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Pennsylvania Railroad
| Name | Pennsylvania Railroad |
| Ortssitz | Pittsburgh (Pa.) |
| Art des Unternehmens | Eisenbahngesellschaft |
| Anmerkungen | Zumindest die Western Division ist in Pittsburgh. Seit 1968 Teil der "Penn Central". |
| Quellenangaben | [Philadelphia and popular Philadelphians (1891) 239] |
| Zeit |
Ereignis |
| 13.04.1846 |
Gesetz zur Gründung der Eisenbahngesellschaft |
| 1847 |
John Edgar Thomson wird erster Präsident |
| 1849 |
Baldwin braut drei Lokomotiven der Achsfolge 2'1A (wie im selben Jahr für die "Vermont Central Railroad"), aber mit Zylindern von 14 x 20 Zoll und Antriebsräder mit 6 Fuß Durchmesser, die "Mifflin", "Blair" und "Indiana" werden für die Bahngesellschaft. Sie wiegen jede etwa 47.000 Pfund, die sich wie folgt verteilen: 18.000 Pfund auf die Treibräder, 14.000 auf den Radsatz vor der Feuerkammer und 15.000 Pfund auf das Drehgestell. Durch das Anlegen des Hebels kann das Gewicht auf die Treibräder auf etwa 24.000 Pfund gesteigert werden, das auf die Räder vor dem Feuerraum ist entsprechend reduziert. Eine Geschwindigkeit von 4 Meilen in 3 Minuten (= 128 km/h) wird für se berichtet, und bei einer Gelegenheit wird der Sonderzug für Präsident Taylor über eine Strecke mit einer dieser Maschinen mit einer Geschwindigkeit von 60 Meilen pro Stunde (= 96 km/h) befördert. |
| 01.09.1849 |
Der erste, 61 Meilen lange Abschnitt der Pennsylvania Railroad von Harrisburg nach Lewistown geht in Betrieb |
| 1850 |
Mit 14 Jahren wechselt Carnegie zu einem Telegraphenamt in Pittsburgh und lernt dort das Telegraphieren und beliefert alle wichtigen Firmen der Stadt mit Telegrammen; bald kennt er das Pittsburgher Geschäftsleben ganz genau. 1851 wird er Vollzeit-Telegraphist, alsbald gilt er als der beste in der Stadt. Dort wird auch der Leiter der Western Division der Pennsylvania Railroad Thomas A. Scott auf die Fähigkeiten Carnegies aufmerksam und macht den 17jährigen zu seinem Sekretär. Carnegie steigt im Unternehmen auf und erreicht die Position des Leiters des Eisenbahnbereichs Pittsburgh. |
| 17.09.1850 |
Eröffnung der Strecke nach Mountain House der Pennsylvania Railroad |
| Aug. 1851 |
21 Meilen der Strecke nach Johnstown sind fertiggestellt |
| Febr. 1852 |
J. Edgar Thomson, Präsident der "Pennsylvania Railroad Company", bittet um Vorschläge für eine Reihe von Güterzuglokomotiven mit einem Gewicht von jeweils 56.000 Pfund. Sie sollen dafür eingerichtet sein, Steinkohle zu verbrennen und drei gekuppelte Achsen und ein Vorlaufdrehgestell mit einer oder zwei Achsen haben. Baldwin sichert sich den Vertrag und baut zwölf Maschinen der vorgeschriebenen Abmessungen, nämlich Zylinder von 18 x 22 Zoll; Treibräder mit 44 Zoll Durchmesser, mit Hartguß-Reifen. Einige davon werden mit einachsigen Vorlaufgestellen, aber hinter den Zylindern. Es stellt sich jedoch im Betrieb heraus, daß die beiden Vorlaufräder mit 18.000 oder 19.000 Pfund belastet sind, was als zu viel beanstandet wird. |
| 10.12.1852 |
Die durchgehende Strecke der Pennsylvania Railroad von Pittsburgh nach Philadelphia ist fertig |
| 1854 |
Der Teilhaber von Baldwin, Metthew Baird, macht Versuche mit Feuerschirmen aus Blech zur Verbesserung der Verbrennung bei Anthrazitfeuerung bei Lokomotiven der "Germantown and Norristown Railroad". Daraufhin führt er den Feuerschirm aus feuerfesten Steinen bei zwei Lokomotiven für die "Pennsylvania Railroad" ein. Die Einrichtung bewährt sich sehr. |
| 1856/57 |
Baldwin baut vier Lokomotiven "Tiger", "Leopard", "Hornet" und "Wesp" mit geraden Kesseln und zwei Domen |
| 1861-1865 |
Als Scott (Pennsylvania Railroad) im Amerikanischen Bürgerkrieg stellvertretender Kriegsminister wird, geht Carnegie mit ihm nach Washington, D.C. und arbeitet als seine rechte Hand. Ein Teil von Carnegies Aufgabe besteht darin, das militärische Telegraphensystem zu organisieren. |
| 1861 |
