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Введение
Американская железная дорога I класса (1846–1968)
American Class I railroad (1846–1968)
Пенсильванская железная дорога (отчетный знак PRR), юридическое название The Pennsylvania Railroad Company, также известная как "Pennsy", была американской железной дорогой I класса, основанной в 1846 году и штаб-квартирой которой был Филадельфия. Она была названа в честь штата, в котором была основана. В период расцвета в 1882 году Пенсильванская железная дорога была крупнейшей железной дорогой (по объему перевозок и доходам), крупнейшим транспортным предприятием и крупнейшей корпорацией в мире. За время своего существования Пенсильванская железная дорога приобрела, объединилась с или владела частью как минимум 800 других железнодорожных линий и компаний. К концу 1926 года она эксплуатировала протяженную железнодорожную сеть; в 1920-х годах она перевозила почти в три раза больше грузов, чем другие железные дороги сопоставимой длины, такие как Union Pacific и Atchison, Topeka & Santa Fe. Единственным серьезным конкурентом была Нью-Йоркская центральная железная дорога (NYC), которая перевозила около трех четвертей от объема перевозок Пенсильванской железной дороги, измеренного в тонно-милях. В 1968 году Пенсильванская железная дорога объединилась с Нью-Йоркской центральной железной дорогой, и в итоге железная дорога получила название Penn Central Transportation Company, или сокращенно "Penn Central". Сети бывших конкурентов плохо интегрировались друг с другом, и железная дорога обанкротилась в течение двух лет. Банкротство продолжалось, и 1 апреля 1976 года железная дорога передала свои железнодорожные активы, а также активы нескольких других обанкротившихся северо-восточных железных дорог, новой железной дороге под названием Consolidated Rail Corporation, или сокращенно Conrail. Conrail была приобретена и разделена в 1999 году между Norfolk Southern Railway и CSX Transportation, при этом Norfolk Southern получила 58 процентов системы, включая почти все оставшиеся железнодорожные пути бывшей Пенсильванской железной дороги. Amtrak получила электрифицированный участок магистрали к востоку от Харрисбурга. Penn Central Corporation сохранила несколько нежелезнодорожных активов, которыми продолжала управлять после создания Conrail. В 1994 году компания была реорганизована в American Premier Underwriters, которая продолжает работать как страховая компания, специализирующаяся на страховании имущества и страховании от несчастных случаев.
The Pennsylvania Railroad (reporting mark PRR), legal name The Pennsylvania Railroad Company, also known as the "Pennsy", was an American Class I railroad that was established in 1846 and headquartered in Philadelphia. It was named for the commonwealth in which it was established. At its peak in 1882, the Pennsylvania Railroad was the largest railroad (by traffic and revenue), the largest transportation enterprise, and the largest corporation in the world. Over its existence, Pennsylvania Railroad acquired, merged with, or owned part of at least 800 other rail lines and companies. At the end of 1926, it operated of rail line; in the 1920s, it carried nearly three times the traffic as other railroads of comparable length, such as the Union Pacific and Atchison, Topeka & Santa Fe railroads. Its only formidable rival was the New York Central Railroad (NYC), which carried around three quarters of the Pennsy's ton miles. In 1968, the Pennsylvania Railroad merged with New York Central and the railroad eventually went by the name of Penn Central Transportation Company, or "Penn Central" for short. The former competitors' networks integrated poorly with each other, and the railroad filed for bankruptcy within two years. Bankruptcy continued and on April 1, 1976, the railroad gave up its railroad assets, along with the assets of several other failing northeastern railroads, to a new railroad named Consolidated Rail Corporation, or Conrail for short. Conrail was itself purchased and split up in 1999 between the Norfolk Southern Railway and CSX Transportation, with Norfolk Southern getting 58 percent of the system, including nearly all of the remaining former Pennsylvania Railroad trackage. Amtrak received the electrified segment of the Main Line east of Harrisburg. The Penn Central Corporation held several non rail assets which it continued to manage after the formation of Conrail. It reorganized in 1994 as American Premier Underwriters, which continues to operate as a property and casualty insurance company.
Начало
С открытием Канала Эри в 1825 году и началом строительства Канала Чесапик и Огайо в 1828 году, предпринимательские круги Филадельфии забеспокоились о потере трафика в порту Филадельфии. Законодательное собрание штата было вынуждено принять решение о строительстве канала через Пенсильванию, и в 1826 году был утвержден проект Главной линии общественных работ. Вскоре стало очевидно, что одного канала будет недостаточно, и был предложен комплексный маршрут, включающий железные дороги, наклонные плоскости и каналы. Этот маршрут состоял из железной дороги Филадельфия и Колумбия, каналов вверх по рекам Сусквеханна и Джуниата, наклонной железной дороги Allegheny Portage Railroad, туннеля через горы Аллегхени и каналов вниз по рекам Коннемо и Аллегхени до Питтсбурга, штат Пенсильвания, на реке Огайо; строительство было завершено в 1834 году. Поскольку грузовым и пассажирским перевозкам приходилось несколько раз пересаживаться на различные виды транспорта, а каналы замерзали зимой, система вскоре оказалась громоздкой и неэффективной, потребовав поиска более оптимального решения. В 1846 году в законодательное собрание Пенсильвании было подано два ходатайства. Первое – на создание новой железной дороги под названием "Пенсильванская железнодорожная компания" для строительства линии между Харрисбургом и Питтсбургом, штат Пенсильвания. Второе – от Балтиморской и Огайоской железной дороги (B&O), которая намеревалась проложить путь в Питтсбург из Камберленда, штат Мэриленд. Оба ходатайства были удовлетворены с определенными условиями. Если Пенсильванская железная дорога не сможет привлечь достаточный капитал и заключить контракты на строительство необходимого объема железнодорожных путей в течение года, то законопроект B&O вступит в силу, а разрешение для Пенсильванской железной дороги будет аннулировано, что позволит B&O строить в Пенсильвании и дойти до Питтсбурга. Пенсильванская железная дорога выполнила все требования, и 25 февраля 1847 года губернатор Пенсильвании выдал патентные письма. В следующем августе губернатор лишил B&O прав на строительство.
With the opening of the Erie Canal in 1825 and the beginnings of the Chesapeake and Ohio Canal in 1828, Philadelphia business interests became concerned that the port of Philadelphia would lose traffic. The state legislature was pressed to build a canal across Pennsylvania and thus the Main Line of Public Works was commissioned in 1826. It soon became evident that a single canal would not be practical and a series of railroads, inclined planes, and canals was proposed. The route consisted of the Philadelphia and Columbia Railroad, canals up the Susquehanna and Juniata rivers, an inclined plane railroad called the Allegheny Portage Railroad, a tunnel across the Allegheny Mountains, and canals down the Conemaugh and Allegheny rivers to Pittsburgh, Pennsylvania, on the Ohio River; it was completed in 1834. Because freight and passengers had to change conveyances several times along the route and canals froze in winter, it soon became apparent that the system was cumbersome and a better way was needed. There were two applications made to the Pennsylvania legislature in 1846. The first was for a new railroad called The Pennsylvania Railroad Company to build a line between Harrisburg and Pittsburgh, Pennsylvania. The second was the Baltimore and Ohio Railroad (B&O), which wanted to build to Pittsburgh from Cumberland, Maryland. Both applications were granted with conditions. If the Pennsylvania Railroad did not raise enough capital and contract to build enough railroad within a year, then the B&O bill would become effective and the Pennsy's void, thereby allowing the B&O to build into Pennsylvania and on to Pittsburgh. The Pennsylvania Railroad fulfilled the requirements and Letters Patent were issued by the Pennsylvania governor on February 25, 1847. The governor declared the B&O's rights void the following August.
Ранние годы
В 1847 году директора Pennsylvania Railroad (Pennsy) выбрали Дж. Эдгара Томсона, инженера из Georgia Railroad, для обследования и строительства линии. Он выбрал маршрут, идущий вдоль западного берега реки Сусквеханна на север до её слияния с рекой Джуниата, следуя по её берегам до предгорий Аллегейни-Маунтинс, в точке, которая впоследствии стала городом Алтуна, штат Пенсильвания. Для преодоления гор линия поднималась по умеренному уклону, пока не достигла разветвления двух горных ущелий, которые были искусно преодолены путем строительства насыпи и прокладки путей по 220-градусной кривой, известной как Horseshoe Curve, ограничивающей уклон менее чем на 2 процента. Сквозь горный хребет были проложены туннели Gallitzin, после которых маршрут спускался более пологим уклоном к Джонстауну. Западный участок линии строился одновременно из Питтсбурга на восток вдоль рек Аллегейни и Конемо до Джонстауна, а восточный участок – из Харрисбурга в Алтуну. В 1848 году Pennsy заключила контракт с Harrisburg, Portsmouth, Mountjoy and Lancaster Railroad (HPMtJ&L) на покупку и использование подвижного состава на обеих дорогах, обеспечивая сообщение от Харрисбурга на восток до Ланкастера. В 1851 году было завершено строительство участка между Питтсбургом и Джонстауном. В 1852 году непрерывная железнодорожная линия соединила Филадельфию и Питтсбург, проходя по путям нескольких компаний, включая Pennsylvania Railroad. В 1853 году Pennsy получила права на использование путей Philadelphia and Columbia Railroad, обеспечив связь между этими двумя городами и соединившись с HPMtJ&L в Ланкастере и Колумбии. К 1854 году Pennsy завершила строительство линии от Харрисбурга до Питтсбурга, что позволило отказаться от использования наклонных плоскостей Allegheny Portage Railroad. В 1857 году PRR приобрела Main Line of Public Works у штата Пенсильвания. Эта покупка включала канал, Philadelphia & Columbia Railroad и New Portage Railroad (которая заменила к тому времени заброшенную Allegheny Portage Railroad). Pennsy отказалась от большей части New Portage Railroad в 1857 году, поскольку она стала избыточной после строительства собственной линии Pennsylvania Railroad. В 1861 году Pennsy взяла в аренду HPMtJ&L, чтобы получить контроль над всем участком железной дороги между Питтсбургом и Филадельфией. Участок канала от Джонстауна до Питтсбурга был заброшен в 1865 году, а остальные каналы были проданы Pennsylvania Canal Company в 1866 году. С момента своего открытия основная линия была двухпутной, а к концу века были добавлены третий и четвёртый пути. В течение следующих 50 лет Pennsy расширялась, приобретая контроль над другими железными дорогами путем покупки акций и заключения 999-летних договоров аренды. В конце первого года эксплуатации Pennsylvania Railroad выплатила дивиденды и продолжала выплачивать их без перерыва до 1946 года.
