Light at the End of the Tunnel: A TL of the American Railroad
- Thread starter Duke Andrew of Dank
- Start date
Err.. what?
Steam locomotives pulled some of the fastest passenger trains around, until electrification, no?
Diesel wins on cost and probably energy efficiency, and versatility - steam has a very tough time getting moving as I understand it. But speed? Surely that was the last niche that steam competed in.
No?
Bad news fellas. Writer's block.
I will have to spend some time deciding what my TL does next for a while. That said, it just might be more electrification.
I will have to spend some time deciding what my TL does next for a while. That said, it just might be more electrification.
Boston Tunnel: Linking the Northeast Corridor Completely
From the beginning of rail service, travelers going through Boston had to leap from North Station to South Station and vice versa to reach the next leg of their journey. Eventually, the New Haven and Boston & Maine both sought to remedy these complaints, and met with city council to agree on a solution.
The ultimate proposition was a rail tunnel, or pair of tunnels, that would connect North Station and South Station in downtown Boston, Massachusetts. New underground stations would be constructed near both existing stations. The route between the two stations is about 1.5 miles (2.4 km) long, but additional tunneling would be required to connect with existing surface lines. The Pennsylvania Railroad, under the helm of Martin Clement, agreed with the plan. Reasoning that it could bring their trains up to Maine, and B&M trains down to DC, then RF&P and N&W tracks to Richmond and Norfolk.
Construction on the tunnel began in March 1949. It was agreed that the most cost-effective option would be simply building the tunnel with not stations for the time being. Due to the underground nature, both and diesel operation were out of the question. As such, it was decided that it would be built using a 41-foot tunnel 125 ft below the surface, and with a cut-and-cover used in Fort Point Channel. Underground South Station would be built in Fort Point Channel, east of surface station. Being the cheapest option, everyone involved decided it was the best choice for the time being.
The tunnel was completed in October 1951 to much fanfare. Later revisions would include a station in the middle section for commuters in the area. Of course, further revisions later in the 20th and 21st centuries would be prominent. But for the time being, the Boston Tunnel was truly a major upgrade for the commuters and passenger trains of Boston when going north to south, or vice-versa.
The ultimate proposition was a rail tunnel, or pair of tunnels, that would connect North Station and South Station in downtown Boston, Massachusetts. New underground stations would be constructed near both existing stations. The route between the two stations is about 1.5 miles (2.4 km) long, but additional tunneling would be required to connect with existing surface lines. The Pennsylvania Railroad, under the helm of Martin Clement, agreed with the plan. Reasoning that it could bring their trains up to Maine, and B&M trains down to DC, then RF&P and N&W tracks to Richmond and Norfolk.
Construction on the tunnel began in March 1949. It was agreed that the most cost-effective option would be simply building the tunnel with not stations for the time being. Due to the underground nature, both and diesel operation were out of the question. As such, it was decided that it would be built using a 41-foot tunnel 125 ft below the surface, and with a cut-and-cover used in Fort Point Channel. Underground South Station would be built in Fort Point Channel, east of surface station. Being the cheapest option, everyone involved decided it was the best choice for the time being.
The tunnel was completed in October 1951 to much fanfare. Later revisions would include a station in the middle section for commuters in the area. Of course, further revisions later in the 20th and 21st centuries would be prominent. But for the time being, the Boston Tunnel was truly a major upgrade for the commuters and passenger trains of Boston when going north to south, or vice-versa.
News for January 1949
Proposed Santa Fe + Frisco Merger in Tug of War with Burlington; Milwaukee Road and Southern Pacific Also Enter Disputes
For several months, the Santa Fe and St. Louis - San Fransisco have been in enthusiastic talks to merge with one another. A previous attempt had been thwarted in the 1800s, though an abandoned consolidation act from the Inter-war Period apparently would have allowed, even mandated, a merger between the two. The Santa Fe's motivation for merging is relatively simple, gaining an entrance into St. Louis and the markets in said area. In addition, the Frisco's mainline to Memphis and the Deep South has been seen by Santa Fe as an excellent opportunity for interchange with the railroads of the Southeast. Indeed, as it is the two railroads transfer plenty of traffic from St. Louis and Birmingham at Avard, Oklahoma for continued journeys to the West Coast.
