the end of the event. The system is closed on holidays and during semester breaks."}
+{"text":"When it opened, the PRT was controlled by DEC PDP-11 computers installed in 1971. Due to difficulty in procuring replacement parts, these older computers were replaced in 1997-1998 with Intel Pentium computers."}
+{"text":"A 2010 study recommended renewal of the system given declining reliability caused by its age and the lack of access to replacement parts for key components, such as the vehicles and the control system. The report considered replacement of the PRT with buses but concluded they would be unsatisfactory given the extra traffic congestion and poor travel times that would result. By 2015 reliability had fallen to 90%."}
+{"text":"In 2012, the university Board of Governors approved $15 million as part of renewal and modernization project. The total cost is projected to be $100\u2013$130 million. The three phase plan is to replace the control and propulsion systems in the current vehicles, installation of a new automatic train control system, upgrade the power supply, repairs to the infrastructure and finally replacement of all the vehicles."}
+{"text":"Part of the phase 1 work to upgrade the vehicles' control and propulsion system was completed by early 2014 and resulted in improved operations."}
+{"text":"On April 29, 2014, Thales Group was selected by WVU to install its SelTrac Communications-based train control (CBTC) system, as well as new systems for fare collection and passenger information. Upgrades occurred during the summer breaks in 2015 and 2017 while the system is normally closed. Replacement of the train control system will continue during the fall 2017 and spring 2018 semesters in preparation for full-scale testing and commissioning during the summer of 2018."}
+{"text":"For the vehicle replacement in phase 2, which has not commenced , the university has said it will look for vehicles that weigh , about one-third the for the current fleet."}
+{"text":"The $52.6 million phase II renovation of the PRT is still being completed. Over the winter break of the 2017-2018 academic year, 11 cars were upgraded to the new software. The updated cars have not been used during typical business hours as they are not compatible to the current system. In addition to receiving new software, Phase II also includes replacing electric boards and sensors on the guide ways and signs."}
+{"text":"The Jacksonville Skyway is a people mover in Jacksonville, Florida, United States. It is an automated people mover system operated by the Jacksonville Transportation Authority (JTA). Opening in 1989 with three stations in Downtown Jacksonville, the Skyway was extended in 1996 following a conversion from its original technology to Bombardier Transportation equipment. It was expanded again in 1998 and 2000. The system currently comprises two routes across of track, serving eight stations, and crosses the St. Johns River on the Acosta Bridge. There is currently no fare to ride the Skyway, which had 1.2 million passengers in 2014."}
+{"text":"The Skyway runs on an elevated two-way monorail track. The system serves eight stations in Downtown Jacksonville: five in the Downtown Core and LaVilla areas, and three across the St. Johns River on the Southbank. There are two routes running south from Rosa Parks Transit Station and branching at Central station: one going west and terminating at LaVilla station, and the other going south over the river and terminating at Kings Avenue station on the Southbank."}
+{"text":"The system has used two car and control systems since its creation. From 1989 to 1996 it had a system designed by Matra using its VAL 256-type rubber-wheeled technology. This ran only on the , three station Phase I-A segment. In 1997, this was replaced by the current system designed by Bombardier Transportation, a version of its UM III monorail technology and 2 VAL cars were sold to O'Hare International Airport Transit System. In the current system, vehicles run on beams wide and deep, fixed on an wide guideway with parapet walls. Each train is automated by Automatic Train Control (ATC), can have two to six cars (although all current trains have two), and travel at up to ."}
+{"text":"An automated people mover for Downtown Jacksonville was first proposed in 1972 to deal with traffic and parking issues in the urban core. In 1976, the city incorporated the system into its mobility plan, hoping to attract interest from the Urban Mass Transit Administration's Downtown Peoplemover Program. The initial study was undertaken by the Florida Department of Transportation and Jacksonville's planning department, who took the Skyway project to the Jacksonville Transportation Authority (JTA) in 1977 for further development. Early proposals recommended a comprehensive system over long that would connect into adjacent neighborhoods, but the project's route and scope were greatly reduced over the years to meet budget constraints and UMTA's parameters."}
+{"text":"After several stops and starts, UMTA selected Jacksonville as one of seven cities to receive federal funding for the \"Automated Skyway Express\" in 1985. Two other related projects are Miami's Metromover and Detroit's People Mover. UMTA's approved plan called for the construction of a Phase I system to be built in three segments; the agency awarded JTA $23.5 million for the initial Phase I-A segment."}
+{"text":"The system was shut down on December 15, 1996 to replace the former Matra technology with Bombardier equipment; the older cars were sold to O'Hare International Airport in Chicago. The northbound extension was completed, adding the Hemming Plaza and Rosa Parks Transit Station stops, and the Skyway reopened on December 15, 1997, with service from the Prime F. Osborn III Convention Center to FCCJ. The southern segment opened on October 30, 1998, adding service to San Marco Station on Jacksonville's Southbank. On November 1, 2000, the Riverplace and Kings Avenue Stations opened, completing the Southbank segment and Phase I of the Skyway."}
+{"text":"Ridership on the Skyway has been far below initial projections; while JTA originally anticipated 100,000 riders monthly, it averaged less than a third of that by 2009. The primary reasons are the decline of the downtown workforce and lack of connections to other neighborhoods and modes of transit. The system became a major point of contention in Jacksonville, with critics considering it a \"ride to nowhere\" and a waste of resources. In 2010, after underperforming for over twenty years, \"The Florida Times-Union\" called it \"a Jacksonville joke for a generation\". However, others argued that expansion of the system and downtown revitalization could make it a success."}
+{"text":"In February 2012, the Skyway was temporarily made free to ride until a new payment system was installed. Ridership jumped 61%\u2014to 481,000 annually. Ridership in 2013 averaged nearly 4,000 on weekdays (the system is closed on weekends except for special events) and JTA renewed the fare-free policy through the end of 2016. , it continues to be free to ride. In light of this momentum, JTA Director Nat Ford has announced the agency will apply for grants to expand the system with a new station in the fast-growing Brooklyn neighborhood."}
+{"text":"In December 2015 the Jacksonville Transit Authority announced plans to review the installation and operation citing problems that \"Skyway\u2019s current vehicles are so old the parts can no longer be replaced \u2014 four of 10 vehicles are out of commission \u2014 and JTA staff said industry experts did not respond favorably to the possibility of overhauling them\". The review considered options to refurbish the current rolling stock, buy replacement vehicles, expand the system, tear down the structure or convert it to alternative use such as a walking path. JTA said in January 2017 that they are \"trying to keep the Skyway operating for another five years as it determines the future of the system\""}
+{"text":"As part of the construction of the agency's Jacksonville Regional Transportation Center (JRTC), the Convention Center station closed for a period of time to allow for the dismantling of original station elements (such as the overhead station canopy) and construct the new facility partially over the existing tracks. The existing platform was kept but with modifications made in order to tie everything into the new facility. While the new JRTC opened on May 4, 2020, the Skyway did not commence service to the facility until July of that year due to a temporary pause in Skyway service caused by COVID-19."}
+{"text":"On March 3, 2021, JTA announced that it had approved plans to convert a portion of its Skyway maintenance facility property off Leila St in the Brooklyn neighborhood to the planned Brooklyn station, with construction to begin in September, 2021 and completion projected for some time in early 2022."}
+{"text":"In December 2016 preference was given for replacement of the present system with \"autonomous vehicles\" such as personal rapid transit or group rapid transit. In December 2017, JTA launched the U\u00b2C AV Test and Learn track which serves as an outdoor classroom to test and evaluate multiple vehicles and their associated technologies from the AV shuttle industry. The goal is transforming and expanding the current Skyway."}
+{"text":"JTA revealed more detailed plans on the Ultimate Urban Circulator (U\u00b2C) in 2020. They stating that they plan to replace the Skyway's current rolling stock and rails with an autonomous vehicle network that will extend the current system to cover 10 miles of track and road while covering surrounding suburbs such as San Marco, Springfield, and Brooklyn\/Riverside (with the future possibility of connecting it with the proposed First Coast Commuter Rail network)."}
+{"text":"The Jacksonville Skyway has eight stations on two lines: the Northbank (LaVilla) line, and the Southbank (Kings Avenue) line. All trains run through Rosa Parks Transit Station, Hemming Park station, and Central, where they split."}