In 1847, the Pennsy's directors chose J. Edgar Thomson, an engineer from the Georgia Railroad, to survey and construct the line. He chose a route that followed the west bank of the Susquehanna River northward to the confluence with the Juniata River, following its banks until the foothills of the Allegheny Mountains were reached at a point that would become Altoona, Pennsylvania. To traverse the mountains, the line would climb a moderate grade for until it reached a split of two mountain ravines which were cleverly crossed by building a fill and having the tracks ascend a 220 degree curve known as Horseshoe Curve that limited the grade to less than 2 percent. The crest of the mountain would be penetrated by the Gallitzin Tunnels, from which the route descended by a more moderate grade to Johnstown. The western end of the line was simultaneously built from Pittsburgh, eastward along the Allegheny and Conemaugh rivers to Johnstown, while the eastern end was built from Harrisburg to Altoona. In 1848, the Pennsy contracted with the Harrisburg, Portsmouth, Mountjoy and Lancaster Railroad (HPMtJ&L) to buy and use equipment over both roads, providing service from Harrisburg east to Lancaster. In 1851, tracks were completed between Pittsburgh and Johnstown. In 1852, a continuous railroad line ran between Philadelphia and Pittsburgh over the tracks of several entities including the Pennsylvania Railroad. In 1853, the Pennsy was granted trackage rights over the Philadelphia and Columbia, providing a connection between the two cities and connecting with the HPMtJ&L at Lancaster and Columbia. By 1854, the Pennsy completed its line from Harrisburg to Pittsburgh, eliminating the use of the inclined planes of the Allegheny Portage Railroad. In 1857, the PRR purchased the Main Line of Public Works from the state of Pennsylvania. This purchase included of canal, the Philadelphia & Columbia Railroad, and the New Portage Railroad (which replaced the now abandoned Allegheny Portage Railroad). The Pennsy abandoned most of the New Portage Railroad in 1857 as it was now redundant with the Pennsylvania Railroad's own line. In 1861, the Pennsy leased the HPMtJ&L to bring the entire stretch of road between Pittsburgh and Philadelphia under its control. The Johnstown to Pittsburgh stretch of canal was abandoned in 1865 and the rest of the canals sold to the Pennsylvania Canal Company in 1866. The main line was double track from its inception, and by the end of the century, a third and fourth track were added. Over the next 50 years, the Pennsy expanded by gaining control of other railroads by stock purchases and 999 year leases. At the end of its first year of operation, the Pennsylvania Railroad paid a dividend, and continued the dividend without interruption until 1946.
Расширение
Устав Pennsylvania Railroad был дополнен 23 марта 1853 года, чтобы разрешить компании приобретать акции и гарантировать облигации железных дорог в других штатах в пределах определенного процента от ее капитала. Затем Pennsylvania Railroad оказала поддержку нескольким линиям в надежде обеспечить дополнительный трафик. К концу 1854 года Pennsylvania Railroad приобрела акции Ohio & Pennsylvania, Ohio & Indiana, Marietta & Cincinnati, Maysville & Big Sandy, и Springfield, Mt. Vernon & Pittsburgh Railroads на общую сумму 1 450 000 долларов (эквивалент $ в текущих ценах). Steubenville & Indiana получила помощь от Pennsylvania Railroad в виде гарантии облигаций на сумму 500 000 долларов. В 1856 году была приобретена контрольная доля в Cumberland Valley Railroad, а Pennsylvania Railroad построила дополнительные линии в Филадельфии. В 1857 году вышеупомянутая Main Line of Public Works была приобретена за 7 500 000 долларов ($ в текущих ценах).
The Pennsy's charter was supplemented on March 23, 1853, to allow it to purchase stock and guarantee bonds of railroads in other states, up to a percentage of its capital stock. Several lines were then aided by the Pennsy in hopes to secure additional traffic. By the end of 1854, the Pennsy purchased stock in the Ohio & Pennsylvania, Ohio & Indiana, Marietta & Cincinnati, Maysville & Big Sandy, and Springfield, Mt. Vernon & Pittsburgh railroads, totalling $1,450,000 (equivalent to $ in ). The Steubenville & Indiana was assisted by the Pennsy in the form of a guarantee of $500,000 worth of bonds. In 1856, a controlling interest was purchased in the Cumberland Valley Railroad and the Pennsy constructed additional lines in Philadelphia. In 1857, the aforementioned Main Line of Public Works was purchased for $7,500,000 ($ in ).
Имперская транспортная компания
Компания Empire Transportation была основана в 1865 году Джозефом Д. Поттсом и стала многомодальным грузовым подразделением железнодорожной компании Pennsylvania Railroad. Она владела нефтетанкерами и использовала их для транспортировки очищенной нефти, в основном для независимых нефтеперерабатывающих компаний, в период слияний нефтеперерабатывающих заводов, проводимых Джоном Д. Рокфеллером и Standard Oil в 1870-х годах. Компания также владела грузовыми судами для перевозки зерна на Великих озёрах и нефтепроводами в нефтяных регионах Пенсильвании. Когда в 1877 году компания попыталась приобрести и построить собственные нефтеперерабатывающие заводы, Standard Oil выкупила её.
The Empire Transportation Company was founded in 1865 by Joseph D. Potts and became a multi modal freight transportation subsidiary of the Pennsylvania Railroad. It owned oil tanker cars and used them to transport refined oil for mostly independent oil refiners during the era of John D. Rockefeller's and Standard Oil's oil refinery mergers of the 1870s. The company also owned grain freight boats on the Great Lakes and oil pipelines in the oil regions of Pennsylvania. When the company attempted to buy and build some oil refineries in 1877, Standard Oil bought the company.
Главная линия
Главная линия Pennsylvania Railroad простиралась от Филадельфии до Питтсбурга, штат Пенсильвания.
The Pennsy's main line extended from Philadelphia to Pittsburgh, Pennsylvania.
Нью-Йорк, Филадельфия, Балтимор и Вашингтон
В 1861 году Пенсильванская железная дорога получила контроль над Северной центральной железной дорогой, обеспечив доступ к Балтимору, штат Мэриленд, и пунктам вдоль реки Сусквеханна через соединения в Колумбии, штат Пенсильвания, или Харрисбурге, штат Пенсильвания. 1 декабря 1871 года Пенси арендовала United New Jersey Railroad and Canal Company, которая включала в себя первоначальную железную дорогу Камден и Амбой от Камдена, Нью-Джерси (через реку Делавэр от Филадельфии) до Южного Амбоя, Нью-Джерси (через залив Раритан от Нью-Йорка), а также более новую линию от Филадельфии до Джерси-Сити, Нью-Джерси, гораздо ближе к Нью-Йорку, через Трентон, Нью-Джерси. Соединение железнодорожных путей в Филадельфии осуществлялось через Connecting Railway компании Pennsy и совместно принадлежащую Junction Railroad. Железная дорога Балтимор и Потомак компании Pennsy была открыта 2 июля 1872 года между Балтимором и Вашингтоном, округ Колумбия. Этот маршрут требовал пересадки на конном трамвае в Балтиморе на другие линии, идущие на север из города. 29 июня 1873 года был завершен Балтиморский и Потомакский туннель через Балтимор. Пенсильванская железная дорога запустила сервис Pennsylvania Air Line ("воздушная линия" в то время понималась как почти прямой и почти ровный маршрут, расстояние которого примерно соответствовало расстоянию "по прямой") через Северную центральную железную дорогу и Колумбию, штат Пенсильвания. Этот сервис был на 54,5 мили (88 км) длиннее старого маршрута, но позволял избежать пересадки в Балтиморе. Линия Union Railroad была открыта 24 июля 1873 года. Этот маршрут устранил необходимость пересадки в Балтиморе. Представители Pennsy заключили контракты как с Union Railroad, так и с Philadelphia, Wilmington and Baltimore Railroad (PW&B) для доступа к этой линии. На следующий день поезда Pennsy, следовавшие из Нью-Йорка в Вашингтон, начали использовать этот маршрут, прекратив обслуживание Pennsylvania Air Line. В начале 1880-х годов Пенсильвания приобрела контрольный пакет акций PW&B Railroad. Это вынудило Балтиморскую и Огайоскую железную дорогу (B&O) построить Балтиморскую и Филадельфийскую железную дорогу, чтобы сохранить доступ в Филадельфию, где она соединялась с Reading Railroad для своих конкурирующих пассажирских поездов Royal Blue Line, следующих до Нью-Йорка. В 1885 году PRR начала пассажирское железнодорожное сообщение из Нью-Йорка через Филадельфию в Вашингтон с ограниченным количеством остановок по пути следования. Этот сервис стал известен как "Congressional Limited Express". Сервис расширился, и к 1920-м годам Pennsy осуществляла почасовое пассажирское сообщение между Нью-Йорком, Филадельфией и Вашингтоном. В 1952 году на маршрутах Morning Congressional и Afternoon Congressional между Нью-Йорком и Вашингтоном, а также на маршруте Senator от Бостона до Вашингтона, были представлены 18 вагонов из нержавеющей стали обтекаемой формы.
In 1861, the Pennsylvania Railroad gained control of the Northern Central Railway, giving it access to Baltimore, Maryland, and points along the Susquehanna River via connections at Columbia, Pennsylvania, or Harrisburg, Pennsylvania. On December 1, 1871, the Pennsy leased the United New Jersey Railroad and Canal Company, which included the original Camden and Amboy Railroad from Camden, New Jersey (across the Delaware River from Philadelphia) to South Amboy, New Jersey (across Raritan Bay from New York City), as well as a newer line from Philadelphia to Jersey City, New Jersey, much closer to New York, via Trenton, New Jersey. Track connection in Philadelphia was made via the Pennsy's Connecting Railway and the jointly owned Junction Railroad. The Pennsy's Baltimore and Potomac Rail Road opened on July 2, 1872, between Baltimore and Washington, D. C. This route required transfer via horse car in Baltimore to the other lines heading north from the city. On June 29, 1873, the Baltimore and Potomac Tunnel through Baltimore was completed. The Pennsylvania Railroad started the Pennsylvania Air Line service ("air line" at the time being understood as a nearly straight and nearly flat route with distance similar to "as the crow flies") via the Northern Central Railway and Columbia, Pennsylvania. This service was 54.5 mile (88 km) longer than the old route but avoided the transfer in Baltimore. The Union Railroad line opened on July 24, 1873. This route eliminated the transfer in Baltimore. Pennsy officials contracted with both the Union Railroad and the Philadelphia, Wilmington and Baltimore Railroad (PW&B) for access to this line. The Pennsy's New York–Washington trains began using the route the next day, ending Pennsylvania Air Line service. In the early 1880s, the Pennsylvania acquired a majority of PW&B Railroad's stock. This action forced the Baltimore and Ohio Railroad (B&O) to build the Baltimore and Philadelphia Railroad to keep its Philadelphia access, where it connected with the Reading Railroad for its competing Royal Blue Line passenger trains to reach New York. In 1885, the PRR began passenger train service from New York City via Philadelphia to Washington with limited stops along the route. This service became known as the "Congressional Limited Express." The service expanded, and by the 1920s, the Pennsy was operating hourly passenger train service between New York, Philadelphia and Washington. In 1952, 18 car stainless steel streamliners were introduced on the Morning Congressional and Afternoon Congressional between New York and Washington, as well as the Senator from Boston to Washington.
Нью-Йорк - Чикаго
1 июля 1869 года Пенсильванская железная дорога арендовала Питтсбургскую, Форт-Уэйнскую и Чикагскую железную дорогу (PFtW&C), в которую она ранее инвестировала. Аренда предоставила Pennsy полный контроль над прямым маршрутом этой линии через северную Огайо и Индиану, а также выход к развивающемуся железнодорожному узлу Чикаго, штат Иллинойс. Приобретения вдоль линии PFtW&C, включая Erie and Pittsburgh Railroad, Cleveland and Pittsburgh Railroad, Toledo, Columbus and Ohio River Railroad и Pittsburgh, Youngstown and Ashtabula Railway, обеспечили Pennsy доступ к перевозкам железной руды с озера Эри. 15 июня 1887 года между Нью-Йорком и Чикаго начал курсировать поезд "Пенсильвания Лимитед". Одновременно с этим был представлен вестибюль – закрытая платформа в конце каждого пассажирского вагона, обеспечивающая защищенный переход по всему поезду. В 1902 году "Пенсильвания Лимитед" был заменен поездом "Пенсильвания Спешиал", который, в свою очередь, в 1912 году уступил место "Бродвей Лимитед", ставшему самым известным поездом, эксплуатируемым Пенсильванской железной дорогой. Этот поезд следовал из Нью-Йорка в Чикаго через Филадельфию, с дополнительным участком между Харрисбургом и Вашингтоном (позже курсировавшим как отдельный поезд Вашингтон – Чикаго под названием Liberty Limited).