However, the Chicago, Burlington, & Quincy has recently lobbied to try and gain some say in the matter. Arguing that the western half of the Frisco's network and Santa Fe's network parallels each other too closely. Not helping is their desire to better link themselves with the Colorado & Southern Railroad, a long time subsidiary of theirs. An additional can of worms has been opened thanks to the Hill Roads' main competitor, the Milwaukee Road. Whose management feels a CBQ+GN+NP+SLSF merger would place them at an unfair advantage at the Milwaukee's expense.
Last but far from least is the opinion of Santa Fe's main rival, the Southern Pacific. Who argues that should Santa Fe be allowed to acquire the Frisco, it would only be fair for them to acquire the majority of the Rock Island. Regarding their subsidiary St. Louis Southwestern "Cotton Belt" and the Rock Island's line in Arkansas being parallel, SP argue that these lines could be used to create a St. Louis - New Orleans line for themselves to use.
No one really has an answer to what will happen in the end. But just how big the final outcome is depends on who the government agrees with. Indeed, one could say the Frisco may be the last railroad standing if merger talks stay heated.
- St. Louis Post-Dispatch; January 5
Southern to Electrify Main Line to Chattanooga
The Southern's main line from Cincinnati to Chattanooga has long been an important artery on their network. But from an operational standpoint the Southern has for years seen a steady increase in traffic. Beyond daylighting or bypassing original tunnels, however, the Southern was historically limited to the size of the locomotives able to operate the line due to asphyxiation and heat problems. This is why the railroad operates some of the only Garratts in the United States from the 1930s to the present.
However, the new solution has been proposed, the use of electricity as the main form of motive power, spurred by the Southern's hope to move larger and heavier freights over the line. As of now, the Southern has entered talks with General Electric to build several modified version of GE engines for the Virginian Railroad. Which would hopefully be modified to operate at higher speeds on major freight services. So far, the Southern management plans to first reduce the number of tunnels where possible. As such, the electrification has been confirmed to start on the region from Chattanooga to Oneida, Tennessee.
- The Cincinnati Enquirer; January 10
Paramount to Release DC Theatrical Adaptations; Warner Bros. in Cahoots with Dr. Seuss
After the success of Universal's The Wind In The Willows, the first successful non-Disney animated film, several other studios have chose to throw their hat in the ring.
Paramount, owners of the Fleischer animation library, have announced their intentions to feature of a film continuation of the Fleischer's Superman series. Based on the character by DC Comics, the character's film is to be an origin story about his early life. As well as how he met Lois Lane, and his first confrontation with buisinessman Lex Luthor. The film will feature the cast of the theatrical shorts reprising their roles. But also includes voice acting novice Daws Butler as Jimmy Olsen, although a voice for Lex Luthor has not yet been discovered. Paramount also intends to adapt Batman in a similar matter if the film is enough of a success.
Warner Bros. has also thrown its hat in the ring. Placing new director Chuck Jones and children's writer Dr. Seuss in charge of creating several films. So far, Jones and Seuss have expressed plans to try and make these child-friendly satires of real-life events.
- Esquire; January 1949
OOC: Special thanks to @WaterproofPotatoes, @Republic of Michigan, and @SsgtC. Whose critiques inspired the first article in this post.