+{"text":"Metromover is a free mass transit automated people mover train system operated by Miami-Dade Transit in Miami, Florida, United States. Metromover serves the Downtown Miami, Brickell, Park West and Arts & Entertainment District neighborhoods. Metromover connects directly with Metrorail at Government Center and Brickell stations. It also connects to Metrobus with dedicated bus loops at Government Center and Adrienne Arsht Center station. It originally began service to the Downtown\/Inner Loop on April 17, 1986, and was later expanded with the Omni and Brickell Loop extensions on May 26, 1994."}
+{"text":"The Metromover serves primarily as an alternative way to travel within the greater Downtown Miami neighborhoods. The system is composed of three loops and 21 stations. The stations are located approximately two blocks away from each other, and connect near all major buildings and places in the Downtown area. Together with Metrorail, the system has seen steady ridership growth per annum, with an average combined ridership of 105,500 weekday passengers in 2013."}
+{"text":"Out of only three downtown people movers in the United States, the other two being the Jacksonville Skyway and the Detroit People Mover, the Metromover is by far the most successful in terms of ridership, the only completed system of the three, and considered to be a catalyst for downtown development."}
+{"text":"There are 21 accessible Metromover stations located throughout Downtown Miami and Brickell roughly every two blocks. The Metromover links all of Downtown and Brickell's major office buildings, residential buildings, hotels, and retail centers. Major attractions such as the Stephen P. Clark Government Center, American Airlines Arena, Arsht Performing Arts Center, the Cultural Plaza (Miami Art Museum, Historical Museum of Southern Florida, Miami Main Library), Bayside Marketplace, Mary Brickell Village, Miami-Dade College, Museum Park (which services Perez Art Museum Miami as well as the Frost Science Museum) and the Brickell Financial District can all be reached by the Metromover."}
+{"text":"The Metromover car maintenance base, unusual for a maintenance yard, is a building located downtown, at SW 1st Ave and SW 1st St, which lies between Government Center and 3rd St stations on the outer counterclockwise loop, at the point where the two loops split to run in adjacent parallel streets."}
+{"text":"All loops run from 5\u00a0am to just after midnight, from Sunday to Thursday. On Friday and Saturday nights, service is extended until 2\u00a0am. This schedule is adjusted during events. Trains on the Inner Loop run in tandem and arrive every 90 seconds during rush hours and every three minutes otherwise. Outer Loop trains arrive every 5 to 6 minutes; every 2.5 to 3 minutes where the track is shared."}
+{"text":"The cost of building the system was about $153.3 million. The operating budget for the Inner and Outer (Brickell and Omni) loops in FY 2007 was $8,888,794. Ridership total for FY 2007 was 8.7 million. Not including capital costs, this gives an approximate cost of $1.02 per ride. Metromover does not charge for rides; however, a $2.25\/1.1 fee is charged if transferring to Metrorail or Metrobus."}
+{"text":"The Metromover currently operates 21 stations, all within the Miami city limits."}
+{"text":"Metromover mainly uses 29 Bombardier Innovia APM 100 vehicles, the first 12 of which were delivered during the summer and fall of 2008. These newer vehicles replaced the first 12 Adtranz C-100 cars which were built by Westinghouse Electric in 1984, and include a more aerodynamic design, as well as an onboard CCTV system. Deliveries of an additional 17 cars from Bombardier Transportation began in July 2010, and as of early 2014 have largely replaced the second order of 17 Adtranz C-100 vehicles, built by Adtranz predecessor AEG-Westinghouse in 1992."}
+{"text":"Sortable chart detailing monthly weekday ridership averages by Calendar Year; right hand chart giving annual averages may use \"fiscal year\" without disclosure, where the FY begins in October and has 75% of its time in the next year with only 25% in the starting year. Note the large jump in ridership in 2002 when the fare was removed after the passing of the half-penny tax. Yearly averages are rounded to the nearest 500, and the highest month is also in bold. After years of growth, Metromover ridership began falling in 2017, following years of sharp declines in Metrobus and Metrorail ridership."}
+{"text":"This table includes Metrorail ridership as the two systems were built together and are mutually reliant on the thousands of daily transfers at Government Center and Brickell stations."}
+{"text":"Port of Miami: In May 2011, a study was proposed to analyze the idea of extending the Metromover to the PortMiami. This, with Metrorail and the new MIA Mover would create a direct rail transit link from the airport to the seaport. However, the study, which would take at least a year and cost about $120,000, was only a proposal to be voted on and the idea has not been reported on since 2014."}
+{"text":"SMART Plan: The SMART plan unveiled in 2016 includes a light rail or Metromover expansion to South Beach via MacArthur Causeway, and a north extension to the Midtown area, also serving the Wynwood and Edgewater neighborhoods."}
+{"text":"The Memphis Suspension Railway or Mud Island Monorail is a suspended monorail that connects the city center of Memphis with the entertainment park on Mud Island. Celebrating its grand opening on July 3, 1982, it is located beneath a footbridge over the Wolf River Lagoon connecting to the southern tip of Mud Island."}
+{"text":"The line has two suspended cars constructed in Switzerland, delivered in summer 1981. The bridge opened to pedestrians on June 29, 1981; the monorail was not operational until July 1982. The cars are driven by a external cable, instead of by internal motors. The two cars simultaneously shuttle back and forth on parallel tracks between the Front Street Terminal on the downtown side and the Mud Island Terminal. Each car has a maximum capacity of 180 passengers and travels at ."}
+{"text":"At the time of its construction, the U.S. Coast Guard stated that the proposed bridge would have to have the same clearance as the Hernando de Soto Bridge, as it was spanning a commercially used public waterway. This resulted in the bridge being constructed at its current elevation."}
+{"text":"On June 19, 1994, a 19-year-old female Memphis State University student, Shellie M. McKnight, fell while cleaning the exterior windows of one of the cars and died. The fatal fall was ruled accidental by Memphis Police."}
+{"text":"Her family lost the lawsuit they filed against the City of Memphis."}
+{"text":"In the 1993 film \"The Firm\", Mitch McDeere, played by Tom Cruise, uses the railway to escape from \"The Firm\" that is out to kill him."}
+{"text":"The Getty Center Tram is a people mover system that serves the Getty Center in Los Angeles. It runs two cable-driven hovertrains each consisting of three Otis Hovair vehicles."}
+{"text":"The tram line, already planned in 1988, was opened at the end of 1997, following the inauguration of the Getty Center."}
+{"text":"The line, located north of Brentwood, in the Westside Region of Los Angeles, links a freeway-level parking garage to the Getty Center, which includes the J. Paul Getty Museum. The duration of a ride is about 3 to 4 minutes."}
+{"text":"The lower station (), at the bottom of the hill, lies beside Sepulveda Boulevard and the San Diego Freeway and features a refuge siding. The upper station (), at the top of the hill, is located in the arrival plaza of the Getty Center and is part of the structure. The line follows Getty Center Drive and has a passing loop in the middle, although the two trains can operate independently."}
+{"text":"The Transit Expressway Revenue Line (TERL), commonly known as Skybus, was a proposed people mover rapid transit system developed by Westinghouse for the city of Pittsburgh, Pennsylvania during the 1960s\u20131970s. In contrast to the traditional streetcars then in use, the technology used a dedicated elevated concrete track and rubber-tired driverless cars. A demonstrator was built and operated in the South Hills area but political opposition killed the deployment of a larger system."}
+{"text":"Westinghouse, a Pittsburgh firm, developed the technology during the early 1960s in cooperation with the Port Authority of Allegheny County, a public entity which by 1964 controlled most mass transit in the Pittsburgh area. With support from the state of Pennsylvania and the federal government, Westinghouse and PAT built a demonstration track at the Allegheny County Fairgrounds in South Park. The cars, which could operate separately or be coupled together, were powered by a pair of motors and could travel at a maximum speed of . Each of the four cars was long and could seat 28. Power was provided a 565 volt three-phase AC underrail system."}
+{"text":"During the 1960s the Port Authority formulated its so-called \"Early Action Program,\" the purpose of which was to establish a more robust rapid transit system in Pittsburgh. The program called for an Skybus line and two \"busways\" (bus rapid transit routes), plus rehabilitation of existing equipment. The Skybus route would originate South Hills Village and follow existing streetcar right-of-way through the Mt. Lebanon and Beechview neighborhoods before reaching Downtown Pittsburgh via the unused Wabash Tunnel. The entire project would cost $295 million; Skybus alone was $232 million."}