On July 1, 1869, the Pennsylvania Railroad leased the Pittsburgh, Fort Wayne and Chicago Railway (PFtW&C) in which it had previously been an investor. The lease gave the Pennsy complete control of that line's direct route through northern Ohio and Indiana as well as entry into the emerging rail hub city of Chicago, Illinois. Acquisitions along the PFtW&C: Erie and Pittsburgh Railroad, Cleveland and Pittsburgh Railroad, Toledo, Columbus and Ohio River Railroad, and Pittsburgh, Youngstown and Ashtabula Railway gave the Pennsy access to the iron ore traffic on Lake Erie. On June 15, 1887, the Pennsylvania Limited began running between New York and Chicago. This was also the introduction of the vestibule, an enclosed platform at the end of each passenger car, allowing protected access to the entire train. In 1902 the Pennsylvania Limited was replaced by the Pennsylvania Special which in turn was replaced in 1912 by the Broadway Limited which became the most famous train operated by the Pennsylvania Railroad. This train ran from New York City to Chicago, via Philadelphia, with an additional section between Harrisburg and Washington (later operated as a separate Washington–Chicago train, the Liberty Limited).
Нью-Йорк - Сент-Луис
В 1890 году Пенсильванская железная дорога получила контроль над Питтсбургской, Цинциннати, Чикагской и Сент-Луисской железной дорогой (PCC&StL), которая сама являлась результатом слияния множества небольших линий в Огайо, Индиане и Иллинойсе. Эта линия, обычно называемая Panhandle Route, проходила на запад от Питтсбурга до Брэдфорда, штат Огайо, где она разделялась на два направления: одно – в Чикаго, другое – в Восточный Сент-Луис, штат Иллинойс, через Индианаполис, штат Индиана. В 1905 году приобретение железной дороги Вандалия обеспечило Пенсильванской железной дороге доступ через реку Миссисипи в Сент-Луис, штат Миссури. Большая часть линии была двухпутной и служила для обслуживания угольного региона южного Иллинойса, а также являлась пассажирским маршрутом для фирменных поездов Pennsylvania Railroad Blue Ribbon – The St. Louisan, The Jeffersonian и Spirit of St. Louis.
In 1890, the Pennsylvania Railroad gained control of the Pittsburgh, Cincinnati, Chicago and St. Louis Railroad (PCC&StL), itself the merged product of numerous smaller lines in Ohio, Indiana, and Illinois. Commonly called the Panhandle Route, this line ran west from Pittsburgh to Bradford, Ohio, where it split, with one line to Chicago and the other to East St. Louis, Illinois, via Indianapolis, Indiana. In 1905, the acquisition of the Vandalia Railroad gave the Pennsy access across the Mississippi River to St. Louis, Missouri. Double tracked for much of its length, the line served the coal region of southern Illinois and as a passenger route for the Pennsylvania Railroad's Blue Ribbon named trains The St. Louisan, The Jeffersonian, and the Spirit of St. Louis.
Электрификация
В начале 20-го века компания Pennsy экспериментировала с электрической тягой для своих поездов. Первая попытка была предпринята в районе нью-йоркского терминала, где туннели и городской закон, ограничивающий сжигание угля, делали использование паровозов невозможным. В 1910 году железная дорога начала эксплуатацию системы постоянного тока (DC) напряжением 650 вольт, третий рельс которой обеспечивал питание локомотивам Pennsy (и пассажирским вагонам LIRR), используемым для прибытия на станцию Пенн в Нью-Йорке через туннели под рекой Гудзон. Следующей областью, подлежащей электрификации, стала зона терминала Филадельфии, где руководство Pennsy решило использовать воздушные линии электропередач для питания пригородных поездов, отправляющихся со станции Брод-стрит. В отличие от нью-йоркской терминальной системы, воздушные провода должны были передавать переменный ток (AC) напряжением 11 000 вольт и частотой 25 Гц, что стало стандартом для будущих установок. 12 сентября 1915 года была завершена электрификация линии от Филадельфии до Паоли (штат Пенсильвания). Другими электрифицированными линиями Филадельфии были ветка Честнат-Хилл (30 марта 1918 года), Уайт-Марш (1924 год), основная линия до Уилмингтона (штат Делавэр) (30 сентября 1928 года), Вест-Честер (2 декабря 1928 года), линия Трентон (29 июня 1930 года) и ветка Скуиллкилл до Норристоуна (штат Пенсильвания), завершенная 20 июля 1930 года, за которой последовала электрификация остальной части главной линии до Трентона (штат Нью-Джерси). В 1928 году президент PRR Уильям Уоллес Аттербери объявил о планах электрификации линий между Нью-Йорком, Филадельфией, Вашингтоном и Харрисбургом. В январе 1933 года было начато регулярное движение поездов по главной линии между Нью-Йорком и Филадельфией/Уилмингтоном/Паоли. Первый пробный запуск электрического поезда между Филадельфией и Вашингтоном состоялся 28 января 1935 года. 1 февраля поезда "Congressional Limited" в обоих направлениях стали первыми регулярными электрифицированными поездами на маршруте между Нью-Йорком и Вашингтоном, тянутыми первыми локомотивами типа GG1. В 1934 году компания Pennsylvania получила кредит в размере 77 миллионов долларов от Администрации общественных работ Нового курса для завершения проекта электрификации, начатого в 1928 году. Работы начались 27 января 1937 года на главной линии от Паоли до Харрисбурга; на грузовой линии с низким уклоном от Моррисвиля через Колумбию до Инола-Ярда в Пенсильвании; на ветке Порт-Роуд от Перривилля (штат Мэриленд) до Колумбии; на ветке Джеймсбург и на вторичной грузовой линии Амбой от Монмут-Джанкшн до Южного Амбоя; а также на грузовой линии Landover South End от Лэндовера (штат Мэриленд) через Вашингтон до Потомак-Ярда в Александрии (штат Вирджиния). Менее чем через год, 15 января 1938 года, на недавно электрифицированной линии от Филадельфии до Харрисбурга начал курсировать первый пассажирский поезд – "Метрополитен". 15 апреля была запущена электрифицированная грузовая служба от Харрисбурга и Инола-Ярда в восточном направлении, завершив тем самым программу электрификации восточного побережья Pennsy. Железная дорога электрифицировала 2677 миль (4308 км) своих путей, что составляет 41% от общей протяженности электрифицированных железных дорог в стране. Части электрифицированных путей до сих пор используются, принадлежат и эксплуатируются компаниями Amtrak в качестве высокоскоростных железнодорожных маршрутов Northeast Corridor и Keystone Corridor, SEPTA и NJ Transit.
Early in the 20th century, the Pennsy tried electric power for its trains. Its first effort was in the New York terminal area, where tunnels and a city law restricting the burning of coal precluded steam locomotives. In 1910, the railroad began operating a direct current (DC) 650 volt system whose third rail powered Pennsy locomotives (and LIRR passenger cars) used to enter Penn Station in New York City via the Hudson River tunnels. The next area to be electrified was the Philadelphia terminal area, where Pennsy officials decided to use overhead lines to supply power to the suburban trains running out of Broad Street Station. Unlike the New York terminal system, overhead wires would carry 11,000 volt 25 Hertz alternating current (AC) power, which became the standard for future installations. On September 12, 1915, electrification of the line from Philadelphia to Paoli, Pennsylvania, was completed. Other Philadelphia lines electrified were the Chestnut Hill Branch (March 30, 1918), White Marsh (1924), the main line to Wilmington, Delaware (September 30, 1928), West Chester (December 2, 1928), Trenton line (June 29, 1930), and completed on July 20, 1930 the Schuylkill Branch to Norristown, Pennsylvania, later followed by the rest of the main line to Trenton, New Jersey. In 1928, PRR's president William Wallace Atterbury announced plans to electrify the lines between New York, Philadelphia, Washington, and Harrisburg. In January 1933, through main line service between New York and Philadelphia/Wilmington/Paoli was placed in operation. The first test run of an electric train between Philadelphia and Washington occurred on January 28, 1935. On February 1 the Congressional Limiteds in both directions were the first trains in regular electric operation between New York and Washington, drawn by the first of the GG1 type locomotives. In 1934, the Pennsylvania received a $77 million loan from the New Deal's Public Works Administration to complete the electrification project begun in 1928. Work was started January 27, 1937, on the main line from Paoli to Harrisburg; the low grade freight line from Morrisville through Columbia to Enola Yard in Pennsylvania; the Port Road Branch from Perryville, Maryland, to Columbia; the Jamesburg Branch and Amboy Secondary freight line from Monmouth Junction to South Amboy; and the Landover South End freight line from Landover, Maryland, through Washington to Potomac Yard in Alexandria, Virginia. In less than a year, on January 15, 1938, the first passenger train, the Metropolitan, went into operation over the newly electrified line from Philadelphia to Harrisburg. On April 15, the electrified freight service from Harrisburg and Enola Yard east was inaugurated, thus completing the Pennsy's eastern seaboard electrification program. The railroad had electrified 2677 mile (4308 km) of its track, representing 41% of the country's electrically operated standard railroad trackage. Portions of the electrified trackage are still in use, owned and operated by Amtrak as the Northeast Corridor and Keystone Corridor high speed rail routes, by SEPTA, and by NJ Transit.
Оборудование
Корпоративным символом Пенсильванской железной дороги служил краеугольный камень – государственный символ штата Пенсильвания, внутри которого переплетались буквы "PRR". В цветном варианте он был ярко-красным с серебристо-серым обводом и надписью.
The Pennsylvania Railroad's corporate symbol was the keystone, the Commonwealth of Pennsylvania's state symbol, with the letters "PRR" intertwined inside. When colored, it was bright red with a silver grey inline and lettering.
Грузовые вагоны
Первые 75 грузовых вагонов Пенсильванская железная дорога приобрела в 1849 году. Два года спустя, у Пенси было уже 439 грузовых вагонов. К 1857 году парк насчитывал 1861 вагон, а в 1866 году – 9379 вагонов. Грузовые вагоны приобретали новыми у производителей или строили на самой железной дороге. Пенси также получала вагоны в результате поглощения других железных дорог. В некоторых случаях вагоны, принадлежавшие частным лицам, покупались у производителей или приобретали вместе с железными дорогами. Примером этого является покупка в 1877 году товарных и цистерн для нефти компании Empire Transportation.
The Pennsylvania Railroad bought its first 75 freight cars in 1849. Two years later, the Pennsy owned 439 freight cars. By 1857, it had 1,861 cars, and in 1866, 9,379 cars. Freight equipment was either acquired new from builders or built by the railroad itself. The Pennsy acquired more cars from the railroads it absorbed. In some instances, privately owned cars were either purchased from a builder or railroad acquisition. One such example was the 1877 purchase of Empire Transportation merchandise and oil cars.