For several months, the Santa Fe and St. Louis - San Fransisco have been in enthusiastic talks to merge with one another. A previous attempt had been thwarted in the 1800s, though an abandoned consolidation act from the Inter-war Period apparently would have allowed, even mandated, a merger between the two. The Santa Fe's motivation for merging is relatively simple, gaining an entrance into St. Louis and the markets in said area. In addition, the Frisco's mainline to Memphis and the Deep South has been seen by Santa Fe as an excellent opportunity for interchange with the railroads of the Southeast. Indeed, as it is the two railroads transfer plenty of traffic from St. Louis and Birmingham at Avard, Oklahoma for continued journeys to the West Coast.
However, the Chicago, Burlington, & Quincy has recently lobbied to try and gain some say in the matter. Arguing that the western half of the Frisco's network and Santa Fe's network parallels each other too closely. Not helping is their desire to better link themselves with the Colorado & Southern Railroad, a long time subsidiary of theirs. An additional can of worms has been opened thanks to the Hill Roads' main competitor, the Milwaukee Road. Whose management feels a CBQ+GN+NP+SLSF merger would place them at an unfair advantage at the Milwaukee's expense.
Last but far from least is the opinion of Santa Fe's main rival, the Southern Pacific. Who argues that should Santa Fe be allowed to acquire the Frisco, it would only be fair for them to acquire the majority of the Rock Island. Regarding their subsidiary St. Louis Southwestern "Cotton Belt" and the Rock Island's line in Arkansas being parallel, SP argue that these lines could be used to create a St. Louis - New Orleans line for themselves to use.
No one really has an answer to what will happen in the end. But just how big the final outcome is depends on who the government agrees with. Indeed, one could say the Frisco may be the last railroad standing if merger talks stay heated.
- St. Louis Post-Dispatch; January 5
Southern to Electrify Main Line to Chattanooga
The Southern's main line from Cincinnati to Chattanooga has long been an important artery on their network. But from an operational standpoint the Southern has for years seen a steady increase in traffic. Beyond daylighting or bypassing original tunnels, however, the Southern was historically limited to the size of the locomotives able to operate the line due to asphyxiation and heat problems. This is why the railroad operates some of the only Garratts in the United States from the 1930s to the present.
However, the new solution has been proposed, the use of electricity as the main form of motive power, spurred by the Southern's hope to move larger and heavier freights over the line. As of now, the Southern has entered talks with General Electric to build several modified version of GE engines for the Virginian Railroad. Which would hopefully be modified to operate at higher speeds on major freight services. So far, the Southern management plans to first reduce the number of tunnels where possible. As such, the electrification has been confirmed to start on the region from Chattanooga to Oneida, Tennessee.
- The Cincinnati Enquirer; January 10
Paramount to Release DC Theatrical Adaptations; Warner Bros. in Cahoots with Dr. Seuss
After the success of Universal's The Wind In The Willows, the first successful non-Disney animated film, several other studios have chose to throw their hat in the ring.
Paramount, owners of the Fleischer animation library, have announced their intentions to feature of a film continuation of the Fleischer's Superman series. Based on the character by DC Comics, the character's film is to be an origin story about his early life. As well as how he met Lois Lane, and his first confrontation with buisinessman Lex Luthor. The film will feature the cast of the theatrical shorts reprising their roles. But also includes voice acting novice Daws Butler as Jimmy Olsen, although a voice for Lex Luthor has not yet been discovered. Paramount also intends to adapt Batman in a similar matter if the film is enough of a success.
Warner Bros. has also thrown its hat in the ring. Placing new director Chuck Jones and children's writer Dr. Seuss in charge of creating several films. So far, Jones and Seuss have expressed plans to try and make these child-friendly satires of real-life events.
- Esquire; January 1949
OOC: Special thanks to @WaterproofPotatoes, @Republic of Michigan, and @SsgtC. Whose critiques inspired the first article in this post.
An early full length feature film animated Superman? That sounds pretty great for building a tradition of animated movies wider than Disney fairytales. Nice.
Are all the electrifications compatible? I'm guessing that it's not mandated to be so? Or has the FRA set a standard?