+{"text":"In July 1969 an alternative emerged to the Skybus plan. The Westinghouse Air Brake Company (WABCO) (an unrelated company founded by the same man, George Westinghouse, several years prior to Westinghouse Electric's founding) proposed a $114 million plan for a more conventional steel-wheeled light rail system. The system would originate in the South Hills area as the present streetcar system did and extend through downtown to the East Liberty neighborhood. Driverless operation would be an option, and the system would be fully grade-separated."}
+{"text":"The position of the Urban Mass Transit Administration (UMTA) became crucial: Skybus could not be built without federal support. The Port Authority, city, and state could not agree on an appropriate plan which would serve both the city of Pittsburgh and surrounding Allegheny County. The Port Authority remained committed to Skybus, as did a majority of the County Commission. Mayor Flaherty continued to favor a mix of traditional heavy and light rail, as did Governor Shapp. Ultimately in 1976 a cross-jurisdiction task force recommended light rail instead of Skybus, and the UMTA support was withdrawn."}
+{"text":"Once the Allegheny County Fair was done away with in the early 1970s, rides on the Skybus track ceased. In the Spring and Summer of 1980 the county had the track, cars and computer dismantled and bartered for scrap, with the computer building becoming a park police office."}
+{"text":"The Skybus tests proved that rubber tire driverless transit could function. Westinghouse Electric would later have a role in the development of the first major fully automated transit system in the country with Miami's Metromover. Westinghouse built the first 12 Adtranz C-100 buses used for the Metromover. Westinghouse would also participate in the development of similar driverless transit systems like the Bay Area Rapid Transit (BART) system in California, and automated people movers at several major U.S. airports, including Tampa, Orlando, and Dallas-Ft. Worth."}
+{"text":"The Tomorrowland Transit Authority PeopleMover, formerly known as the WEDway PeopleMover from 1975 until 1994 and the Tomorrowland Transit Authority from 1994 until 2010, is an urban mass transit PeopleMover system attraction in Tomorrowland in the Magic Kingdom at the Walt Disney World Resort in Bay Lake, Florida just outside of Orlando, Florida. Designed as an urban mass-transit system of the future, vehicles take passengers on a grand circle tour of the realm of Tomorrowland that provides elevated views of several other attractions. The experience is also the lone remaining attraction in the Magic Kingdom to have corporate sponsorship. (\"Happily Ever After\", the nighttime pageant at Cinderella Castle, is presented by Pandora, but the event is not classified by Walt Disney World as an \"attraction.\")"}
+{"text":"The attraction has a single station, which resides in the center of Rocket Tower Plaza and beneath the Astro Orbiter. Passing the queue, passengers step onto the Speedramp (inclined moving walkway) to the second level. They, then, step onto the moving platform, which matches the speed of the PeopleMover trains, and board before they depart the station."}
+{"text":"Leaving the Rocket Tower Plaza Station, the trains make a sharp left turn, followed by a sweeping turn over the plaza. The track then makes a right-hand turn, running along the outside of the northern show building and above the former queue for Stitch's Great Escape! and passing by the Tomorrowland main entrance at Central Plaza. The track enters a tunnel through the northern show building and passes a large diorama containing a portion of the Progress City\/\"Epcot\" model, which originally resided in the upper level of the Carousel of Progress at the New York World's Fair of 1966-1967 and at Disneyland starting in 1967, before encountering a diorama of several robots and crossing the Star Traders shop."}
+{"text":"Leaving the northern show building, the T.T.A. crosses the walkway from Tomorrowland to Fantasyland, followed by the Tomorrowland Speedway."}
+{"text":"After the Speedway and the entrance to Tron Lightcycle Power Run, the T.T.A. crosses the Walt Disney World Railroad, and pass through a switch leading to the ride's storage and maintenance bays as they makes a right turn to enter Space Mountain."}
+{"text":"In the spring of 1994, Tomorrowland underwent a massive refurbishment that changed the theme of the land from being a showcase of future technology to a working city of the future. The WEDway PeopleMover received new physical theming as the track structure along the north and south show buildings as well as Rocket Tower Plaza was updated from smooth Googie-esque white forms to boldly colored metallic structures. The section of track linking the north show building to Space Mountain, and the section from Space Mountain to the Carousel of Progress, which was not changed."}
+{"text":"It was during this refurbishment that the attraction's name changed from the Wedway PeopleMover to Tomorrowland Transit Authority. A new narration was added, with the tour led by Pete Renaday broadcasting from TTA Central. The new name and narration debuted on June 12, 1994. This 1994 recording remained largely unaltered until October 2, 2009, which came shortly after the ride had reopened following a five-month down period during the refurbishment of Space Mountain."}
+{"text":"The TTA's backstory in the 1994\u20132009 version of the ride made reference to the Transit Authority's three different \"lines\": the Blue Line, the Red Line, and the Green Line. The Blue Line, which constitutes the actual ride, was Tomorrowland's intra-city elevated train system. The Red Line took riders 'off-planet' to other destinations in the galaxy, while the Green Line provided local transportation to Tomorrowland's \"Hover-Burbs.\" There was a diorama of a hub station where all three lines intersect located on the second floor of the north show building (Interplanetary Convention Center). Other services provided by the Transit Authority (interstate highway maintenance and long-distance space travel) were alluded to in the ride's narration."}
+{"text":"Changes made in the 1994 narration over its 15 years of use included the following:"}
+{"text":"The Tomorrowland Transit Authority closed on April 19, 2009, in line with a major refurbishment of Space Mountain, and reopened on September 12, 2009. The closure was necessary due to extensive construction work planned for the roller coaster, and the inherent safety risks such activity would pose to Transit Authority riders."}
+{"text":"During the refurbishment, the beamway was enhanced with new multicolored LED lighting that moves in time with the music being played in Tomorrowland. Other enhancements included freshly re-painted trackway and infrastructure, as well as new speakers for the ride audio system."}
+{"text":"As the TTA reopened while Space Mountain's refurbishment was still underway, a temporary spiel was played inside Space Mountain that went,"}
+{"text":"On August 5, 2010, it was announced that the name \"PeopleMover\" would officially be re-instated into the ride's name, effectively changing it to Tomorrowland Transit Authority PeopleMover. Ride signage was changed around the track to reflect the name change."}
+{"text":"On March 12, 2020, it was announced that \"Tomorrowland Transit Authority PeopleMover\" would close for refurbishment, due to COVID-19 outbreak impacts on Florida."}
+{"text":"On October 26, 2020, since Walt Disney World reopened, after temporarily closed during the ongoing COVID-19 pandemic, Walt Disney World announced that Disney has once again extended the \"Tomorrowland PeopleMover\" refurbishment. The refurbishment continues to follow along with the theme park hours posted the furthest into the future, in this case April 4th, 2021. On March 31st, 2021, Walt Disney World announced yet another extension to the PeopleMover refurbishment, this time set to reopen May 2021. The ride soft-opened on April 25th, 2021 and officially reopened the next day."}
+{"text":"The Las Vegas Monorail is a automated monorail mass transit system located adjacent to the Las Vegas Strip, in Clark County, Nevada, United States. It connects several large casinos in the unincorporated communities of Paradise and Winchester, and does not enter the City of Las Vegas. It was owned and operated by the Las Vegas Monorail Company until their 2020 bankruptcy when it was sold to the Las Vegas Convention and Visitors Authority. In 2013, total annual ridership was roughly 4.2 million, down from a pre-Great Recession peak of 7.9 million in 2007. The monorail is a registered not-for-profit corporation, allowed under Nevada law since the monorail provides a public service. The State of Nevada assisted in bond financing, but no public money was used in construction."}
+{"text":"The Las Vegas Monorail began service as the MGM Grand-Bally's Monorail in 1995. This system ran between the MGM Grand and Bally's hotels using two used Mark IV monorail trains that had operated on the Walt Disney World Monorail. Built through a partnership between the two hotels, the MGM-Bally's system's construction was contracted to VSL Corporation. The grand opening party for the monorail featured showgirls from Bally's famed show, \"Jubilee!\", helping groups to the monorail. Characters from \"The Wizard of Oz\" greeted the groups on the MGM side. The two trains each ran back and forth on each beam, and were stored at a maintenance building near the Bally's station (this building still stands today, but it has been severed from the beam)."}
+{"text":"In 2002, the original system was closed to begin its conversion to the current Las Vegas Monorail system. The beam was extended from Bally's station (now the Bally's & Paris station) north to the Sahara Hotel and Casino. The track was extended south beyond the MGM station to provide for track switching for the trains, as well as a starting point for a potential future southern extension. The original trains were replaced with nine new Bombardier Mark VI monorail trains."}
