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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.
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.
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.
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.
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.
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.)
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.
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.
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.
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.
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.
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.
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.
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.
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:
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
On January 22, 2015 at approximately 10:10 p.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."
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.
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.
, 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.
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.
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.
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.
The People Mover is owned and operated by the Detroit Transportation Corporation, an agency of the Detroit city government.
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.
Work cars are not maintained or owned by DPM, but by contractors:
Each station displays artwork created by various artists. Art was completed with the system opening in 1987 unless otherwise noted:
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.
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 kyūkō" trains in Japan regardless of the translation by the operators. This term also includes terms with "limited express" in them, such as .
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.
Until 1972, the "Hikari" on the Tōkaidō 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.
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).
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).
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.
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.
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.
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".
, 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.
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.
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 "Peñafrancia 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.
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".)
The B and O Railroad's Capitol Limited
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.
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.
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.
The term "Limited Express" is 특급 (特急, "Teukgeup") in Korean. Limited express trains stop at fewer stations than regular express trains (급행, 急行, "Geuphaeng").
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.
At its peak in the early 20th century, its cars accommodated 26 million 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.
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.
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.
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.
The original Pullman Palace Car Co. had been organized on February 22, 1867.
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."
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.
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.
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.
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 million.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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 – 4½ %.
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.
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."
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.
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.
In 2014, the National Park Service initially considered the concept of turning Pullman into a new, urban National Park.
On February 19, 2015, Pullman's company town was established as a National Monument by President Barack Obama.
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.
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.
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.
Edwin Harrison McHenry (January 25, 1859 – 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.
He was born in Cincinnati, Ohio on January 25, 1859. He attended the Pennsylvania Military College at Chester, Pennsylvania.
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.
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.
While working for the Northern Pacific, McHenry performed two notable engineering feats, and made one memorable marketing suggestion:
McHenry died on August 21, 1931 in Ardmore, Pennsylvania.
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.

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