Схемы окраски
Как уже отмечалось, цвета и схемы окраски Pennsylvania Railroad (Pennsy) были стандартизированы. Локомотивы окрашивались в настолько тёмно-зелёный оттенок, что он казался почти чёрным. Официальное название этого цвета – DGLE (Dark Green Locomotive Enamel), хотя его чаще называли «Брансуик-Грин». Нижняя часть локомотивов окрашивалась в чёрный цвет, известный как «Истинный чёрный». Пассажирские вагоны Pennsylvania Railroad окрашивались в тосканский красный – кирпично-красный оттенок. Некоторые электровозы и большинство пассажирских дизельных локомотивов также окрашивались в тосканский красный. Грузовые вагоны Pennsylvania Railroad имели свой собственный цвет, известный как «Цвет грузовых вагонов» – красно-коричневый оттенок, основанный на оксиде железа. На пассажирских локомотивах и вагонах буквы и декоративные линии изначально выполнялись настоящим золотым листом. После Второй мировой войны надписи стали делать в светло-золотистом оттенке, называемом Buff Yellow.
As noted, Pennsy colors and paint schemes were standardized. Locomotives were painted in a shade of green so dark it seemed almost black. The official name for this color was DGLE (Dark Green Locomotive Enamel), though often referred to as "Brunswick Green." The undercarriage of the locomotives were painted in black, referred to as "True Black." The passenger cars of the Pennsy were painted Tuscan Red, a brick colored shade of red. Some electric locomotives and most passenger hauling diesel locomotives were also painted in Tuscan Red. Freight cars of the Pennsy had their own color, known as "Freight Car Color," an iron oxide shade of red. On passenger locomotives and cars, the lettering and outlining was originally done in real gold leaf. After World War II, the lettering was done in a light shade of gold, called Buff Yellow.
Паровые
На протяжении большей части своего существования Пенсильванская железная дорога придерживалась консервативного подхода в выборе локомотивов и стремилась к стандартизации как типов локомотивов, так и их компонентов. Почти единственная среди железных дорог США, Pennsy самостоятельно разрабатывала большинство своих классов паровозов. Большинство из них строились на заводе в Алтуне, а аутсорсинг использовался лишь тогда, когда мощности Pennsy не могли удовлетворить потребности железной дороги. В таких случаях нанимались субподрядчики для строительства по проектам PRR, в отличие от большинства железных дорог, которые заказывали по общим спецификациям и оставляли большую часть дизайнерских решений производителю. В 1957 году Пенсильванская железная дорога добровольно сохранила парк представительных паровозов в Нортумберленде, штат Пенсильвания, и поддерживала их в рабочем состоянии в течение нескольких десятилетий. Эти локомотивы, за исключением I1sa №4483, выставленного в Гамбурге, штат Нью-Йорк, сейчас находятся в Музее железных дорог Пенсильвании в Страсбурге, штат Пенсильвания. В резком контрасте с этим, президент железной дороги New York Central, Альфред Э. Перлман, намеренно списал все паровозы, кроме двух, при этом старейший (L2d) сохранился лишь случайно. 18 декабря 1987 года штат Пенсильвания официально признал K4 от Pennsy государственным паровозом. Два сохранившихся K4 – это №1361, который проходит реставрацию для восстановления в рабочее состояние в Мемориальном музее железнодорожников в Алтуне, и №3750, который находится на статической экспозиции в Музее железных дорог Пенсильвании в Страсбурге. По состоянию на 2020 год единственным действующим паровозом Пенсильванской железной дороги является локомотив класса B4a №643, построенный в июле 1901 года в Алтуне. Локомотив 643 обслуживается добровольцами из Ассоциации исторических паровых двигателей Уильямс Гроув, расположенной недалеко от Харрисбурга, и эксплуатируется несколько выходных дней каждое лето. Однако, начиная с 2014 года и по состоянию на 2020 год, ведется крупный строительный проект по созданию нового рабочего образца локомотива класса T1 под номером 5550, поскольку все оригинальные локомотивы класса T1 были списаны. Проект реализуется фондом Pennsylvania Railroad T1 Steam Locomotive Trust, и его завершение запланировано на 2030 год.
For most of its existence, the Pennsylvania Railroad was conservative in its locomotive choices and pursued standardization, both in locomotive types and their component parts. Almost alone among U. S. railroads, the Pennsy designed most of its steam locomotive classes itself. It built most of them at Altoona Works, outsourcing only when Pennsy facilities could not keep up with the railroad's needs. In such cases, subcontractors were hired to build to PRR designs, unlike most railroads that ordered to broad specifications and left most design choices to the builder. The Pennsylvania Railroad voluntarily preserved a roundhouse full of representative steam locomotives at Northumberland, Pennsylvania in 1957 and kept them there for several decades. These locomotives, with the exception of I1sa #4483 which is on display at Hamburg, New York, are now at the Railroad Museum of Pennsylvania in Strasburg, Pennsylvania. In sharp contrast, the New York Central's President, Alfred E. Perlman, deliberately scrapped all but two steam locomotives, with the older one (L2d) surviving only by accident. On December 18, 1987, the State of Pennsylvania designated the Pennsy's K4s as the official State Steam Locomotive. The two surviving K4s are No. 1361, which is undergoing restoration to operating condition at the Railroaders Memorial Museum in Altoona, and No. 3750, which remains on static display at the Pennsylvania Railroad Museum in Strasburg. as of 2020 the only operable Pennsylvania Railroad steam locomotive is class B4a engine # 643, built in July 1901 in Altoona. Engine 643 is maintained by volunteers of the Williams Grove Historical Steam Engine Association outside of Harrisburg, and is operated several weekends each summer. as of 2020 however, a major construction project has been underway since 2014, building a new operational example of a class T1 engine numbered 5550, as all original class T1 locomotives have been scrapped. The project is being undertaken by the Pennsylvania Railroad T1 Steam Locomotive Trust and is projected to be finished by 2030.
Электрический
Когда велись работы по строительству тоннелей под рекой Гудзон и станции Пенн в Нью-Йорке, важным вопросом был выбор типа электрических локомотивов. В то время существовало лишь небольшое количество электрических локомотивов. Несколько экспериментальных локомотивов были спроектированы инженерами железной дороги и компании Westinghouse и испытывались на путях West Jersey & Seashore Railroad. По результатам этих испытаний был разработан класс DD1. Единственный FF1 появился в 1917 году и в течение нескольких лет проходил экспериментальную эксплуатацию в рамках подготовки к электрификации в горах Аллегени, которая так и не была реализована. Его двигатели переменного тока и боковой привод приводили в движение шесть осей. В 1924 году был разработан еще один локомотив с боковым приводом: (класс L5). Затем последовал P5A, немного более тяжелая конструкция, способная развивать скорость и обладающая тяговым усилием. Всего было построено 89 таких локомотивов. Первые имели кузов-коробку и были введены в эксплуатацию в 1932 году. В следующем году последние 28 строящихся машин были перепроектированы с обтекаемым типом кабины. Некоторые локомотивы были переоборудованы для грузовых перевозок. В октябре 1941 года Pennsy приобрела свой второй дизель, еще один маневровый локомотив: EMD NW2 (класс Pennsy ES10). Военные ограничения вскоре ограничили производство дизельных локомотивов для грузовых перевозок. Тем не менее, Pennsy удалось приобрести 15 маневровых локомотивов Baldwin и один маневровый локомотив EMD. После войны Pennsy начала активно закупать дизельные локомотивы. С 1945 по 1947 год железная дорога приобрела около 100 маневровых, грузовых и пассажирских дизельных локомотивов у различных производителей, а затем еще примерно 800 (всего) в 1948 и 1949 годах. Pennsy также приобрела 24 локомотива Baldwin DR 12 8 1500/2, получивших название "Centipedes" и классифицированных Pennsy как BP60. "Centipede" имел огромный вес и начальное тяговое усилие в 205 000 фунтов. Из-за своей ненадежности и дороговизны в обслуживании они были быстро переведены на вспомогательную службу. С 1950 по 1952 год Pennsy приобрела 74 локомотива EMD E8A, преемника E7, и классифицировала их как EP22. Кроме того, PRR приобрела 40 универсальных локомотивов EMD FP7, которые были похожи на локомотивы E7/8, но имели 4 оси вместо 6.
When work on the Hudson River tunnels and New York's Penn Station was in progress, the type of electric locomotives to be used was an important consideration. At that time only a few electric locomotives existed. Several experimental locomotives were designed by railroad and Westinghouse engineers and tried on the West Jersey & Seashore Railroad track. From these tests the DD1 class was developed. The single FF1 appeared in 1917 and ran experimentally for a number of years in preparation for electrification over the Allegheny Mountains that never came to fruition. Its AC induction motors and side rod drive powered six axles. In 1924, another side rod locomotive was designed: (the L5 class). Following these came the P5A, a slightly heavier design capable of traveling and with a tractive force of In all, 89 of these locomotives were built. The first had a box cab design and were placed in service in 1932. The following year, the last 28 under construction were redesigned to have a streamlined type of cab. Some engines underwent re gearing for freight service. The Pennsy bought its second diesel, another switcher, in October 1941: an EMD NW2 (Pennsy class ES10). Wartime restrictions soon restricted locomotive builders' production of diesels intended for freight service. Still, the Pennsy managed to add 15 Baldwin switchers and one EMD switcher. After the war, the Pennsy began to buy diesel locomotives in earnest. From 1945 through 1947, the railroad bought roughly 100 switcher, freight, and passenger diesels from various builders, then another 800 or so (total) in 1948 and 1949. The Pennsy also bought 24 Baldwin DR 12 8 1500/2s, called "Centipedes" and classified by Pennsy as BP60. The Centipede had an immense weight of and a starting tractive effort of 205,000 pounds. Unreliable and expensive to maintain, they were quickly relegated to helper service. From 1950 to 1952, the Pennsy bought 74 EMD E8A locomotives, the successor to the E7, and classified them EP22s. Also, the PRR purchased 40 dual service EMD FP7 units which were similar to the E7/8 units, but using 4 axles instead of 6.
Грузовые единицы
С конца 1940-х годов до слияния с New York Central в 1968 году, Pennsylvania Railroad (Pennsy) приобрела около 1500 дизельных грузовых локомотивов. Две трети этих локомотивов были построены компанией EMD, в основном модели F3, F7, GP9, GP35, SD40 и SD45. На раннем этапе дизелизации грузовых локомотивов, Pennsy закупала кабинные локомотивы у компаний Alco, Baldwin, EMD и Fairbanks Morse. В 1950-х годах Pennsy продолжала увеличивать количество дизельных локомотивов в своем парке. Продолжая отдавать предпочтение EMD, Pennsy также приобрела локомотивы FA и BLH RF 16 "Акулы". В 1956 году Pennsy объявила тендер на поставку крупной партии дизельных локомотивов. GM/EMD предложила Pennsy выгодные условия на новые, надежные GP9 и получила весь заказ. Когда эта крупная партия дизельных локомотивов поступила в следующем году, Pennsy вывела из эксплуатации все оставшиеся паровозы. Один из проигравших в тендере, Baldwin Locomotive Works — давний поставщик локомотивов для Pennsy — рассчитывал выиграть хотя бы часть заказа. Однако, когда EMD получила весь заказ, 126-летняя Baldwin объявила о банкротстве. В течение последнего десятилетия существования Pennsy (1960-е годы) компания заказывала локомотивы с четырьмя осями, приобретая локомотивы серии 'Century' от Alco, новые General Electric (GE) U25B и EMD GP30 и GP35. Но к 1965 году Pennsy перешла исключительно на локомотивы с шестью осями, закупая Alco C628 и C630, GE U25C, U28C и U30C, а также EMD SD35, SD40 и SD45. Такие сигналы, представлявшие собой большую круглую мишень с до восьми янтарных огней, расположенных по кругу и одним в центре, могли отображать различные комбинации огней для передачи разных значений, были более заметны в тумане и оставались эффективными даже при выходе из строя одного из огней в ряду. Такие линзы "красный глаз" также были временно установлены на стрелочном переводе Овербрук недалеко от Филадельфии.