+{"text":"During testing and commissioning, the monorail suffered several malfunctions that delayed the start of passenger service for almost a year. The most serious of these problems related to parts falling from the monorail to the ground under the tracks. After many delays, the finished Las Vegas Monorail opened to the public on July 15, 2004 with the completion and testing of \"Phase 1\"."}
+{"text":"On September 8, 2004, more problems with falling parts led to the closing of the monorail for nearly four months. It reopened on December 24, 2004. A number of repairs were made to the monorail cars during this shutdown. Each time the monorail system required major engineering changes, it underwent a lengthy \"commissioning\" process to confirm the effectiveness and safety of the repairs. Officials reported that each day the monorail was down cost the system approximately $85,000 in lost fares."}
+{"text":"Transit Systems Management officials cited the successful handling of crowds during the 2005 Consumer Electronics Show as proof that the system can handle a major convention."}
+{"text":"On July 8, 2005, Transit Systems Management announced that it would shut down, turning over its responsibilities to the Las Vegas Monorail Company, the system operator. Curtis Myles, a former deputy general manager of the Regional Transportation Commission of Southern Nevada, became President of the Las Vegas Monorail Company."}
+{"text":"On November 1, 2005, the County Commission approved a study into the feasibility of an airport extension."}
+{"text":"On January 13, 2010, the Las Vegas Monorail filed for Chapter 11 bankruptcy protection. The filing would not affect system operations and will have no impact on the monorail's hours of operation or service to its customers."}
+{"text":"On March 11, 2011, the Sahara announced that it would close its doors May 16, 2011. Closure of the Sahara has been cited as one of the significant reasons for ridership dropping in 2012. In 2014, a new hotel casino, the SLS Las Vegas, took over the Sahara, and ridership increased from 2012 levels."}
+{"text":"The Las Vegas Monorail again filed for Chapter 11 bankruptcy protection in September 2020, amid the COVID-19 pandemic and in December a deal was finalized to transfer ownership to the Las Vegas Convention and Visitors Authority."}
+{"text":"The monorail (Phase 1 of the overall project) begins at the MGM Grand near the south end of The Strip, and runs roughly parallel to the Strip on its eastern side. The monorail passes next to the Convention Center and the Westgate Las Vegas, both with stations, before ending at the Sahara hotel at the north end of the Strip. The ride takes about fifteen minutes to travel its total distance of ."}
+{"text":"The monorail generally runs behind the eastern Strip side hotels and casinos, a long block away from the Strip. Usually, it requires a walk-through a casino to get to the Strip, emerging upon the Strip in front of the property. This lack of a direct presence on the Strip along with ticket prices has been a factor in the rather slow acceptance of the monorail."}
+{"text":"The Las Vegas Monorail was named the Robert N. Broadbent Las Vegas Monorail in honor of Robert N. Broadbent, whom Las Vegas officials credit with gaining the support from the public and officials needed to bring the monorail to fruition. Broadbent, a former Boulder City mayor, Clark County commissioner, assistant secretary of the United States Department of the Interior, and McCarran International Airport director, died in 2003, a few months before the system's scheduled opening. The Las Vegas Monorail Company is the company's official corporate name."}
+{"text":"The Las Vegas Monorail generates revenue from ticketed passengers and from corporate sponsors. Branding rights for the seven stations and the nine trains are available, and the sponsorship prices are in the millions of dollars. Hansens Beverage sponsored the first monorail train, featuring its Monster Energy drink. Nextel Communications created a totally themed pavilion by branding the largest station, adjacent to the Las Vegas Convention Center. Since the Sprint-Nextel merger in late 2005, Nextel Central has been rebranded as Sprint Central. However, in late February 2008, the Sprint Nextel Corporation terminated its sponsorship contract."}
+{"text":"The Las Vegas Monorail was designed by Gensler of Nevada, engineered by Las Vegas-based Carter & Burgess (now Jacobs Engineering Group, Inc.) and constructed by Granite Construction, Inc. of Watsonville, California, one of the largest civil contractors in the United States."}
+{"text":"The Las Vegas Monorail vehicles and signal systems were developed by Bombardier Transportation. The technology for the monorail vehicles came directly from the well-tested monorail systems running in Walt Disney World. Bombardier constructed Mark VI Monorail trains for the Walt Disney World Monorail System and for Las Vegas."}
+{"text":"A one ride ticket costs $5. These, alongside unlimited ride tickets good for one and three days can be purchased with cash or major credit cards at ticket booths and machines. QR-coded tickets may be purchased online and scanned at the gates, and these offer 1-, 5- and 7-day unlimited fares. Nevada residents may purchase one ride fares for $1 or a 20-ride ticket for $20. There are no child fares, although passengers aged 5 and under ride free."}
+{"text":"Phase 2, a long extension along Main Street to Downtown Las Vegas was planned, with new stations at the Stratosphere Hotel, Charleston Boulevard, Bonneville Avenue and Main Street Station. Construction was planned to begin in 2005 with service starting in 2008. However, the anticipated funding from the federal government was not allocated in 2004, so the plans were put on hold. On January 27, 2005, the federal government announced that it would not provide money for the $400-million project."}
+{"text":"The plan was to open the system in January 2004, and for it to cover its debts and operating expenses by attracting 19 to 20 million riders. Since the system was not only delayed in opening, but later shut down for four months, income was not as great as organizers had hoped. This reportedly is a contributing factor for the government's denial of Phase 2 funding."}
+{"text":"Phase 2 was revised to instead extend the monorail system south from the MGM Grand Station to McCarran International Airport. Providing monorail service to the airport has been an unpopular idea with limousine and taxicab operators in the city, as trips to and from the airport form a major portion of their business. Several hotel and casino owners on the Strip continue to support the project, and are more supportive of an extension to the airport than one to downtown Las Vegas."}
+{"text":"On December 7, 2006, Clark County commissioners granted permission for the proposed extension to McCarran Airport. Funding had not yet been identified."}
+{"text":"On September 9, 2008, the monorail company provided details of the proposed expansion to the Las Vegas Convention and Visitors Authority board. The intended airport extension would begin at the new Terminal 3, with the first stop near Terminal 1, turn north on Swenson Street, then continue west on Tropicana Avenue before turning north at Koval Lane to meet up with the existing system behind the MGM Grand. This route was proposed to be built with private funds and would have added approximately four miles to the existing route, doubling the length of the system."}
+{"text":"When the monorail company announced details of the extension in September 2008, the airport extension was to be built with private funds and was expected to be built by 2012. However, as of March 2011, the Las Vegas Monorail Company was still in the planning phases of the proposed extension to McCarran International Airport with a proposed stop on the UNLV campus."}
+{"text":"The monorail company announced in May 2015 that it is proposing instead an extension to the Mandalay Bay Resort and Casino and an infill station at the Sands Expo & Convention Center. Subsequently, the Regional Transportation Commission of Southern Nevada announced that a new underground light rail system under the Las Vegas Strip, which would connect Downtown Las Vegas with the airport, is in the long-term planning phase."}
+{"text":"In March 2018, the Clark County Commission approved a proposed extension to Mandalay Bay, putting the monorail closer to Allegiant Stadium. The monorail company planned to start construction on the extension in June 2018 and have it completed by September 2020, in time for the completion of the stadium and Las Vegas Raiders inaugural season in Las Vegas. In November 2018 it was confirmed that two new Monorail stations would be built; one at Mandalay Bay and another at the MSG Sphere with completion by 2021. In May 2019, it was revealed that lack of funding has delayed the start of construction on a Mandalay Bay extension. As of March 2020, there is no timetable to begin construction on an extension nor a completion date."}
+{"text":"The Las Colinas Area Personal Transit System is a people mover system that serves the Las Colinas area of Irving, a suburb of Dallas, Texas. The system has four passenger stations and a maintenance & control center, and is run by two cars, one for each route. The system uses automated guideway transit technology, although for the moment it is driven manually, and exists primarily for the benefit of office workers and a few local residents."}
+{"text":"The Las Colinas APT was envisioned as an automated circulator system for the developing Las Colinas Urban Center. The long range plan called for a total of 5 miles (8 km) of dual lane guideway and 20 stations. The system was to contain 3 inner loops and one outer loop, with passengers transferring between loops at four key interchanges. The community of Las Colinas was founded in 1973, but construction of the APT did not begin until 1979. The first phase construction contained of guideway and 4 stations. (, Phase 1 remains the only fully constructed and operational track: see Current Operation for more details.)"}