Nach Kriegsende beerbt Andrew Carnegie Thomas A. Scott als Leiter der Western Division der Pennsylvania Railroad. Geschickt investiert Carnegie in mehrere Unternehmen, darunter mehrere Eisenhütten und Eisenwerke. Die wichtigste Investition davon ist ein 20%iger Anteil an "Keystone Bridge". Bei regelmäßigen Besuchen in Großbritannien bemerkt er die schnelle Entwicklung in der Eisenindustrie. Beeindruckt ist er von Henry Bessemers Umwandler von Eisen in Stahl. |
| 1861 |
Baldwin baut erstmals stählerne Feuerbüchsen in Lokomotiven ein, wofür englischer Temperstahl verwendet wird |
| Jan. 1862 |
Die Baldwin-Lokomotiven Nr. 231 und 232 erhalten stählerne Feuerbüchsen aus amerikanischem Gußstahl, der sich bewährt |
| 1868 |
Es werden wieder gerade Kessel mit zwei Domen eingeführt, die 1856 erstmals eingesetzt wurden. Bis etwa 1880 die umfaßt das Produktionsprogramm sowohl den Waggonkessel mit Einzeldom und der gerade Kessel mit einer oder zwei Domen. Schon seit 1880 ist die Verwendung von zwei Domen außergewöhnlich, sowohl Top- als auch Straight-Boiler werden mit einem Dom gebaut. |
| 1868 |
Es wird eine Lokomotive mit 3 1/2 feet Spurweite für die "Averill Coal and Oil Company of West Virginia" gebaut. Es ist die erste Schmalspurlokomotive des Werks |
| Aug. 1868 |
Bei Baldwin werden Rauchrohre aus Stahl erstmals an Güterzuglokomotiven Nr. 211, 338 und 368 für die Pennsylvania Railroad eingesetzt |
| 1869 |
Bau von drei Lokomotiven mit 3 1/2 feet Spurweite für die "Uniao Valenciana Railway" in Brasilien als erste Baldwin'sche Schmalspurlokomotive für Reise- und Güterzugbetrieb |
| Mai 1877 - Juli 1878 |
Charles Conrad Schneider konstruiert auch die Rockville Bridge über den Susquehanna River bei Harrisburg, Pa. |
| 1905 |
Einführung der Walschaerts-Steuerung bei verschiedenen amerikanischen Eisenbahnen, so bei einer großen Zahl der von Baldwin gebauten Lokomotiven der Pennsylvania Railroad und bei 38 Lokomotiven fünfachsigen Lokomotiven der "Chicago, Rock Island and Pacific Railway" |
| ab 10.10.1905 |
Baldwin baut bis zum 22. November des Jahres 160 "Consolidation"-Lokomotiven für die Bahn |
| 1968 |
Zusammenschluß mit der "New York Central Railroad" zur "Penn Central" |
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Kommentar |
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Zeit = 1: Zeitpunkt unbekannt
| ZEIT | 1891 |
| THEMA | Beschreibung |
| TEXT | In a country which can boast of a larger mileage of railroads than any other nation on the face of the globe, the Pennsylvania Railroad owns and controls by far the largest area and it is safe to say that it is the largest and richest corporation in the world. It has been an incalculable benefit to the State of Pennsylvania and it has by its enterprise and push reached out its arms until it carries civilization and commerce to the cities and seaports of the far West and the sunny South. This wonderful and gigantic organization has reached its power and marvellous height of prosperty within the short space of half a century. It was first suggested and advocated at a public meeting held in the Chinese Museum in this city in 1845, but the plans did not materialize until nearly a year later. The act of incorporation for the Pennsylvania Railroad Company was passed on April 13, 1846. The capital was fixed at 7.500.000 with the privilege of increasing it to 10.000.000 and the plan was for a road to be built to connect with the Harrisburg, Portsmouth, Mount Joy and Lancaster Railroad and to run to Pittsburg or to Erie. Little confidence was placed in the scheme at first, and a house to house canvass was made to obtain the necessary capital to start the operation. At last, on February 25, 1847, Governor Shunk granted the Charter and the Pennsylvania Railroad Company became an actual fact. John Edgar Thomson, who had been the prime mover and who acted as Chief Engineer of the line