Getting the Boston N-S tunnel built that early will sure change the evolution of commuter rail in the region. Very nice even if the tunnel isn't perfect. 70 years should mean enough time for real substantial improvements to be made by now.
Don't know nearly enough to comment on the mergers.
Are all the electrifications compatible? I'm guessing that it's not mandated to be so? Or has the FRA set a standard?
Getting the Boston N-S tunnel built that early will sure change the evolution of commuter rail in the region. Very nice even if the tunnel isn't perfect. 70 years should mean enough time for real substantial improvements to be made by now.
Don't know nearly enough to comment on the mergers.
Indeed. Universal also threw its hat in the ring with Wind In The Willows.
Not now. But that is likely to change as more and more electrified railroad lines overlap.
Indeed. Mainly in the form of a station in the middle for commuters.
The only thing I will say is that I am dead set on Santa Fe + Frisco taking place in the end. The main question to me is how to deal with C&S and creating further justifications for it to take place. Beyond of course what was already good reasons.Don't know nearly enough to comment on the mergers.
ATSF's Plan B: The Rock Island Cut-up
February 14, 1949
Albuquerque, NM
Santa Fe president Fred G. Gurley stood at the front of a table with other executives in the company. In front of him was a large board, and beside him were several maps he intended to use to show off his newest proposal.
"Good morning, everyone." said Gurley nervously. "I know you are still unhappy our merger with the Frisco may be derailed. But I have a solution to that if it is."
"Mr. Gurley." said one stakeholder, "You do understand that as it is, the ICC does not seem to care for the Burlington's opinion. Right?"
"Yes." said Gurley calmly. "But just because it probably will happen anyway doesn't mean we can forget about making a Plan B. That is why I bought this map in..."
The map was revealed to be one of the Rock Island line. Gurley then got out several different colored markers.
"This." he said. "Is my backup plan. I propose if we don't get the Frisco after all, we present a plan to split the rock among several of our neighbors."
Gurley then highlighted various sections of the map for all to see. Blue for the ATSF itself, Purple for Rio Grande, Red for Union Pacific, and Green for Southern Pacific. When he was done, he presented the map.
"You see." he explained, "We would present the idea of splitting up the Rock Island so we get the line from Amarillo to Memphis. The UP would get the Chicago to Omaha line, Rio Grande the line from the Midwest to Colorado, and the SP would get the line from New Mexico to Minnesota through Kansas City and Des Moines."
Murmurs in the crowd suggested a lukewarm response.
"I assure you." continued Gurley. "That I for one will fight tooth and nail to make sure we merge with the Frisco. But like I said before, we always should have a Plan B."
Gurley felt more upbeat when the crowd sympathized with his desire for a Plan B. But all knew a Frisco merger was still the most desirable option. All just hoped that the Milwaukee Road's own protests would give them enough of an advantage to pull through. No matter if none of them lived to see the dream merger happen.
Albuquerque, NM
Santa Fe president Fred G. Gurley stood at the front of a table with other executives in the company. In front of him was a large board, and beside him were several maps he intended to use to show off his newest proposal.
"Good morning, everyone." said Gurley nervously. "I know you are still unhappy our merger with the Frisco may be derailed. But I have a solution to that if it is."
"Mr. Gurley." said one stakeholder, "You do understand that as it is, the ICC does not seem to care for the Burlington's opinion. Right?"
"Yes." said Gurley calmly. "But just because it probably will happen anyway doesn't mean we can forget about making a Plan B. That is why I bought this map in..."
The map was revealed to be one of the Rock Island line. Gurley then got out several different colored markers.
"This." he said. "Is my backup plan. I propose if we don't get the Frisco after all, we present a plan to split the rock among several of our neighbors."
Gurley then highlighted various sections of the map for all to see. Blue for the ATSF itself, Purple for Rio Grande, Red for Union Pacific, and Green for Southern Pacific. When he was done, he presented the map.