+{"text":"Las Colinas saw a revival of fortune towards the latter half of the 1990s, and the system reopened accordingly on December 2, 1996. Although the current system still runs only on a limited basis, the arrival of DART's Orange Line and development in the area has called for expansion. As of June 10th, 2013 the system runs Monday-Friday from 6:00 am to 6:00 pm, with no service on weekends."}
+{"text":"Sometime in January 2013, the APT system was wrapped with a design, courtesy of Fastsigns, showing that the City of Irving, Texas, had received the 2012 Malcolm Baldrige National Quality Award."}
+{"text":"Since the 1996 reopening, the fare-free system has been run by the Dallas County Utility and Reclamation District. It now runs from 6:00am to 6:00pm on weekdays for the benefit of office workers riding to Bell Tower\/Mandalay Canal Station to eat lunch at the restaurants located there, as well as DART passengers boarding at Tower 909."}
+{"text":"Phase I, which included part of the outer loop's western section and part of one inner loop, remains the only segment in service. The guideway contains two tracks with space for a third if demand warrants, and is grade-separated for the length of the route. Contrary to popular rumors, the system was never meant to be expanded beyond the Las Colinas Urban Center."}
+{"text":"The four original stations and maintenance center are the only operational stopping points for passengers on the APT system. All stations are elevated and protected from the elements. All stations except for Bell Tower\/Mandalay Canal Station are accessed through private office buildings."}
+{"text":"Out of the four vehicles purchased in 1986 from Intermountain Design Inc. (IDI), only two are used on day-to-day service. Each vehicle can carry 45 passengers comfortably: 33 standing and 12 seated. The system is operated manually, with only two trains running as demand dictates. The drivers use a small control panel that is equipped with an emergency and maintenance controls. In April 2013, Schwager Davis, Inc. signed a contract with DCURD for the Operation & Maintenance of the Las Colinas APT System. Today Schwager Davis, Inc. employees 10 people to maintain the system, dispatch the trains & (4) drivers."}
+{"text":"The Maintenance and Control Center is where all vehicles are stored. Each train starts its first morning journey here. The control center is manned by an overseer during times of operation."}
+{"text":"Plans to expand the system have existed since the inception of the APT. The original plan called for a banana-shaped loop route that completely circled Lake Carolyn, but DART's Orange Line will now follow the route of the planned eastern section (although this does not block the APT from potentially following the same path, nor is DART able to fulfill the same purpose on this route as the APT). A number of guideway supports without tracks existed north of the Urban Towers Station before they were demolished to make way for development. The Track 2\/3 guideway has enough space for two lines, although currently only Track 2 is in operation."}
+{"text":"In 2012, the Dallas County Utility and Reclamation District completed a process to expand the system with the arrival of DART's Orange Line, creating an interchange at Tower 909 Station with DART's adjacent Las Colinas Urban Center Station. Additional possible future expansion options considered during this phase of growth include:"}
+{"text":"Some, such as Gary N. Bourland, author of \"Las Colinas: The Inside Story of America's Premier Urban Development\", cite cases of the APT System being viewed as an expensive white elephant. It has also been cited as one of the contributors towards the high rate of taxation in the Las Colinas area. However, the Northwest Corridor Major Investment Study - carried out on behalf of the Dallas Area Rapid Transit Board of Directors - referenced the (since completed) integration of the APT system into the DART public transit network, showing that demand remains for the service's continuation and even expansion."}
+{"text":"The Huntsville Hospital Tram System is an automated people mover system located as part of the Huntsville Hospital System complex in Huntsville, Alabama, United States. Operating on a concrete guideway, the trams serve to connect the Huntsville Hospital with the Huntsville Hospital for Women & Children. At the time of completion, this was the second hospital people mover system in the United States after the Duke University Medical Center Patient Rapid Transit. , this is the only automated people mover system completed in the state of Alabama."}
+{"text":"Developed by Poma-Otis Transportation Systems, a joint venture of Poma and the Otis Elevator Company, and constructed by Brasfield & Gorrie, the cable-driven steel-on-steel system was completed at a final cost of $10.9 million. The two concrete guideways are elevated above the surface. Costing $280,000 annually to operate, the Huntsville Hospital Tram System handles approximately 2,200 passengers per day."}
+{"text":"The vehicles were designed by the Gangloff company of Switzerland. Each car can handle three seated and 38 standing passengers. Additionally, each car was designed to accommodate the largest bed in use by the hospital for the transport of patients."}
+{"text":"The system runs in an east-west direction between the main Huntsville Hospital building and the Huntsville Hospital for Women & Children with intermediate stops at the Plaza Resource Center and the Franklin Medical Tower. The system offers two separate modes for reaching the various stations, a \"Local Mode\" and an \"Express Mode\". The \"Local Mode\" makes all four stops, primarily traveling along the northern track. The \"Express Mode\" only travels between the two termini, primarily along the southern track."}
+{"text":"The idea of developing a tram system for Huntsville Hospital was initially proposed in mid-1997. The tram was proposed as a solution to both parking issues and to allow for easier connectivity between the separate buildings of the sprawling hospital campus. Additionally, the consolidation and transformation of the former Humana Hospital with Huntsville Hospital in 1994 made the development of the tram necessary in an effort to eliminate duplicate services and provide for easy transport of patients and doctors from each facility."}
+{"text":"By December 1998, plans for the system moved forward after gaining approval of several property variances from the Huntsville Board of Zoning Adjustment to allow for its construction. By early 2000 construction of the system would commence, with an initial opening slated for summer 2001. However, due to delays and the need for enhanced security along the system in the wake of the September 11 attacks, the system would not open until June 19, 2002."}
+{"text":"By 2004, use of the tram resulted in the elimination of approximately 4,500 annual ambulance trips and the use of two full-time shuttle vans between the two main facilities. Due to this reduction in the number of vehicle trips made, Huntsville Hospital was awarded a 2004 Industrial Air Pollution Control Achievement Award from the city of Huntsville Air Pollution Control Board."}
+{"text":"The Detroit People Mover (DPM) is a elevated train that operates on a single track encircling Downtown Detroit, Michigan. It is an automated people mover system using Urban Transportation Development Corporation Intermediate Capacity Transit System Mark I technology. A siding allows the system to be used in a two-way bypass manner when part of the circular track is closed."}
+{"text":"The QLine streetcar serves as a link between the Detroit People Mover and New Center Amtrak station, plus additional access to DDOT and SMART bus routes as part of a comprehensive network of transportation in metropolitan Detroit."}
+{"text":"The Ford Motor Company was involved in one of the designs of the People Mover and had hired AlScott Service Company to design and build a room size working model of the system. This model was used for Ford's proposals in their attempt to build the system."}
+{"text":"The People Mover was intended to be the downtown distributor for a proposed city and metro-wide light rail transit system for Detroit in the early 1980s; however, funding was scaled back. President Gerald Ford had promised 600 million in federal funds. Plans included a subway line along Woodward Avenue that would turn into a street level train at McNichols and eventually go all the way to Pontiac, with additional rail lines running along Gratiot and a commuter line between Detroit and Port Huron. Inability of local leaders to come to an agreement led to the 600 million commitment being withdrawn by the Reagan Administration. Yet the People Mover still moved forward. At the time of planning, the system was projected to have a ridership of 67,700 daily."}
+{"text":"The People Mover is owned and operated by the Detroit Transportation Corporation (DTC). The DTC was incorporated in 1985 as a Michigan Public Body Corporate for the purpose of acquiring, owning, constructing, furnishing, equipping, completing, operating, improving, enlarging, and\/or disposing of the Central Automated Transit Systems (CATS) in Detroit, Michigan. DTC acquired the CATS project from the Suburban Mobile Authority for Regional Transportation (SMART) formerly known as the Southeastern Michigan Transportation Authority (SEMTA), on October 4, 1985. The DTC was created by the City of Detroit, Michigan pursuant to Act 7 of Public Acts of 1967 and is a component unit of the City of Detroit and accounts its activity as per proprietary funds."}
+{"text":"The CATS project, aka the Downtown People Mover (DPM), officially opened to the public on July 31, 1987. Prior to November 18, 1988, the People Mover System was operated and maintained by the primary contractor, Urban Transportation Development Corporation (UTDC) on a month-to-month basis. On November 18, 1988, the DTC assumed the responsibility to operate and maintain the People Mover System."}