was made the first President, and entered upon his duties in the early part of the year 1847. In the same year the City of Philadelphia subscribed 2.500.000 and the County of Allegheny 1.000.000. Work was at once started and by the energy of Mr. Thomson the line was soon completed in sections. On September 1, 1849, the first division, extending from Harrisburg to Lewistown, a distance of sixty-one miles, was opened. A year later, on September 17, 1850, the line to Mountain House was opened, and connection thereby made with the State Portage Road over the Alleghenies. In August, 1851, twenty-one miles west from Johnstown were finished, and on December 10, 1852 cars were run through from Philadelphia to Pittsburg. The road, under the personal supervision of Mr. Thomson, was constructed in the best manner possible and with all the modern improvements. It was then and it is now the most perfect line in America, if not in the world. This great work was not completed, however, without encountering and overcoming many difficulties and obstacles. The taxes demanded by the State were burdensome and when the line was completed the original shareholders, tired of waiting for a return of their investments, demanded the sale of the road and a division of the money realized. At length after a long fight with the Legislature and the original shareholders, and repeated demands for the repeal of the tonnage tax, on August 1, 1857, the Governor by proclamation transferred the main line to the Pennsylvania Railroad Company for the sum of 9.000.000, and with relief from all taxes on tonnage or freight carried over the road. This unfortunately did not end the trouble as the Supreme Court declared the act of the Governor unconstitutional. The Company then declined to pay the tonnage tax and held it for further legal deliberation. After six years of litigation the matter was finally settled by the Pennsylvania agreeing to pay 13.570.000 for the purchase of the main line
and the repeal of all taxes. The Company now had for the first time a clear field before it and President Thomson devoted all his energies to improving the line and increasing its ramifications by the gradual acquisition of branch lines and extensions. During the war the various lines of the Company were placed at the disposal of the Government and proved a valuable means of transporting troops. Colonel Thomas A. Scott, Vice President of the Company, for his services and activity, was made Assistant Secretary of War and was one of the most trusted colleagues of President Lincoln. At the close of the war the executive again devoted its attention to improvements and extensions. In 1864 it introduced steel rails all along the lines, and developed their manufacture in this country until some of the largest steel works in the world were built up. Many new lines were also leased, the principal acquisitions being in 1864, when connecting lines were laid from Pittsburgh to the West and the construction of roads was continued until the Pennsylvania Road possessed the most complete western connections on the continent, and its facilities for the expeditious and economic movement of passengers and freight became superior to any other line. On December 1, 1871, the Company obtained a direct line to New York by leasing the united Companies of New Jersey for a term of 999 years, and in 1873 by acquiring the Northern Central Road and completing the Baltimore and Potomac Railroad a direct line to Washington through Baltimore was obtained. The Company sustained a severe loss on May 27, 1874, by the death of President Thomson who had so wisely guided the affairs of the corporation through all its troubles and tribulations, and who had lived to see his great project fairly launched on the full tide of prosperty and success. Colonel Thomas A. Scott was elected to the Presidential chair aud he brought the Company