"You see." he explained, "We would present the idea of splitting up the Rock Island so we get the line from Amarillo to Memphis. The UP would get the Chicago to Omaha line, Rio Grande the line from the Midwest to Colorado, and the SP would get the line from New Mexico to Minnesota through Kansas City and Des Moines."
Murmurs in the crowd suggested a lukewarm response.
"I assure you." continued Gurley. "That I for one will fight tooth and nail to make sure we merge with the Frisco. But like I said before, we always should have a Plan B."
Gurley felt more upbeat when the crowd sympathized with his desire for a Plan B. But all knew a Frisco merger was still the most desirable option. All just hoped that the Milwaukee Road's own protests would give them enough of an advantage to pull through. No matter if none of them lived to see the dream merger happen.
ALCO DSL-30: The Passenger Train of the Future
"THE WATER LEVEL ROUTE; THE ULTIMATE LEVEL OF COMFORT, THAT'S FOR SURE!"
- The NYC's first advertisement for the Watchman, the first in a series of what would become their iconic Night Trains that appealed to many different kinds of travellers.
During the late 1940s, many railroads sought to improve their image in the fact of mainly roads as the shorter distance transport method.
The first major step in improving the image of passenger was an idea created by ALCO. A diesel-powered trainset which was built to be used on both intercity and long-distance services, as a top speed of 200 kph. Of course on late 1940s rails this speed was unattainable. But the train set still held promise. Something many Northeastern Railroads saw quickly.
The first DSL-30 was built for the New York Central to use on their lines in Upstate New York.
Almost immediately, the New York Central ordered their first examples for trial. Initially placing them in service on the Emperor, a partnership with Canadian Pacific to haul passenger from New York to Toronto via Upstate. However, the NYC saw the transet's potential for bigger operations. As such, they ordered several more sets for use on the then-upcoming Watchman. A night train with a first-class restaurant on board, it was meant for business travelers to get on in New York. Then they would enjoy dinner on board as the train ran through Upstate, then they would sleep most of the way to Chicago, and eat a very good breakfast on the as it rolled through northern Indiana for its final miles into Chicago. As if to make the point, the Watchman's sleeping cars came with showers and a robe service, so that riders could feel good and refreshed when they got off the train at either end of the route. The train was an almost immediate success, and soon after NYC introduced a counterpart for travelers from Cincinnati, OH.
NYC was not the only railroad to operate the DSL-30 on such routes. The Baltimore & Ohio jumped at the sight of the DMU design. Ultimately making plans to replace the original EMD E units and normal coaches from their Chicago - New York streamliner the Capitol Limited. The first of the B&O's units came in March 1949, and was tested on the mainline from Washington DC to Pittsburgh, PA via Cumberland, MD. Again, they proved themselves to be marvelous things, and another pair was ordered so both could work on the Capitol Limited. The likewise proved themselves successful, and worked on the train for many years.
Many more railroads would get similar ideas. However, not all would be using diesel. Rather many, like Southern Pacific, Milwaukee Road, Illinois Central, and even the NYC itself later on, would harness the power of electricity.
OOC: Special thanks to @TheMann, @Lucas and @WaterproofPotatoes for the ideas present in this post.
- The NYC's first advertisement for the Watchman, the first in a series of what would become their iconic Night Trains that appealed to many different kinds of travellers.
During the late 1940s, many railroads sought to improve their image in the fact of mainly roads as the shorter distance transport method.
The first major step in improving the image of passenger was an idea created by ALCO. A diesel-powered trainset which was built to be used on both intercity and long-distance services, as a top speed of 200 kph. Of course on late 1940s rails this speed was unattainable. But the train set still held promise. Something many Northeastern Railroads saw quickly.
The first DSL-30 was built for the New York Central to use on their lines in Upstate New York.