+{"text":"The system opened in 1987 using the same technology as Vancouver's SkyTrain and Toronto's Scarborough RT line. In the first year, an average of 11,000 riders used the People Mover each day; the one-day record was 54,648."}
+{"text":"When the People Mover opened, it ran counter-clockwise. On July 20, 2008, the system was shut down temporarily to replace track on six of the curves along the route. When it reopened in August, the system was run clockwise, and kept running clockwise until 2020. The change in direction reduced the time required to complete one round-trip. The clockwise direction has one short, relatively steep uphill climb and then coasts downhill for a majority of the ride, allowing the train to use gravity to accelerate. This makes each round-trip slightly faster than running uphill most of the way in the counter-clockwise direction. The system changed directions again in 2020, running counter-clockwise only on weekends for the month of February, and switching to counter-clockwise full-time on March 1st."}
+{"text":"On January 22, 2015 at approximately 10:10\u00a0p.m., one of the cars jumped a rail hitting the rail platform. This prompted the system to be temporarily shut down to allow an investigation to take place. After 17 hours of investigation, the system resumed service. According to a media release given by the inspectors, \"A bracket beneath one of the People Mover cars dislodged, catching under the rear car of the train approaching Times Square Station. This caused the rear car to come out of alignment and leave the rail. As a result, the second car scraped the platform, dislodging the door as the train pulled into the station.\""}
+{"text":"The Mover costs $12 million annually in city and state subsidies to run. The cost-effectiveness of the Mover has drawn criticism. In every year between 1997 and 2006, the cost per passenger mile exceeded $3, and was $4.26 in 2009, compared with Detroit bus routes that operate at $0.82 (the New York City Subway operates at $0.30 per passenger mile). The Mackinac Center for Public Policy also charges that the system does not benefit locals, pointing out that fewer than 30% of the riders are Detroit residents and that Saturday ridership (likely out-of-towners) dwarfs that of weekday usage."}
+{"text":"The system was designed to move up to 15 million riders a year. In 2008 it served approximately 2 million riders. This meant the system averaged about 7,500 people per day, about 2.5 percent of its daily peak capacity of 288,000. In 2006, the Mover filled less than 10 percent of its seats."}
+{"text":", passengers pay $0.75 per trip, with discounts for seniors and multiple rides. Children 5 and under ride free. The fare was originally 50 cents until it was raised to the current rate in November 2011. DDOT\/SMART passes can be used."}
+{"text":"Among the busiest periods was the five days around the 2006 Super Bowl XL, when 215,910 patrons used the service. In addition to major downtown concerts and sporting events, other high ridership times include the week of the annual North American International Auto Show in January and the Youmacon anime convention at the end of October, ever since the convention expanded in 2012 to use TCF Center in addition to the Renaissance Center. The system had 92,384 riders during the 2014 extended con weekend."}
+{"text":"In 2002, the concrete berms in front of the Renaissance Center were removed to make it more inviting to the rest of downtown. This also required the demolition of the station and tile artwork by George Woodman. Limited service continued but once again, ridership dropped significantly (see graph below) until the station and section of track were rebuilt to restore full circular operations in 2004. To replace the old artwork, Woodman designed a new tile art piece called Path Games."}
+{"text":"As part of the restoration of the David Whitney Building, the Grand Circus Park station was closed on August 16, 2014 to complete a facelift planned to open in January 2015. The improved station will now feature ADA accessibility independently of the David Whitney Building. The project is overseen by Dumas Concepts in Building. The Grand Circus Park station officially reopened on June 13, 2015. Because of the closure, the 2014 ridership level of that station dropped to 72,774 (12 out of the 13 stations). For comparison, the 2013 ridership level at Grand Circus was 136,255."}
+{"text":"The People Mover is owned and operated by the Detroit Transportation Corporation, an agency of the Detroit city government."}
+{"text":"The People Mover system's operations center is located at the Times Square Station. Housed in the same complex is the system's maintenance facility and storage of the cars in an indoor facility. Cars enter south turnout to enter the maintenance facility and exit from the north turn out back onto the main track. Maintenance equipment (work cars, etc...) are lifted up to track level by crane, but not stored with the DPM cars."}
+{"text":"Work cars are not maintained or owned by DPM, but by contractors:"}
+{"text":"Each station displays artwork created by various artists. Art was completed with the system opening in 1987 unless otherwise noted:"}
+{"text":"A limited express is a type of express train service. It refers to an express service that stops at a limited number of stops in comparison to other express services on the same or similar routes."}
+{"text":"The term \"limited express\" is a common translation of the Japanese compound noun ; literally \"special express\"; often abbreviated as . Although some operators translate the word differently, this section is about \"tokubetsu ky\u016bk\u014d\" trains in Japan regardless of the translation by the operators. This term also includes terms with \"limited express\" in them, such as ."}
+{"text":"There are two types of limited express trains: intercity and commuter. The former type of limited express trains generally use long-distance coaches, equipped better than other ordinary express trains, including reserved seating, dining cars or food and beverage carts, and \"green cars\" (first class cars). The latter type of limited express train usually incurs no surcharge, but seating is usually first-come, first-served, since this type of train uses commuter train coaches. Both types of trains travel faster and stop at fewer stations."}
+{"text":"Until 1972, the \"Hikari\" on the T\u014dkaid\u014d Shinkansen was officially a , that is, \"beyond limited express\" or \"super express\", and was priced higher than the \"Kodama\", the limited express on the same line. Presently all Shinkansen services are officially limited express, but are usually referred to as \"super express\" in English."}
+{"text":"The table below summarizes the limited express on major Japanese railways (JR Group, Toei and 16 major private railways minus one major private railway that does not operate limited express, which is Tokyo Metro)."}
+{"text":"In Australia, particularly in Melbourne, selective commuter trains often skip smaller stations during peak hours, primarily for the purpose of more efficient delivery of passengers to interchange stations or higher-patronage stations. In Brisbane and Sydney, limited stop services are formed by commuter trains that run as limited stops or express services from the city centre to the edge of the suburban area and then as all stops in the interurban area (an example of such an express pattern can be seen on the Gold Coast line)."}
+{"text":"In the era of steam-hauled provincial expresses, limited express services were common on highly trafficked routes. The \"Night Limited\" was the premier express train on the North Island Main Trunk Railway between Auckland and Wellington from 1924 until 1971; during peak seasons, it was augmented by the \"Daylight Limited\". Following the \"Night Limited\" was a slower unnamed express that stopped at more stations and provided a lower level of comfort."}
+{"text":"A different pattern was employed on the Main South Line. The \"South Island Limited\" express ran three days a week from Christchurch through Dunedin to Invercargill, with a slower regular express operating on the other four days. Both regular and limited expresses were augmented by additional services between intermediate destinations, such as an evening railcar between Christchurch and Dunedin operated by the 88 seater or Vulcan classes."}
+{"text":"Limited expresses were rare beyond the main trunk routes and the regular provincial expresses were typically augmented with even slower mixed trains. However, when the \"Rotorua Express\" schedule was accelerated in 1930 and its carriages upgraded, it was rebranded as the \"Rotorua Limited\". Due to the Great Depression and rising car ownership levels, it did not achieve the level of success intended, thus in 1937 it reverted to the status and service pattern of a regular express."}
+{"text":"After the demise of the \"Night Limited\" and the \"South Island Limited\" in 1971, the term \"limited express\" fell into disuse in New Zealand and has not been applied to any subsequent trains. However, from 1971 to 1979, the \"Silver Star\" performed the role of a limited express as it operated to a faster schedule than a supplementary slower service that was known from 1975 as the \"Northerner\"."}
+{"text":", Auckland Transport introduced limited express services on the Onehunga Line. These services operate until 7:30 PM on weekdays, bypassing Parnell, Remuera and Greenlane stations."}
+{"text":"There were trains under the Manila Railroad Company and the Philippine National Railways that were called \"Limited Express\" or simply \"Limited\", as well as \"Special\" and \"Express\" trains that nonetheless stopped at fewer stations. The first of such services were introduced in the 1950s and peaked in the 1970s. They only stop at major stations along the two intercity main lines in Luzon unlike regular expresses. They were given the highest priority, dedicated rolling stock, and the highest level of comfort and amenities."}