From the late 1940s through to the merger with the New York Central in 1968, the Pennsy purchased about 1,500 diesel freight units. 2/3 of these units were built by EMD, primarily F3s, F7s, GP9s, GP35s, SD40s, and SD45s. Early on in dieselization of freight units, the Pennsy purchased cab units from Alco, Baldwin, EMD, and Fairbanks Morse. Heading into the 1950s, the Pennsy continued to add more diesel units to their fleet. Still preferring EMD, the Pennsy did add FA units and BLH RF 16 "Sharks". In 1956, the Pennsy called for bids to supply a large order of diesel locomotives. GM/EMD gave the Pennsy an exceptional deal on new, reliable GP9s, and received the entire order. When this large diesel order arrived the following year, the Pennsy retired all of its remaining steam engines. One of the losing bidders, Baldwin Locomotive Works — a longtime supplier of Pennsy locomotives — had been counting on winning at least some of the work. When EMD won it all, the 126 year old Baldwin declared bankruptcy. For the last decade of Pennsy's existence (1960s), the Pennsy was ordering 4 axle power, buying Alco's 'Century' series locomotives, newcomer General Electric (GE) U25Bs, and EMD GP30s and GP35s. But by 1965, the Pennsy turned exclusively to 6 axle power, buying Alco's C628 and C630, GE's U25C, U28C, and U30C, and EMD's SD35, SD40, and SD45. Such signals, which featured a large round target with up to eight amber colored lights in a circle and one in the center, could be lit in various patterns to convey different meanings, were more visible in fog, and remained effective even when one light in a row was inoperative. Such "red eye" lenses were also temporarily installed at Overbrook Interlocking near Philadelphia.
Альтона-Работы
В 1849 году руководство Pennsylvania Railroad (Pennsy) разработало планы по строительству ремонтного комплекса в Алтуне. Строительство началось в 1850 году, и вскоре несколько небольших зданий разместили машинный цех, деревообрабатывающий цех, кузницу, цех по ремонту локомотивов и литейный завод. Позднее эти здания были снесены, чтобы освободить место для дальнейшего расширения. К 1926 году комплекс в Алтуне занимал и состоял из четырех подразделений: машинные мастерские Алтуны, вагонные мастерские Алтуны, мастерские Джуниата и литейные заводы Южной Алтуны. Машинные мастерские Алтуны состояли из более чем дюжины зданий и выполняли ремонт локомотивов, а также изготавливали запасные части для локомотивов и отливки из цветных металлов. Вагонные мастерские Алтуны начали строить в 1869 году. К 1926 году в их состав входило дюжина зданий, где производили и ремонтировали пассажирские и грузовые вагоны. Мастерские Джуниата были построены в 1889 году из-за необходимости в увеличении производственных площадей в Алтуне. Эти мастерские состояли из 10 зданий и занимались сборкой локомотивов и их капитальным ремонтом. Литейные заводы Южной Алтуны были построены в 1904 году, также из-за нехватки места в Алтуне. На этих заводах в основном производили отливки из серого чугуна. В 1875 году на комплексе в Алтуне был создан Испытательный отдел для оборудования Pennsy, как собственного производства, так и приобретенного. В последующие годы Pennsylvania Railroad стала лидером в стране по разработке исследовательских и испытательных процедур, имеющих практическую ценность для железнодорожной отрасли. Использование испытательных мощностей было прекращено в 1968 году. К 1957 году это была крупнейшая в мире автоматическая сортировочная станция. Сортировочная станция Crestline была построена компанией Pittsburgh, Fort Wayne & Chicago Railway примерно в 1863 году и значительно модернизирована в начале 1920-х годов компанией Pennsy для ускорения грузоперевозок из Чикаго и устранения необходимости сортировки грузовых составов, следующих в восточном и западном направлениях, в Форт-Уэйне. Станция Crestline расположена примерно на полпути между Питтсбургом и Чикаго, в городе Крэстлайн, штат Огайо, и могла вместить более 1600 вагонов. Сортировочная станция Enola была построена в начале 1900-х годов и расположена через реку Саскуэханна от города Гаррисберг. Станция выросла от скромного начала с 12 путей до более чем 100 путей, способных обрабатывать тысячи грузовых вагонов и став крупнейшей в мире грузовой железнодорожной станцией к 1940-м годам.
In 1849, Pennsy officials developed plans to construct a repair facility at Altoona. Construction started in 1850, and soon, several small buildings housed a machine shop, woodworking shop, blacksmith shop, locomotive repair shop, and foundry. These facilities were later demolished to make room for continuing expansion. By 1926, the Altoona Works occupied and consisted of four units: the Altoona Machine Shops, Altoona Car Shops, Juniata Shops, and South Altoona Foundries. The Altoona Machine Shops consisted of over a dozen buildings and performed locomotive repairs, plus made locomotive repair parts and non metal castings. The Altoona Car Shops were built beginning in 1869. By 1926, it included a dozen buildings, built passenger and freight cars, and repaired same. The Juniata Shops were built out of need for more shop space at Altoona, in 1889. These shops consisted of 10 buildings, and constructed locomotives and performed heavy repairs of locomotives. The South Altoona Foundries were built, again, out of need for more space at Altoona, in 1904. The shops primarily made gray iron castings. In 1875, the Altoona Works started a Test Department for Pennsy equipment, both built and purchased. In following years, the Pennsylvania Railroad led the nation in the development of research and testing procedures of practical value for the railroad industry. Use of the testing facilities was discontinued in 1968. By 1957, it was the world's largest automatic classification yard. Crestline Yard was built by the Pittsburgh, Fort Wayne & Chicago Railway around 1863 and significantly improved in the early 1920s by the Pennsy to speed Chicago shipments and eliminate east and westbound freight classification at Fort Wayne. Crestline is located about halfway between Pittsburgh and Chicago in Crestline, Ohio, and could hold over 1,600 cars. Enola Yard was built in the early 1900s and lies across the Susquehanna River from Harrisburg. The yard grew from humble beginnings of 12 tracks to over of tracks, capable of handling thousands of freight cars and becoming the world's largest freight rail yard by the 1940s.
Основные пассажирские станции
Пенси построила несколько грандиозных пассажирских станций, самостоятельно или совместно с другими железными дорогами. Эти архитектурные шедевры, в названии которых обычно предшествовало слово "Penn Station", были узлами пассажирского сообщения PRR. Многие из них до сих пор используются, обслуживаемые Amtrak и региональными пассажирскими перевозчиками.
The Pennsy built several grand passenger stations, alone or with other railroads. These architectural marvels, whose city name was usually preceded by "Penn Station", were the hubs for the PRR's passenger service. Many are still in use today, served by Amtrak and regional passenger carriers. + Major Passenger Stations of the Pennsylvania RailroadLocationStation NamePhotoDescriptionBaltimore, MDPenn StationThe main station of Baltimore, this Beaux Arts building was built in 1911 from a design by architect Kenneth MacKenzie Murchison. It is currently served by Amtrak and MARC commuter service. Both approaches to the station are via tunnels, the B&P Tunnel to the south and the Union Tunnel to the north. Chicago, ILUnion StationThe PRR, along with the Milwaukee Road and the Burlington Route, built Chicago's Union Station, the only one of Chicago's old stations still used as an intercity train station. It was designed by Graham, Anderson, Probst & White in the Beaux Arts style and opened in 1925. New York, NYPenn StationThe original Pennsylvania Station was designed by the noted architectural firm of McKim, Mead and White and was modeled on the Roman Baths of Caracalla; it was notable for its high vaulted ceilings. The station opened in 1910 to provide access to Manhattan from New Jersey without having to use a ferry, making the Pennsy the only railroad to enter New York City from the south. The station was served by the Pennsy's own trains as well as those of its subsidiary, the Long Island Rail Road. Infamously, the station's headhouse was demolished for redevelopment in 1963. However, most of the station's rail infrastructure (platforms, tracks, concourses, waiting room) and staircases were below street level, and survived as the current Pennsylvania Station. The station continues as an underground operation (serving Amtrak, New Jersey Transit and the LIRR) and is the busiest intercity railroad station in the United States. Newark, NJPenn StationNewark's Pennsylvania Station was designed by McKim, Mead and White. It opened in 1935, was completed in 1937 and was refurbished in 2007. Its style is a mixture of Art Deco and Neo Classical. All Amtrak trains stop here, and the station serves three commuter lines, PATH rapid transit to Jersey City and Manhattan, and the Newark Light Rail. Philadelphia, PABroad Street StationBroad Street Station was the first of the great passenger stations built by the Pennsy. Opened in 1881 at a cost of $4,272,268.53 ($ in ), the station was expanded in the early 1890s by famed Philadelphia architect Frank Furness. For most of its existence it was, with City Hall, one of the crown jewels of Philadelphia's architecture, and until a 1923 fire, had the largest train shed in the world (a 91 m span). It was the terminal for the Pennsylvania in Philadelphia, bringing trains into the center of the city at Broad and Filbert streets. The station was demolished in 1953 after the Pennsy moved passenger service to 30th Street Station. Philadelphia, PA30th Street Station30th Street Station displays its majestic—and traditional—architectural style with its enormous waiting room and its vestibules. The station, in spite of its architectural classicism, opened in 1933, when modern and Art Deco styles were more popular. Its construction was needed to accommodate increased intercity and suburban traffic. It replaced the 32nd Street Station (West Philadelphia). It is now the primary rail station in Philadelphia, serving long distance and commuter trains. Pittsburgh, PAPenn StationThe original station was built in 1865 and was destroyed by fire in 1877 during the Pittsburgh Riots. A temporary station was quickly built but, remained in service until the early 1900s, when the present station was built between 1898–1903, renovated in 1954, and partially repurposed in 1988. The station was originally called "Union Station" as the terminal for the Allegheny Valley, PFtW&C, and the Pennsylvania Railroad. Washington, DCUnion StationUnion Station, built jointly with the B&O, served as a hub for Pennsy passenger services in the nation's capital, with connections to the B&O, and Southern Railway. The station was designed by architect Daniel Burnham and opened in 1908. The Richmond, Fredericksburg & Potomac Railroad provided a link to Richmond, Virginia, about 100 mile (161 km) to the south, where major north–south lines of the Atlantic Coast Line and Seaboard Air Line railroads provided service to North and South Carolina, Georgia, and Florida. Today, Union Station is the location of Amtrak headquarters and serves Amtrak and regional commuter railroads (MARC and VRE).