to the pinnacle of its wonderful career. In June, 1880, he resigned his high position on account of ill health and was succeeded by the present incumbent, Mr. George B. Roberts, who has proved himself capable of continuing the great work done by his two distinguished predecessors. Such is the brief history of one of the greatest corporations of the world. From a comparatively humble beginning it has developed and grown until its powers are well nigh illimitable and its wealth incalculable. Some idea of the magnitude of the operations of the company at the present time can be gleaned by the facts stated in the last report of the Board of Directors. The lines embraced in the system composed in the three divisions operated by the company east of Pittsburgh and Erie, - the Pennsylvania Railroad Division, the United Railroads of New Jersey, including the Delaware and Raritan Canal, and the Philadelphia and Erie Railroad, - cover an aggregate of 2.435 miles of railroad and 66 miles of canal. Then there are the branches, West Jersey and Camden and Atlantic; Philadelphia, Wilmington and Baltimore; Northern Central, Northwest System, Southwest System, Grand Rapids and Indiana, and Cincinnati, Richmond and Fort Wayne. In forty-four years the system has grown until it is now composed of 120 corporations, nearly all in good financial condition, and representing nearly 8.000 miles of railroad and canal; with a bonded capital of over 700.000.000, which, in 1890, earned more than 133.000.000 gross, moved over 137.000.000 tons of freight, and 84.000.000 passengers, aud requires nearly 50.000 cars for transportation. Its workshops cover an
area of over 700 acres and it employs an army of 100.000 employees, many of them mechanics and experts of the highest skill. It has developed mines, created manufactories and established commerce and it hesitates at no project, however stupendous, which has for its object the good of the country and the people. The constitution of the executive staff at the present time is as follows: President, George B. Roberts; First Vice-President, Frank Thomson; Second Vice-President, J. N. Du Barry; Third Vice-President, John P.Green; Treasurer, Robert W. Smith; General Solicitor, John Scott; Secretary, John C. Sims; Directors, George B. Roberts, Alexander M. Fox, Alexander Biddle, N. Parker Shortridge, Henry D. Welsh, William L. Elkins, H. H. Houston, A. J. Cassatt, C. A. Griscom, B. B. Comegys, Amos R. Little, W. H. Barnes, George Wood, Frank Thomson, J. N. Du Barry, and John P. Green. Notwithstanding the many thousands of work people in the pay of the company, the officers have at all times carefully looked after the welfare of those under them. The Pennsylvania Railroad is the only corporation which has a regularly established relief and saving fund and both institutions have thrived and prospered wonderfully. The Employees' Relief Fund has a membership of 24.984,
and during the year the large sum of 440.103.83 was paid out for death benefits and for sickness and accidents. The Employees' Saving Fund is also a very popular institution. The number of depositors in 1890 was 2.590 and the amount of deposits aggregated 344.152. It is the spirit that thus looks after the well-being of its dependents that has helped to bring the Pennsylvania Railroad to the exalted position its holds both in the commercial world and as a well managed and perfectly equipped corporation. In the space allotted to this sketch full justice cannot be done to so great an undertaking, but it is a fact that the Pennsylvania Railroad has been one of the principal levers to raise the State from which it takes its name to importance and wealth, and it has been a great factor in beautifying and improving the good City of Philadelphia. |
| QUELLE | [Philadelphia and popular Philadelphians (1891) 239] |
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