+{"text":"The North Main Line had the \"Ilocos Special\" and the \"Amianan Night Express\" that ran between 1973 and 1984, then the fastest services in the PNR and stopped at fewer stations compared to the \"Dagupan Express\". Meanwhile, the second \"Bicol Express\", opened in 1954, only stopped at 8 out of 66 stations of the line between Tutuban station in downtown Manila and Legazpi station in Albay. Other examples on the South Main Line include the \"Pe\u00f1afrancia Express\", the \"Isarog\/Manila Limited\", and the \"Mayon Limited\", all of these were defunct by 2013 when all intercity rail was discontinued in favor of building a new line."}
+{"text":"Some of the most elite trains in the United States in the twentieth century were called \"limited\", a name that typically graced overnight trains that made very few stops. (However, the fastest train between New York and Washington, DC, a day train, in the Pennsylvania Railroad era was called the \"Congressional Limited Express\", and it had few stops, like the longer distance \"Limiteds\".)"}
+{"text":"The B and O Railroad's Capitol Limited"}
+{"text":"From September 23, 1978 to April 15, 1990, the New York City Subway operated a limited express premium-fare subway service from Manhattan to JFK, which was called the JFK Express. The subway service made express stops at subway stations in Manhattan and one subway station in Brooklyn, before running nonstop to Howard Beach-JFK Airport, where transfers to free airport shuttle buses were provided. The JFK Express proved to be unsuccessful, seeing low ridership in part because the service did not actually serve any airline terminals."}
+{"text":"Some commuter railroads operate express trains making limited stops. The Long Island Rail Road operates some rush hour trains that run 50 miles between the central city station and the first stop of its express route itinerary, for instance, on the Ronkonkoma Line. The Metro-North Railroad runs some rush hour trains that run 29 miles between the central city and the first stop of their route itinerary on the Hudson Line and the New Haven Line."}
+{"text":"Due to the wide availability of service on the \"Northeast Regional\" and \"Acela Express,\" most of Amtrak's medium- and long-distance trains operating along the Northeast Corridor only stop to discharge passengers from Washington Union Station (or in some cases, Alexandria Union Station) northward, and to receive passengers from Newark Penn Station southward."}
+{"text":"The term \"Limited Express\" is \ud2b9\uae09 (\u7279\u6025, \"Teukgeup\") in Korean. Limited express trains stop at fewer stations than regular express trains (\uae09\ud589, \u6025\u884c, \"Geuphaeng\")."}
+{"text":"The Pullman Car Company, founded by George Pullman, was a manufacturer of railroad cars in the mid-to-late 19th century through the first half of the 20th century, during the boom of railroads in the United States. Through rapid late nineteenth century development of mass production, and takeover of rivals, the company developed a virtual monopoly on production and ownership of sleeper cars."}
+{"text":"At its peak in the early 20th century, its cars accommodated 26\u00a0million people a year, and it in effect operated \"the largest hotel in the world\". Its production workers initially lived in a planned worker community (or \"company town\") named Pullman, Chicago."}
+{"text":"Pullman developed the sleeping car, which carried his name into the 1980s. Pullman did not just manufacture the cars, it also operated them on most of the railroads in the United States, paying railroad companies to couple the cars to trains. The labor union associated with the company, the Brotherhood of Sleeping Car Porters, founded and organized by A. Philip Randolph, was one of the most powerful African-American political entities of the 20th century. The company also built thousands of streetcars and trolley buses for use in cities. Post World War II changes in automobile and airplane transport led to a steep decline in the company's fortunes. It folded in 1968, with a successor company continuing operations until 1981."}
+{"text":"Pullman established his company in 1862 and built luxury sleeping cars which featured carpeting, draperies, upholstered chairs, libraries, card tables and an unparalleled level of customer service. Patented paper car wheels provided a quieter and smoother ride than conventional cast iron wheels from 1867 to 1915. Once a household name due to their large market share, the Pullman Company is also known for the bitter Pullman Strike staged by their workers and union leaders in 1894. During an economic downturn, Pullman reduced hours and wages but not rents, precipitating the strike. Workers joined the American Railway Union, led by Eugene V. Debs."}
+{"text":"After George Pullman's death in 1897, Robert Todd Lincoln, son of Abraham Lincoln, became company president. Pullman purchased the Standard Steel Car Company in 1930 amid the Great Depression, and the merged entity was known as Pullman-Standard Car Manufacturing Company. The company closed its factory in the Pullman neighborhood of Chicago in 1955. The company ceased production after the Amtrak Superliner cars in 1982 and its remaining designs were purchased in 1987 when it was absorbed by Bombardier."}
+{"text":"The original Pullman Palace Car Co. had been organized on February 22, 1867."}
+{"text":"On January 1, 1900, after buying numerous associated and competing companies, it was reorganized as The Pullman Co., characterized by its trademark phrase, \"Travel and Sleep in Safety and Comfort.\""}
+{"text":"In 1924, the Pullman Car & Manufacturing Corporation was organized from the previous Pullman manufacturing department, to consolidate the car building interests of The Pullman Co. The parent company, The Pullman Co., was reorganized as Pullman, Inc., on June 21, 1927."}
+{"text":"The best years for Pullman were the mid-1920s. In 1925, the fleet grew to 9800 cars. Twenty-eight thousand conductors and twelve thousand porters were employed by the Pullman Co. Pullman built its last standard heavyweight sleeping car in February 1931."}
+{"text":"Pullman purchased controlling interest in Standard Steel Car Company in 1929, and on December 26, 1934, Pullman Car & Manufacturing (along with several other Pullman, Inc. subsidiaries), merged with Standard Steel Car Co. (and its subsidiaries) to form the Pullman-Standard Car Manufacturing Company. Pullman-Standard remained in the rail car manufacturing business until 1982. Standard Steel Car Co., had been organized on January 2, 1902, to operate a railroad car manufacturing facility at Butler, Pennsylvania (and, after 1906, a facility at Hammond, Indiana), and was reorganized as a subsidiary of Pullman, Inc., on March 1, 1930."}
+{"text":"In 1940, just as orders for lightweight cars were increasing and sleeping car traffic was growing, the United States Department of Justice filed an anti-trust complaint against Pullman Incorporated in the U.S. District Court at Philadelphia (Civil Action No. 994). The government sought to separate the company's sleeping car operations from its manufacturing activities. In 1944, the court concurred, ordering Pullman Incorporated to divest itself of either the Pullman Company (operating) or the Pullman-Standard Car Manufacturing Company (manufacturing). After three years of negotiations, the Pullman Company was sold to a consortium of fifty-seven railroads for around US$40\u00a0million."}
+{"text":"In 1943, Pullman Standard established a shipbuilding division and entered wartime small ship design and construction. The yard was located near Lake Calumet in Chicago, on the north side of 130th Street. Pullman built the boats in 40-ton blocks which were assembled in a fabrication shop on 111th Street and moved to the yard on gondola cars. In two years, the company built 34 Corvette PCEs, which were 180 feet long and weighed 640 tons, and 44 LSMs, which were 203 feet long and weighed 520 tons. Pullman ranked 56th among United States corporations in the value of World War II military production contracts."}
+{"text":"Pullman-Standard built its last sleeping car in 1956 and its last lightweight passenger cars in 1965, an order of ten coaches for Kansas City Southern. The company continued to market and build cars for commuter rail and subway service and Superliners for Amtrak as late as the late 1970s and early 1980s."}
+{"text":"Beginning in 1975, Pullman started delivery of the massive 754 stainless steel subway cars to the New York City Transit Authority. Designated R46 by their procurement contract, these cars, along with the R44 subway car built by St. Louis Car Company, were designed for speeds in the Second Avenue Subway; after it was deferred in 1975, the Transit Authority assigned the cars to other subway services. Pullman also built subway cars for the Massachusetts Bay Transportation Authority, which assigned them to the Red Line. Pullman-Standard was spun off from Pullman, Inc., as Pullman Technology, Inc., in 1981, and was sold to Bombardier in 1987."}
+{"text":"In \"United States v. Pullman Co.\", 50 F. Supp. 123, 126, 137 (E.D. Pa. 1943), the company was ordered to divest itself of one of its two lines of sleeping car businesses after having acquired all of its competitors."}
+{"text":"After the 1944 breakup, Pullman, Inc., remained in place as the parent company, with the following subsidiaries: The Pullman Company for passenger car operations (but not passenger car ownership, which was passed to the member railroads), and Pullman-Standard Car Manufacturing Co., for passenger car and freight car manufacturing; along with a large freight car leasing operation under the parent company's control. Pullman, Inc., remained separate until a merger with Wheelabrator, then headed by CEO Michael D. Dingman, in late 1980, which led to the separation of Pullman interests in early and mid-1981."}