**Основные пассажирские станции Пенсильванской железной дороги**
The Pennsy built several grand passenger stations, alone or with other railroads. These architectural marvels, whose city name was usually preceded by "Penn Station", were the hubs for the PRR's passenger service. Many are still in use today, served by Amtrak and regional passenger carriers. + Major Passenger Stations of the Pennsylvania RailroadLocationStation NamePhotoDescriptionBaltimore, MDPenn StationThe main station of Baltimore, this Beaux Arts building was built in 1911 from a design by architect Kenneth MacKenzie Murchison. It is currently served by Amtrak and MARC commuter service. Both approaches to the station are via tunnels, the B&P Tunnel to the south and the Union Tunnel to the north. Chicago, ILUnion StationThe PRR, along with the Milwaukee Road and the Burlington Route, built Chicago's Union Station, the only one of Chicago's old stations still used as an intercity train station. It was designed by Graham, Anderson, Probst & White in the Beaux Arts style and opened in 1925. New York, NYPenn StationThe original Pennsylvania Station was designed by the noted architectural firm of McKim, Mead and White and was modeled on the Roman Baths of Caracalla; it was notable for its high vaulted ceilings. The station opened in 1910 to provide access to Manhattan from New Jersey without having to use a ferry, making the Pennsy the only railroad to enter New York City from the south. The station was served by the Pennsy's own trains as well as those of its subsidiary, the Long Island Rail Road. Infamously, the station's headhouse was demolished for redevelopment in 1963. However, most of the station's rail infrastructure (platforms, tracks, concourses, waiting room) and staircases were below street level, and survived as the current Pennsylvania Station. The station continues as an underground operation (serving Amtrak, New Jersey Transit and the LIRR) and is the busiest intercity railroad station in the United States. Newark, NJPenn StationNewark's Pennsylvania Station was designed by McKim, Mead and White. It opened in 1935, was completed in 1937 and was refurbished in 2007. Its style is a mixture of Art Deco and Neo Classical. All Amtrak trains stop here, and the station serves three commuter lines, PATH rapid transit to Jersey City and Manhattan, and the Newark Light Rail. Philadelphia, PABroad Street StationBroad Street Station was the first of the great passenger stations built by the Pennsy. Opened in 1881 at a cost of $4,272,268.53 ($ in ), the station was expanded in the early 1890s by famed Philadelphia architect Frank Furness. For most of its existence it was, with City Hall, one of the crown jewels of Philadelphia's architecture, and until a 1923 fire, had the largest train shed in the world (a 91 m span). It was the terminal for the Pennsylvania in Philadelphia, bringing trains into the center of the city at Broad and Filbert streets. The station was demolished in 1953 after the Pennsy moved passenger service to 30th Street Station. Philadelphia, PA30th Street Station30th Street Station displays its majestic—and traditional—architectural style with its enormous waiting room and its vestibules. The station, in spite of its architectural classicism, opened in 1933, when modern and Art Deco styles were more popular. Its construction was needed to accommodate increased intercity and suburban traffic. It replaced the 32nd Street Station (West Philadelphia). It is now the primary rail station in Philadelphia, serving long distance and commuter trains. Pittsburgh, PAPenn StationThe original station was built in 1865 and was destroyed by fire in 1877 during the Pittsburgh Riots. A temporary station was quickly built but, remained in service until the early 1900s, when the present station was built between 1898–1903, renovated in 1954, and partially repurposed in 1988. The station was originally called "Union Station" as the terminal for the Allegheny Valley, PFtW&C, and the Pennsylvania Railroad. Washington, DCUnion StationUnion Station, built jointly with the B&O, served as a hub for Pennsy passenger services in the nation's capital, with connections to the B&O, and Southern Railway. The station was designed by architect Daniel Burnham and opened in 1908. The Richmond, Fredericksburg & Potomac Railroad provided a link to Richmond, Virginia, about 100 mile (161 km) to the south, where major north–south lines of the Atlantic Coast Line and Seaboard Air Line railroads provided service to North and South Carolina, Georgia, and Florida. Today, Union Station is the location of Amtrak headquarters and serves Amtrak and regional commuter railroads (MARC and VRE).
**Балтимор, МД**
**Penn Station** Главный вокзал Балтимора, это здание в стиле Beaux Arts было построено в 1911 году по проекту архитектора Кеннета Маккензи Мёрчисона. В настоящее время он обслуживается поездами Amtrak и пригородным сообщением MARC. Оба подхода к станции проходят через туннели: туннель B&P на юге и туннель Union на севере.
The Pennsy built several grand passenger stations, alone or with other railroads. These architectural marvels, whose city name was usually preceded by "Penn Station", were the hubs for the PRR's passenger service. Many are still in use today, served by Amtrak and regional passenger carriers. + Major Passenger Stations of the Pennsylvania RailroadLocationStation NamePhotoDescriptionBaltimore, MDPenn StationThe main station of Baltimore, this Beaux Arts building was built in 1911 from a design by architect Kenneth MacKenzie Murchison. It is currently served by Amtrak and MARC commuter service. Both approaches to the station are via tunnels, the B&P Tunnel to the south and the Union Tunnel to the north. Chicago, ILUnion StationThe PRR, along with the Milwaukee Road and the Burlington Route, built Chicago's Union Station, the only one of Chicago's old stations still used as an intercity train station. It was designed by Graham, Anderson, Probst & White in the Beaux Arts style and opened in 1925. New York, NYPenn StationThe original Pennsylvania Station was designed by the noted architectural firm of McKim, Mead and White and was modeled on the Roman Baths of Caracalla; it was notable for its high vaulted ceilings. The station opened in 1910 to provide access to Manhattan from New Jersey without having to use a ferry, making the Pennsy the only railroad to enter New York City from the south. The station was served by the Pennsy's own trains as well as those of its subsidiary, the Long Island Rail Road. Infamously, the station's headhouse was demolished for redevelopment in 1963. However, most of the station's rail infrastructure (platforms, tracks, concourses, waiting room) and staircases were below street level, and survived as the current Pennsylvania Station. The station continues as an underground operation (serving Amtrak, New Jersey Transit and the LIRR) and is the busiest intercity railroad station in the United States. Newark, NJPenn StationNewark's Pennsylvania Station was designed by McKim, Mead and White. It opened in 1935, was completed in 1937 and was refurbished in 2007. Its style is a mixture of Art Deco and Neo Classical. All Amtrak trains stop here, and the station serves three commuter lines, PATH rapid transit to Jersey City and Manhattan, and the Newark Light Rail. Philadelphia, PABroad Street StationBroad Street Station was the first of the great passenger stations built by the Pennsy. Opened in 1881 at a cost of $4,272,268.53 ($ in ), the station was expanded in the early 1890s by famed Philadelphia architect Frank Furness. For most of its existence it was, with City Hall, one of the crown jewels of Philadelphia's architecture, and until a 1923 fire, had the largest train shed in the world (a 91 m span). It was the terminal for the Pennsylvania in Philadelphia, bringing trains into the center of the city at Broad and Filbert streets. The station was demolished in 1953 after the Pennsy moved passenger service to 30th Street Station. Philadelphia, PA30th Street Station30th Street Station displays its majestic—and traditional—architectural style with its enormous waiting room and its vestibules. The station, in spite of its architectural classicism, opened in 1933, when modern and Art Deco styles were more popular. Its construction was needed to accommodate increased intercity and suburban traffic. It replaced the 32nd Street Station (West Philadelphia). It is now the primary rail station in Philadelphia, serving long distance and commuter trains. Pittsburgh, PAPenn StationThe original station was built in 1865 and was destroyed by fire in 1877 during the Pittsburgh Riots. A temporary station was quickly built but, remained in service until the early 1900s, when the present station was built between 1898–1903, renovated in 1954, and partially repurposed in 1988. The station was originally called "Union Station" as the terminal for the Allegheny Valley, PFtW&C, and the Pennsylvania Railroad. Washington, DCUnion StationUnion Station, built jointly with the B&O, served as a hub for Pennsy passenger services in the nation's capital, with connections to the B&O, and Southern Railway. The station was designed by architect Daniel Burnham and opened in 1908. The Richmond, Fredericksburg & Potomac Railroad provided a link to Richmond, Virginia, about 100 mile (161 km) to the south, where major north–south lines of the Atlantic Coast Line and Seaboard Air Line railroads provided service to North and South Carolina, Georgia, and Florida. Today, Union Station is the location of Amtrak headquarters and serves Amtrak and regional commuter railroads (MARC and VRE).
**Чикаго, Иллинойс**
**Union Station** PRR совместно с Milwaukee Road и Burlington Route построили Чикагский вокзал Union Station, единственную из старых станций Чикаго, до сих пор используемую для междугородних поездов. Он был спроектирован Graham, Anderson, Probst & White в стиле Beaux Arts и открыт в 1925 году.
The Pennsy built several grand passenger stations, alone or with other railroads. These architectural marvels, whose city name was usually preceded by "Penn Station", were the hubs for the PRR's passenger service. Many are still in use today, served by Amtrak and regional passenger carriers. + Major Passenger Stations of the Pennsylvania RailroadLocationStation NamePhotoDescriptionBaltimore, MDPenn StationThe main station of Baltimore, this Beaux Arts building was built in 1911 from a design by architect Kenneth MacKenzie Murchison. It is currently served by Amtrak and MARC commuter service. Both approaches to the station are via tunnels, the B&P Tunnel to the south and the Union Tunnel to the north. Chicago, ILUnion StationThe PRR, along with the Milwaukee Road and the Burlington Route, built Chicago's Union Station, the only one of Chicago's old stations still used as an intercity train station. It was designed by Graham, Anderson, Probst & White in the Beaux Arts style and opened in 1925. New York, NYPenn StationThe original Pennsylvania Station was designed by the noted architectural firm of McKim, Mead and White and was modeled on the Roman Baths of Caracalla; it was notable for its high vaulted ceilings. The station opened in 1910 to provide access to Manhattan from New Jersey without having to use a ferry, making the Pennsy the only railroad to enter New York City from the south. The station was served by the Pennsy's own trains as well as those of its subsidiary, the Long Island Rail Road. Infamously, the station's headhouse was demolished for redevelopment in 1963. However, most of the station's rail infrastructure (platforms, tracks, concourses, waiting room) and staircases were below street level, and survived as the current Pennsylvania Station. The station continues as an underground operation (serving Amtrak, New Jersey Transit and the LIRR) and is the busiest intercity railroad station in the United States. Newark, NJPenn StationNewark's Pennsylvania Station was designed by McKim, Mead and White. It opened in 1935, was completed in 1937 and was refurbished in 2007. Its style is a mixture of Art Deco and Neo Classical. All Amtrak trains stop here, and the station serves three commuter lines, PATH rapid transit to Jersey City and Manhattan, and the Newark Light Rail. Philadelphia, PABroad Street StationBroad Street Station was the first of the great passenger stations built by the Pennsy. Opened in 1881 at a cost of $4,272,268.53 ($ in ), the station was expanded in the early 1890s by famed Philadelphia architect Frank Furness. For most of its existence it was, with City Hall, one of the crown jewels of Philadelphia's architecture, and until a 1923 fire, had the largest train shed in the world (a 91 m span). It was the terminal for the Pennsylvania in Philadelphia, bringing trains into the center of the city at Broad and Filbert streets. The station was demolished in 1953 after the Pennsy moved passenger service to 30th Street Station. Philadelphia, PA30th Street Station30th Street Station displays its majestic—and traditional—architectural style with its enormous waiting room and its vestibules. The station, in spite of its architectural classicism, opened in 1933, when modern and Art Deco styles were more popular. Its construction was needed to accommodate increased intercity and suburban traffic. It replaced the 32nd Street Station (West Philadelphia). It is now the primary rail station in Philadelphia, serving long distance and commuter trains. Pittsburgh, PAPenn StationThe original station was built in 1865 and was destroyed by fire in 1877 during the Pittsburgh Riots. A temporary station was quickly built but, remained in service until the early 1900s, when the present station was built between 1898–1903, renovated in 1954, and partially repurposed in 1988. The station was originally called "Union Station" as the terminal for the Allegheny Valley, PFtW&C, and the Pennsylvania Railroad. Washington, DCUnion StationUnion Station, built jointly with the B&O, served as a hub for Pennsy passenger services in the nation's capital, with connections to the B&O, and Southern Railway. The station was designed by architect Daniel Burnham and opened in 1908. The Richmond, Fredericksburg & Potomac Railroad provided a link to Richmond, Virginia, about 100 mile (161 km) to the south, where major north–south lines of the Atlantic Coast Line and Seaboard Air Line railroads provided service to North and South Carolina, Georgia, and Florida. Today, Union Station is the location of Amtrak headquarters and serves Amtrak and regional commuter railroads (MARC and VRE).