Almost immediately, the New York Central ordered their first examples for trial. Initially placing them in service on the Emperor, a partnership with Canadian Pacific to haul passenger from New York to Toronto via Upstate. However, the NYC saw the transet's potential for bigger operations. As such, they ordered several more sets for use on the then-upcoming Watchman. A night train with a first-class restaurant on board, it was meant for business travelers to get on in New York. Then they would enjoy dinner on board as the train ran through Upstate, then they would sleep most of the way to Chicago, and eat a very good breakfast on the as it rolled through northern Indiana for its final miles into Chicago. As if to make the point, the Watchman's sleeping cars came with showers and a robe service, so that riders could feel good and refreshed when they got off the train at either end of the route. The train was an almost immediate success, and soon after NYC introduced a counterpart for travelers from Cincinnati, OH.
NYC was not the only railroad to operate the DSL-30 on such routes. The Baltimore & Ohio jumped at the sight of the DMU design. Ultimately making plans to replace the original EMD E units and normal coaches from their Chicago - New York streamliner the Capitol Limited. The first of the B&O's units came in March 1949, and was tested on the mainline from Washington DC to Pittsburgh, PA via Cumberland, MD. Again, they proved themselves to be marvelous things, and another pair was ordered so both could work on the Capitol Limited. The likewise proved themselves successful, and worked on the train for many years.
Many more railroads would get similar ideas. However, not all would be using diesel. Rather many, like Southern Pacific, Milwaukee Road, Illinois Central, and even the NYC itself later on, would harness the power of electricity.
OOC: Special thanks to @TheMann, @Lucas and @WaterproofPotatoes for the ideas present in this post.
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Actually, an overnight train allowing you to arrive in Chicago rested and ready to go? That could be VERY successful.
Make it reliable, smooth, and have the quality of on-board services fit the price, then I do believe it could be successful even if started today.
The current sleeper services going London - Scotland were having real issues with reliability last I heard. Leading to some customers saying they can't use it anymore.
The current sleeper services going London - Scotland were having real issues with reliability last I heard. Leading to some customers saying they can't use it anymore.
Indeed these trains are. Even though the DMUs will be demoted in favor of heavier equipment later.
Milwaukee Road: The Electric Avenue
Ever since the end of the Second world War, the Milwaukee Road was making a determined move to up the Hill Roads in terms of efficiency and success.
Part of this was the use of electrification over steam, a move which was majorly successful. However, a large gap in the system between Othello, WA and Avery, ID still remained. For this reason, the Milwaukee decided to try and bridge that gap.
The plans would go beyond that however, and the Milwaukee began plans to rebuild the entire thing. General electric, fresh off the early success the Rio Grande was enjoying from Denver to Grand Junction, made a deal with the Milwaukee. GE knew the Milwaukee Road's financial state was not the best, and agreed to front the money for the rebuild in return for GE equipment being used. For starters, GE would assist in rebuilding the Milwaukee's Little Joes to use the same 11 kV AC power used by the PRR and the Rio Grande. But with the Little Joe's occasional teething trouble, a better locomotive was still prepared for the drawing board.
The Virginian EL-2B physical appearance was similar to that of the EP-3500s. Though they had nothing on their Milwaukee versions.
That locomotive was the EP-3500 "Electric Power 3500" locomotive. These locomotives were very clearly based on the Virginian EL-2B that GE Erie built the year before. However, these engines were designed as being single-unit engines, thought many still worked back-to-back. The other clear difference from their original Virginian counterparts was their maximum speed of 70 mph. Double the Virginian design's 35 mph. Plus, they were less over-powered with a 3500 HP, making them ideal for faster freight trains and the shuttling of major Chicago - Seattle passenger trains.
The EP-5000 would be watched closely by many more railroads later on. Such as the Pennsylvania and the aforementioned Rio Grande. But their impressive efforts would allow the Milwaukee to be stronger and more efficient when the time was truly right for them. Namely in times of oil crisis that would be when the Middle East.
OOC: Special thanks to @TheMann and @WaterproofPotatoes for the ideas.