+{"text":"Operations of the Pullman Company sleeper cars ceased and all leases were terminated on December 31, 1968. On January 1, 1969, the Pullman Company was dissolved and all assets were liquidated. (The most visible result on many railroads, including Union Pacific, was that the Pullman name was removed from the letterboard of all Pullman-owned cars.) An auction of all Pullman remaining assets was held at the Pullman plant in Chicago in early 1970. The Pullman, Inc., company remained in place until 1981 or 1982 to close out all remaining liabilities and claims, operating from an office in Denver."}
+{"text":"The passenger car designs of Pullman-Standard were spun off into a separate company called Pullman Technology, Inc., in 1982. Using the Transit America trade name, Pullman Technology continued to market its Comet car design (first built for New Jersey Department of Transportation in 1970) for commuter operations until 1987, when Bombardier purchased Pullman Technology to gain control of its designs and patents. As of late 2004, Pullman Technology, Inc., remained a subsidiary of Bombardier."}
+{"text":"Pullman, Inc., spun off its large fleet of leased freight rail cars in April 1981 as Pullman Leasing Company, which later became part of ITEL Leasing, retaining the original PLCX reporting mark. ITEL Leasing (including the PLCX reporting mark) was later changed to GE Leasing."}
+{"text":"In mid-1981, Pullman, Inc., spun off its freight car manufacturing interests as Pullman Transportation Company. Several plants were closed and in 1984, the remaining railcar manufacturing plants and the Pullman-Standard freight car designs and patents were sold to Trinity Industries."}
+{"text":"After separating itself from its rail car manufacturing interests, Pullman, Inc., continued as a diversified corporation, with later mergers and acquisitions, including a merger in late 1980 with Wheelabrator-Frye, Inc., in which Pullman became a subsidiary of Wheelabrator-Frye, Inc. In January 1982, Wheelabrator-Frye merged with M. W. Kellogg, a builder of large, cast-in-place smokestacks, silos and chimneys. Wheelabrator-Frye retained both Pullman and Kellogg as direct subsidiaries. Later in 1982 Signal acquired Wheelabrator-Frye. In 1990, the entire Wheelabrator-Frye group was sold to Waste Management, Inc. The Pullman-Kellogg interests were spun off by Waste Management as Pullman Power Products Corporation, and by late 2004 that company was doing business as Pullman Power LLC, a subsidiary of Structural Group, a specialty contractor."}
+{"text":"As a separate side note, other construction engineering portions of Pullman-Kellogg were spun off as a new M. W. Kellogg Corporation, and in December 1998, became part of the merger that formed Kellogg, Brown & Root, a specialty contractor which itself was later sold to Halliburton, an oil well servicing company. In an eventual competitive move, other Kellogg engineering interests were merged with Rust Engineering becoming Kellogg Rust, which itself became The Henley Group, and later Rust International before it became the Rust Division of what is today Washington Group International, a specialty contracting firm that competes directly with Halliburton worldwide. Washington Group International is the successor to the Morrison Knudsen civil engineering and contracting corporation, and is also the owner of Montana Rail Link."}
+{"text":"In 1877, the United States experienced the Great Railroad Strike. Part of its legacy included more powerful unions and a tendency for employers to consider the broader well-being of their employees. Pullman's objective in building a company town was to attract a superior type of employee and further elevate these individuals by excluding baneful influences. In late April 1880, George Pullman announced his plans to build a company town and factory. Pullman's plan included an expectation that rent collected on the houses in the town would produce a 6% return on investment (ROI). It appears the ROI never exceeded 4 \u2013 4\u00bd %."}
+{"text":"In charge of the company town was the town agent who was responsible for all services and businesses including street and building maintenance, gas and water works, fire protection, the hotel, sewage farm, and the nursery and greenhouse. Reporting to the town agent were nine department heads and approximately 300 men. With the exception of the school board there were no elections. All officials were selected by Pullman."}
+{"text":"After its completion, the Pullman company town attracted national attention. Many critics praised Pullman's concept and planning. One newspaper article titled \"The Arcadian City: Pullman, the Ideal City of the World\" praised the town as \"the youngest and most perfect city in the world, Pullman; beautiful in every belonging.\" In February 1885, Harper's Monthly published and article by Richard T. Ely entitled \"Pullman: A Social Study\". Though the article offered praise for creating an elevated environment for its workers, it criticized the all-encompassing influence of the company ultimately concluding that \"Pullman is un-American\" and \"benevolent, well-wishing feudalism.\""}
+{"text":"During the Panic of 1893, Pullman closed his manufacturing plant in Detroit in order to move all manufacturing to Pullman. Due to the soft economic conditions of this period, the Pullman Co. reduced wages and laid off employees. Though wages were reduced, residential utility rates and rents remained unchanged. On May 11, 1894, the employees of the Pullman Co. walked off the job initiating the Pullman Strike. Thirty people were killed as a result of the strikes and sabotage. At the conclusion of the strike, perhaps due to a loss of pride, Pullman's company town was never the same."}
+{"text":"In February 1904, the Pullman Company was given a court order to sell the company town but delayed compliance until 1907. Today, Pullman is a Chicago neighborhood, and a historical landmark district on the state, National Historic Landmark and National Register of Historic Places lists."}
+{"text":"In 2014, the National Park Service initially considered the concept of turning Pullman into a new, urban National Park."}
+{"text":"On February 19, 2015, Pullman's company town was established as a National Monument by President Barack Obama."}
+{"text":"The Pullman Company operated several facilities in other areas of the US. One of these was the Pullman Shops in Richmond, California, which was linked to the mainline tracks of both the Southern Pacific and the Santa Fe, servicing their passenger equipment from throughout the Western US. The main building of the Richmond Pullman Shops still exists, as does the thoroughfare it's located on: Pullman Avenue."}
+{"text":"The Pullman Company was also noted for its porters. The company hired black men almost exclusively for the porter positions (Men of Filipino descent were primarily hired for club car service positions). Although a porter's occupation was menial in some respects, it offered better pay and security than most jobs open to African Americans at the time, as well as an opportunity to travel the country. Many credit Pullman porters as significantly contributing to the development of America's black middle class. In 1925, Pullman porters became unionized as the Brotherhood of Sleeping Car Porters (BSCP), founded by A. Philip Randolph. At one time Pullman was the largest employer of African Americans in the United States."}
+{"text":"Pullman's streetcar building period lasted from 1891 until 1951. The company one was one of just three builders (and one of only two in the U.S.) of the PCC streetcar, a standardized type of streetcar purchased by numerous North American transit systems between 1936 and 1952 and nearly 5,000 of which were constructed. Pullman built the body of the very first all-new PCC car, a prototype called \"model B\", in 1934, but the first production-series Pullman PCC cars were not built until 1938 (and delivered in early 1939). The St. Louis Car Company captured about 75% of the U.S. market for PCC cars, with the balance of around 25% being supplied by Pullman."}
+{"text":"Edwin Harrison McHenry (January 25, 1859 \u2013 August 21, 1931) was the fourth vice-president of the New York, New Haven and Hartford Railroad and first vice-president of the Consolidated Railway of Hartford, Connecticut. Prior to joining the New Haven, McHenry had been chief engineer and a receiver of the Northern Pacific Railway and later the chief engineer of the Canadian Pacific Railway."}
+{"text":"He was born in Cincinnati, Ohio on January 25, 1859. He attended the Pennsylvania Military College at Chester, Pennsylvania."}
+{"text":"He first started working on the railroad in 1883 as a rodman doing surveying on the Black Hills branch of the Northern Pacific Railroad. He progressed from rodman to chainman, draftsman, leveler, transitman, assistant engineer, division engineer, principal assistant engineer, and from November 1, 1893 to January 1, 1896, he was the chief engineer."}
+{"text":"Starting on October 1, 1904 he was the first vice-president of the Consolidated Railway. He was also in charge of construction, operation and maintenance of the trolley lines owned by the New York, New Haven and Hartford Railroad. He was the fourth vice-president, New York, New Haven and Hartford Railroad, in charge of the electrical department."}
+{"text":"While working for the Northern Pacific, McHenry performed two notable engineering feats, and made one memorable marketing suggestion:"}
+{"text":"McHenry died on August 21, 1931 in Ardmore, Pennsylvania."}
+{"text":"McHenry, North Dakota was named by the Northern Pacific for him. Frances, Washington was named by McHenry for his wife, whose middle name was Frances."}