**Нью-Йорк, Нью-Йорк**
**Penn Station** Оригинальная Пенсильванская станция была спроектирована известной архитектурной фирмой McKim, Mead and White и была построена по образцу римских бань Каракаллы; она отличалась высокими сводчатыми потолками. Станция открылась в 1910 году, чтобы обеспечить доступ к Манхэттену из Нью-Джерси без использования парома, сделав Pennsy единственной железной дорогой, входящей в Нью-Йорк с юга. Станция обслуживалась как поездами самой Pennsy, так и поездами ее дочерней компании Long Island Rail Road. Главный корпус станции был снесён для реконструкции в 1963 году. Однако большая часть железнодорожной инфраструктуры станции (платформы, пути, залы, зал ожидания) и лестницы находилась ниже уровня улицы и сохранилась как нынешняя станция Пенсильвания. Станция продолжает функционировать как подземный комплекс (обслуживая Amtrak, New Jersey Transit и LIRR) и является самой загруженной станцией междугородних поездов в Соединенных Штатах.
The Pennsy built several grand passenger stations, alone or with other railroads. These architectural marvels, whose city name was usually preceded by "Penn Station", were the hubs for the PRR's passenger service. Many are still in use today, served by Amtrak and regional passenger carriers. + Major Passenger Stations of the Pennsylvania RailroadLocationStation NamePhotoDescriptionBaltimore, MDPenn StationThe main station of Baltimore, this Beaux Arts building was built in 1911 from a design by architect Kenneth MacKenzie Murchison. It is currently served by Amtrak and MARC commuter service. Both approaches to the station are via tunnels, the B&P Tunnel to the south and the Union Tunnel to the north. Chicago, ILUnion StationThe PRR, along with the Milwaukee Road and the Burlington Route, built Chicago's Union Station, the only one of Chicago's old stations still used as an intercity train station. It was designed by Graham, Anderson, Probst & White in the Beaux Arts style and opened in 1925. New York, NYPenn StationThe original Pennsylvania Station was designed by the noted architectural firm of McKim, Mead and White and was modeled on the Roman Baths of Caracalla; it was notable for its high vaulted ceilings. The station opened in 1910 to provide access to Manhattan from New Jersey without having to use a ferry, making the Pennsy the only railroad to enter New York City from the south. The station was served by the Pennsy's own trains as well as those of its subsidiary, the Long Island Rail Road. Infamously, the station's headhouse was demolished for redevelopment in 1963. However, most of the station's rail infrastructure (platforms, tracks, concourses, waiting room) and staircases were below street level, and survived as the current Pennsylvania Station. The station continues as an underground operation (serving Amtrak, New Jersey Transit and the LIRR) and is the busiest intercity railroad station in the United States. Newark, NJPenn StationNewark's Pennsylvania Station was designed by McKim, Mead and White. It opened in 1935, was completed in 1937 and was refurbished in 2007. Its style is a mixture of Art Deco and Neo Classical. All Amtrak trains stop here, and the station serves three commuter lines, PATH rapid transit to Jersey City and Manhattan, and the Newark Light Rail. Philadelphia, PABroad Street StationBroad Street Station was the first of the great passenger stations built by the Pennsy. Opened in 1881 at a cost of $4,272,268.53 ($ in ), the station was expanded in the early 1890s by famed Philadelphia architect Frank Furness. For most of its existence it was, with City Hall, one of the crown jewels of Philadelphia's architecture, and until a 1923 fire, had the largest train shed in the world (a 91 m span). It was the terminal for the Pennsylvania in Philadelphia, bringing trains into the center of the city at Broad and Filbert streets. The station was demolished in 1953 after the Pennsy moved passenger service to 30th Street Station. Philadelphia, PA30th Street Station30th Street Station displays its majestic—and traditional—architectural style with its enormous waiting room and its vestibules. The station, in spite of its architectural classicism, opened in 1933, when modern and Art Deco styles were more popular. Its construction was needed to accommodate increased intercity and suburban traffic. It replaced the 32nd Street Station (West Philadelphia). It is now the primary rail station in Philadelphia, serving long distance and commuter trains. Pittsburgh, PAPenn StationThe original station was built in 1865 and was destroyed by fire in 1877 during the Pittsburgh Riots. A temporary station was quickly built but, remained in service until the early 1900s, when the present station was built between 1898–1903, renovated in 1954, and partially repurposed in 1988. The station was originally called "Union Station" as the terminal for the Allegheny Valley, PFtW&C, and the Pennsylvania Railroad. Washington, DCUnion StationUnion Station, built jointly with the B&O, served as a hub for Pennsy passenger services in the nation's capital, with connections to the B&O, and Southern Railway. The station was designed by architect Daniel Burnham and opened in 1908. The Richmond, Fredericksburg & Potomac Railroad provided a link to Richmond, Virginia, about 100 mile (161 km) to the south, where major north–south lines of the Atlantic Coast Line and Seaboard Air Line railroads provided service to North and South Carolina, Georgia, and Florida. Today, Union Station is the location of Amtrak headquarters and serves Amtrak and regional commuter railroads (MARC and VRE).
**Ньюарк, Нью-Джерси**
**Penn Station** Пенсильванская станция Ньюарка была спроектирована McKim, Mead and White. Она открылась в 1935 году, была завершена в 1937 году и отреставрирована в 2007 году. Ее стиль представляет собой сочетание ар-деко и неоклассицизма. Здесь останавливаются все поезда Amtrak, а станция обслуживает три пригородных линии, скоростной транзит PATH до Джерси-Сити и Манхэттена, а также Newark Light Rail.
The Pennsy built several grand passenger stations, alone or with other railroads. These architectural marvels, whose city name was usually preceded by "Penn Station", were the hubs for the PRR's passenger service. Many are still in use today, served by Amtrak and regional passenger carriers. + Major Passenger Stations of the Pennsylvania RailroadLocationStation NamePhotoDescriptionBaltimore, MDPenn StationThe main station of Baltimore, this Beaux Arts building was built in 1911 from a design by architect Kenneth MacKenzie Murchison. It is currently served by Amtrak and MARC commuter service. Both approaches to the station are via tunnels, the B&P Tunnel to the south and the Union Tunnel to the north. Chicago, ILUnion StationThe PRR, along with the Milwaukee Road and the Burlington Route, built Chicago's Union Station, the only one of Chicago's old stations still used as an intercity train station. It was designed by Graham, Anderson, Probst & White in the Beaux Arts style and opened in 1925. New York, NYPenn StationThe original Pennsylvania Station was designed by the noted architectural firm of McKim, Mead and White and was modeled on the Roman Baths of Caracalla; it was notable for its high vaulted ceilings. The station opened in 1910 to provide access to Manhattan from New Jersey without having to use a ferry, making the Pennsy the only railroad to enter New York City from the south. The station was served by the Pennsy's own trains as well as those of its subsidiary, the Long Island Rail Road. Infamously, the station's headhouse was demolished for redevelopment in 1963. However, most of the station's rail infrastructure (platforms, tracks, concourses, waiting room) and staircases were below street level, and survived as the current Pennsylvania Station. The station continues as an underground operation (serving Amtrak, New Jersey Transit and the LIRR) and is the busiest intercity railroad station in the United States. Newark, NJPenn StationNewark's Pennsylvania Station was designed by McKim, Mead and White. It opened in 1935, was completed in 1937 and was refurbished in 2007. Its style is a mixture of Art Deco and Neo Classical. All Amtrak trains stop here, and the station serves three commuter lines, PATH rapid transit to Jersey City and Manhattan, and the Newark Light Rail. Philadelphia, PABroad Street StationBroad Street Station was the first of the great passenger stations built by the Pennsy. Opened in 1881 at a cost of $4,272,268.53 ($ in ), the station was expanded in the early 1890s by famed Philadelphia architect Frank Furness. For most of its existence it was, with City Hall, one of the crown jewels of Philadelphia's architecture, and until a 1923 fire, had the largest train shed in the world (a 91 m span). It was the terminal for the Pennsylvania in Philadelphia, bringing trains into the center of the city at Broad and Filbert streets. The station was demolished in 1953 after the Pennsy moved passenger service to 30th Street Station. Philadelphia, PA30th Street Station30th Street Station displays its majestic—and traditional—architectural style with its enormous waiting room and its vestibules. The station, in spite of its architectural classicism, opened in 1933, when modern and Art Deco styles were more popular. Its construction was needed to accommodate increased intercity and suburban traffic. It replaced the 32nd Street Station (West Philadelphia). It is now the primary rail station in Philadelphia, serving long distance and commuter trains. Pittsburgh, PAPenn StationThe original station was built in 1865 and was destroyed by fire in 1877 during the Pittsburgh Riots. A temporary station was quickly built but, remained in service until the early 1900s, when the present station was built between 1898–1903, renovated in 1954, and partially repurposed in 1988. The station was originally called "Union Station" as the terminal for the Allegheny Valley, PFtW&C, and the Pennsylvania Railroad. Washington, DCUnion StationUnion Station, built jointly with the B&O, served as a hub for Pennsy passenger services in the nation's capital, with connections to the B&O, and Southern Railway. The station was designed by architect Daniel Burnham and opened in 1908. The Richmond, Fredericksburg & Potomac Railroad provided a link to Richmond, Virginia, about 100 mile (161 km) to the south, where major north–south lines of the Atlantic Coast Line and Seaboard Air Line railroads provided service to North and South Carolina, Georgia, and Florida. Today, Union Station is the location of Amtrak headquarters and serves Amtrak and regional commuter railroads (MARC and VRE).
**Филадельфия, Пенсильвания**
**Broad Street Station** Станция Broad Street была первой из крупных пассажирских станций, построенных Pennsy. Открыта в 1881 году стоимостью 4 272 268,53 доллара США. В начале 1890-х годов станция была расширена известным филадельфийским архитектором Фрэнком Фернессом. На протяжении большей части своего существования она, вместе с ратушей, была одной из архитектурных жемчужин Филадельфии, и до пожара 1923 года имела самый большой в мире железнодорожный навес (пролет 91 м). Это был терминал Pennsylvania Railroad в Филадельфии, привозивший поезда в центр города на пересечении улиц Broad и Filbert. Станция была снесена в 1953 году после того, как Pennsy перенесла пассажирское сообщение на станцию 30th Street.