Part of this was the use of electrification over steam, a move which was majorly successful. However, a large gap in the system between Othello, WA and Avery, ID still remained. For this reason, the Milwaukee decided to try and bridge that gap.
The plans would go beyond that however, and the Milwaukee began plans to rebuild the entire thing. General electric, fresh off the early success the Rio Grande was enjoying from Denver to Grand Junction, made a deal with the Milwaukee. GE knew the Milwaukee Road's financial state was not the best, and agreed to front the money for the rebuild in return for GE equipment being used. For starters, GE would assist in rebuilding the Milwaukee's Little Joes to use the same 11 kV AC power used by the PRR and the Rio Grande. But with the Little Joe's occasional teething trouble, a better locomotive was still prepared for the drawing board.
The Virginian EL-2B physical appearance was similar to that of the EP-3500s. Though they had nothing on their Milwaukee versions.
The EP-5000 would be watched closely by many more railroads later on. Such as the Pennsylvania and the aforementioned Rio Grande. But their impressive efforts would allow the Milwaukee to be stronger and more efficient when the time was truly right for them. Namely in times of oil crisis that would be when the Middle East.
OOC: Special thanks to @TheMann and @WaterproofPotatoes for the ideas.
Passenger Rail in the Barkley Act
UPDATE: THIS IS NO LONGER CANON TO THE TL. AT LEAST AS OF NOW.
On its inception, the Barkley Act's support of railroads came with a major stipulation; that passenger service must be provided. But railroads could also apply for subsidies for money-losing trains as well. Which would serve as a way for which railroads could lobby for more favorable conditions that would allow them to continue passenger rail. Even so, many railroads made a series of plans to at least try and save face.
Nonetheless, the toll road method of highway construction and maintenance in the US the railroad founds they could use to their advantage. Why have to pay repeatedly to get through several tolls, when you could pay only once and enjoy the rest of the trop you were taking? On a train, you could move around, eat, sleep, or anything else without a car crash. It was this way that the railroads used in the early days to say afloat with passenger rail. However, most toll road plans instead became express-ways when being built. Though the advertising methods still managed to work.
Nonetheless, the Southern Pacific would soon again re-invent passenger rail in the US. With the help from their pals in Sacramento...
OOC: Special thanks to @Joe Bonkers and @TheMann for letting me borrow ideas.
On its inception, the Barkley Act's support of railroads came with a major stipulation; that passenger service must be provided. But railroads could also apply for subsidies for money-losing trains as well. Which would serve as a way for which railroads could lobby for more favorable conditions that would allow them to continue passenger rail. Even so, many railroads made a series of plans to at least try and save face.
Nonetheless, the toll road method of highway construction and maintenance in the US the railroad founds they could use to their advantage. Why have to pay repeatedly to get through several tolls, when you could pay only once and enjoy the rest of the trop you were taking? On a train, you could move around, eat, sleep, or anything else without a car crash. It was this way that the railroads used in the early days to say afloat with passenger rail. However, most toll road plans instead became express-ways when being built. Though the advertising methods still managed to work.
Nonetheless, the Southern Pacific would soon again re-invent passenger rail in the US. With the help from their pals in Sacramento...
OOC: Special thanks to @Joe Bonkers and @TheMann for letting me borrow ideas.
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Why completely toll it? After all, expressways proabably will eventually exist ITTL. Even if later.
It's mostly a personal philosophy, it is apparent that gas taxes alone cannot adequately maintain our infrastructure and we have dedicated too much of the economy to support the automobile. My ideal outcome is made up of four pieces, 1. Less single person trips that cause excess congestion 2. Higher percentage of trips using mass transit 3. Maintaining a higher standard of infrastructure and potentially creating a profit to support other projects (Or pay off bonds, pensions etc) 4. A smaller auto industry that is more resistant to economic downturns and shocks.
Russel's Grand Plan
August 5, 1949
Southern Pacific Headquarters: Oakland, CA
For years on end, the Southern Pacific Railroad had been having to deal with how to get through the treacherous Donner Pass near Truckee, CA. The tunnels in the area were very long, which meant steam engines' fumes would get into the engineer and fireman. Thus casing lung damage and possible sight issues. At first the SP's crews would run engines tender first. But this made the view obscured to them, which made operation dangerous still. As such, the SP made orders for a type of locomotive that would allow the crew to avoid the smoke. The end result was the Cab-forward series of locomotives. These machines were strong, and aside from a few teething troubles excellent performers.
But now was time for SP to take the next step in conquering Donner Pass. Vice President Donal Russel was first to speak on the matter.
"Today," he explained, "I have reviewed the two ways we can go about replacing steam on the line to Utah. Personally, I believe that we should try going for electrics."
"Why though?" asked President Armand Mercier. "Diesels don't need wires, and can easily be started."
"I understand, sir." explained Russel. "But think of how much faster electrics could possibly go. Plus, possibly be even stronger."
"Just what are you getting at, Mr. Russel?" asked a board member.
"You see." explained Russel. "We could one day go beyond Donner Pass if the electrics are successful there. Then, electrify the Central Valley lines and lines around Los Angeles and-."
"What of passenger trains?" asked another shareholder.
Russel paused for a moment
"Well. You do know how we can hopefully lobby for better conditions now, right?"
The board nodded in agreement.
"What if," he said, "we worked with the state government to created faster rail service from San Fransisco to San Diego. I'll admit I feel we should be cutting down on passenger rail more and more. But if we were to go through with such an idea, imagine the Pennsy on the other side of the coast being green with envy! Santa Fe could very well play chicken and stick to Chicago and LA!"
Everyone in the room was left ecstatic at the premise. Except Russel, he was just hoping his propositions wouldn't come back and bite him in the rear.
Southern Pacific Headquarters: Oakland, CA
For years on end, the Southern Pacific Railroad had been having to deal with how to get through the treacherous Donner Pass near Truckee, CA. The tunnels in the area were very long, which meant steam engines' fumes would get into the engineer and fireman. Thus casing lung damage and possible sight issues. At first the SP's crews would run engines tender first. But this made the view obscured to them, which made operation dangerous still. As such, the SP made orders for a type of locomotive that would allow the crew to avoid the smoke. The end result was the Cab-forward series of locomotives. These machines were strong, and aside from a few teething troubles excellent performers.
But now was time for SP to take the next step in conquering Donner Pass. Vice President Donal Russel was first to speak on the matter.
"Today," he explained, "I have reviewed the two ways we can go about replacing steam on the line to Utah. Personally, I believe that we should try going for electrics."
"Why though?" asked President Armand Mercier. "Diesels don't need wires, and can easily be started."
"I understand, sir." explained Russel. "But think of how much faster electrics could possibly go. Plus, possibly be even stronger."
"Just what are you getting at, Mr. Russel?" asked a board member.
"You see." explained Russel. "We could one day go beyond Donner Pass if the electrics are successful there. Then, electrify the Central Valley lines and lines around Los Angeles and-."
"What of passenger trains?" asked another shareholder.
Russel paused for a moment
"Well. You do know how we can hopefully lobby for better conditions now, right?"
The board nodded in agreement.
"What if," he said, "we worked with the state government to created faster rail service from San Fransisco to San Diego. I'll admit I feel we should be cutting down on passenger rail more and more. But if we were to go through with such an idea, imagine the Pennsy on the other side of the coast being green with envy! Santa Fe could very well play chicken and stick to Chicago and LA!"
Everyone in the room was left ecstatic at the premise. Except Russel, he was just hoping his propositions wouldn't come back and bite him in the rear.
For the record, I might either do a new thread, or continue this one at another time.
The story's justification for one merger has not truly stopped me. It's just the I will be focusing on other things for now.
The story's justification for one merger has not truly stopped me. It's just the I will be focusing on other things for now.