The Pennsy built several grand passenger stations, alone or with other railroads. These architectural marvels, whose city name was usually preceded by "Penn Station", were the hubs for the PRR's passenger service. Many are still in use today, served by Amtrak and regional passenger carriers. + Major Passenger Stations of the Pennsylvania RailroadLocationStation NamePhotoDescriptionBaltimore, MDPenn StationThe main station of Baltimore, this Beaux Arts building was built in 1911 from a design by architect Kenneth MacKenzie Murchison. It is currently served by Amtrak and MARC commuter service. Both approaches to the station are via tunnels, the B&P Tunnel to the south and the Union Tunnel to the north. Chicago, ILUnion StationThe PRR, along with the Milwaukee Road and the Burlington Route, built Chicago's Union Station, the only one of Chicago's old stations still used as an intercity train station. It was designed by Graham, Anderson, Probst & White in the Beaux Arts style and opened in 1925. New York, NYPenn StationThe original Pennsylvania Station was designed by the noted architectural firm of McKim, Mead and White and was modeled on the Roman Baths of Caracalla; it was notable for its high vaulted ceilings. The station opened in 1910 to provide access to Manhattan from New Jersey without having to use a ferry, making the Pennsy the only railroad to enter New York City from the south. The station was served by the Pennsy's own trains as well as those of its subsidiary, the Long Island Rail Road. Infamously, the station's headhouse was demolished for redevelopment in 1963. However, most of the station's rail infrastructure (platforms, tracks, concourses, waiting room) and staircases were below street level, and survived as the current Pennsylvania Station. The station continues as an underground operation (serving Amtrak, New Jersey Transit and the LIRR) and is the busiest intercity railroad station in the United States. Newark, NJPenn StationNewark's Pennsylvania Station was designed by McKim, Mead and White. It opened in 1935, was completed in 1937 and was refurbished in 2007. Its style is a mixture of Art Deco and Neo Classical. All Amtrak trains stop here, and the station serves three commuter lines, PATH rapid transit to Jersey City and Manhattan, and the Newark Light Rail. Philadelphia, PABroad Street StationBroad Street Station was the first of the great passenger stations built by the Pennsy. Opened in 1881 at a cost of $4,272,268.53 ($ in ), the station was expanded in the early 1890s by famed Philadelphia architect Frank Furness. For most of its existence it was, with City Hall, one of the crown jewels of Philadelphia's architecture, and until a 1923 fire, had the largest train shed in the world (a 91 m span). It was the terminal for the Pennsylvania in Philadelphia, bringing trains into the center of the city at Broad and Filbert streets. The station was demolished in 1953 after the Pennsy moved passenger service to 30th Street Station. Philadelphia, PA30th Street Station30th Street Station displays its majestic—and traditional—architectural style with its enormous waiting room and its vestibules. The station, in spite of its architectural classicism, opened in 1933, when modern and Art Deco styles were more popular. Its construction was needed to accommodate increased intercity and suburban traffic. It replaced the 32nd Street Station (West Philadelphia). It is now the primary rail station in Philadelphia, serving long distance and commuter trains. Pittsburgh, PAPenn StationThe original station was built in 1865 and was destroyed by fire in 1877 during the Pittsburgh Riots. A temporary station was quickly built but, remained in service until the early 1900s, when the present station was built between 1898–1903, renovated in 1954, and partially repurposed in 1988. The station was originally called "Union Station" as the terminal for the Allegheny Valley, PFtW&C, and the Pennsylvania Railroad. Washington, DCUnion StationUnion Station, built jointly with the B&O, served as a hub for Pennsy passenger services in the nation's capital, with connections to the B&O, and Southern Railway. The station was designed by architect Daniel Burnham and opened in 1908. The Richmond, Fredericksburg & Potomac Railroad provided a link to Richmond, Virginia, about 100 mile (161 km) to the south, where major north–south lines of the Atlantic Coast Line and Seaboard Air Line railroads provided service to North and South Carolina, Georgia, and Florida. Today, Union Station is the location of Amtrak headquarters and serves Amtrak and regional commuter railroads (MARC and VRE).
**Филадельфия, Пенсильвания**
**30th Street Station** Станция 30th Street демонстрирует свой величественный и традиционный архитектурный стиль с огромным залом ожидания и вестибюлями. Станция, несмотря на свой архитектурный классицизм, открылась в 1933 году, когда более популярными были стили модерн и ар-деко. Ее строительство было необходимо для увеличения междугороднего и пригородного трафика. Она заменила станцию 32nd Street (Западная Филадельфия). В настоящее время это главная железнодорожная станция в Филадельфии, обслуживающая поезда дальнего и пригородного сообщения.
The Pennsy built several grand passenger stations, alone or with other railroads. These architectural marvels, whose city name was usually preceded by "Penn Station", were the hubs for the PRR's passenger service. Many are still in use today, served by Amtrak and regional passenger carriers. + Major Passenger Stations of the Pennsylvania RailroadLocationStation NamePhotoDescriptionBaltimore, MDPenn StationThe main station of Baltimore, this Beaux Arts building was built in 1911 from a design by architect Kenneth MacKenzie Murchison. It is currently served by Amtrak and MARC commuter service. Both approaches to the station are via tunnels, the B&P Tunnel to the south and the Union Tunnel to the north. Chicago, ILUnion StationThe PRR, along with the Milwaukee Road and the Burlington Route, built Chicago's Union Station, the only one of Chicago's old stations still used as an intercity train station. It was designed by Graham, Anderson, Probst & White in the Beaux Arts style and opened in 1925. New York, NYPenn StationThe original Pennsylvania Station was designed by the noted architectural firm of McKim, Mead and White and was modeled on the Roman Baths of Caracalla; it was notable for its high vaulted ceilings. The station opened in 1910 to provide access to Manhattan from New Jersey without having to use a ferry, making the Pennsy the only railroad to enter New York City from the south. The station was served by the Pennsy's own trains as well as those of its subsidiary, the Long Island Rail Road. Infamously, the station's headhouse was demolished for redevelopment in 1963. However, most of the station's rail infrastructure (platforms, tracks, concourses, waiting room) and staircases were below street level, and survived as the current Pennsylvania Station. The station continues as an underground operation (serving Amtrak, New Jersey Transit and the LIRR) and is the busiest intercity railroad station in the United States. Newark, NJPenn StationNewark's Pennsylvania Station was designed by McKim, Mead and White. It opened in 1935, was completed in 1937 and was refurbished in 2007. Its style is a mixture of Art Deco and Neo Classical. All Amtrak trains stop here, and the station serves three commuter lines, PATH rapid transit to Jersey City and Manhattan, and the Newark Light Rail. Philadelphia, PABroad Street StationBroad Street Station was the first of the great passenger stations built by the Pennsy. Opened in 1881 at a cost of $4,272,268.53 ($ in ), the station was expanded in the early 1890s by famed Philadelphia architect Frank Furness. For most of its existence it was, with City Hall, one of the crown jewels of Philadelphia's architecture, and until a 1923 fire, had the largest train shed in the world (a 91 m span). It was the terminal for the Pennsylvania in Philadelphia, bringing trains into the center of the city at Broad and Filbert streets. The station was demolished in 1953 after the Pennsy moved passenger service to 30th Street Station. Philadelphia, PA30th Street Station30th Street Station displays its majestic—and traditional—architectural style with its enormous waiting room and its vestibules. The station, in spite of its architectural classicism, opened in 1933, when modern and Art Deco styles were more popular. Its construction was needed to accommodate increased intercity and suburban traffic. It replaced the 32nd Street Station (West Philadelphia). It is now the primary rail station in Philadelphia, serving long distance and commuter trains. Pittsburgh, PAPenn StationThe original station was built in 1865 and was destroyed by fire in 1877 during the Pittsburgh Riots. A temporary station was quickly built but, remained in service until the early 1900s, when the present station was built between 1898–1903, renovated in 1954, and partially repurposed in 1988. The station was originally called "Union Station" as the terminal for the Allegheny Valley, PFtW&C, and the Pennsylvania Railroad. Washington, DCUnion StationUnion Station, built jointly with the B&O, served as a hub for Pennsy passenger services in the nation's capital, with connections to the B&O, and Southern Railway. The station was designed by architect Daniel Burnham and opened in 1908. The Richmond, Fredericksburg & Potomac Railroad provided a link to Richmond, Virginia, about 100 mile (161 km) to the south, where major north–south lines of the Atlantic Coast Line and Seaboard Air Line railroads provided service to North and South Carolina, Georgia, and Florida. Today, Union Station is the location of Amtrak headquarters and serves Amtrak and regional commuter railroads (MARC and VRE).
**Питтсбург, Пенсильвания**
**Penn Station** Первоначальная станция была построена в 1865 году и разрушена пожаром в 1877 году во время Питтсбургских беспорядков. Быстро была построена временная станция, которая оставалась в эксплуатации до начала 1900-х годов, когда нынешняя станция была построена в период с 1898 по 1903 год, отреставрирована в 1954 году и частично перепрофилирована в 1988 году. Станция первоначально называлась "Union Station" как терминал для Allegheny Valley, PFtW&C и Pennsylvania Railroad.
The Pennsy built several grand passenger stations, alone or with other railroads. These architectural marvels, whose city name was usually preceded by "Penn Station", were the hubs for the PRR's passenger service. Many are still in use today, served by Amtrak and regional passenger carriers. + Major Passenger Stations of the Pennsylvania RailroadLocationStation NamePhotoDescriptionBaltimore, MDPenn StationThe main station of Baltimore, this Beaux Arts building was built in 1911 from a design by architect Kenneth MacKenzie Murchison. It is currently served by Amtrak and MARC commuter service. Both approaches to the station are via tunnels, the B&P Tunnel to the south and the Union Tunnel to the north. Chicago, ILUnion StationThe PRR, along with the Milwaukee Road and the Burlington Route, built Chicago's Union Station, the only one of Chicago's old stations still used as an intercity train station. It was designed by Graham, Anderson, Probst & White in the Beaux Arts style and opened in 1925. New York, NYPenn StationThe original Pennsylvania Station was designed by the noted architectural firm of McKim, Mead and White and was modeled on the Roman Baths of Caracalla; it was notable for its high vaulted ceilings. The station opened in 1910 to provide access to Manhattan from New Jersey without having to use a ferry, making the Pennsy the only railroad to enter New York City from the south. The station was served by the Pennsy's own trains as well as those of its subsidiary, the Long Island Rail Road. Infamously, the station's headhouse was demolished for redevelopment in 1963. However, most of the station's rail infrastructure (platforms, tracks, concourses, waiting room) and staircases were below street level, and survived as the current Pennsylvania Station. The station continues as an underground operation (serving Amtrak, New Jersey Transit and the LIRR) and is the busiest intercity railroad station in the United States. Newark, NJPenn StationNewark's Pennsylvania Station was designed by McKim, Mead and White. It opened in 1935, was completed in 1937 and was refurbished in 2007. Its style is a mixture of Art Deco and Neo Classical. All Amtrak trains stop here, and the station serves three commuter lines, PATH rapid transit to Jersey City and Manhattan, and the Newark Light Rail. Philadelphia, PABroad Street StationBroad Street Station was the first of the great passenger stations built by the Pennsy. Opened in 1881 at a cost of $4,272,268.53 ($ in ), the station was expanded in the early 1890s by famed Philadelphia architect Frank Furness. For most of its existence it was, with City Hall, one of the crown jewels of Philadelphia's architecture, and until a 1923 fire, had the largest train shed in the world (a 91 m span). It was the terminal for the Pennsylvania in Philadelphia, bringing trains into the center of the city at Broad and Filbert streets. The station was demolished in 1953 after the Pennsy moved passenger service to 30th Street Station. Philadelphia, PA30th Street Station30th Street Station displays its majestic—and traditional—architectural style with its enormous waiting room and its vestibules. The station, in spite of its architectural classicism, opened in 1933, when modern and Art Deco styles were more popular. Its construction was needed to accommodate increased intercity and suburban traffic. It replaced the 32nd Street Station (West Philadelphia). It is now the primary rail station in Philadelphia, serving long distance and commuter trains. Pittsburgh, PAPenn StationThe original station was built in 1865 and was destroyed by fire in 1877 during the Pittsburgh Riots. A temporary station was quickly built but, remained in service until the early 1900s, when the present station was built between 1898–1903, renovated in 1954, and partially repurposed in 1988. The station was originally called "Union Station" as the terminal for the Allegheny Valley, PFtW&C, and the Pennsylvania Railroad. Washington, DCUnion StationUnion Station, built jointly with the B&O, served as a hub for Pennsy passenger services in the nation's capital, with connections to the B&O, and Southern Railway. The station was designed by architect Daniel Burnham and opened in 1908. The Richmond, Fredericksburg & Potomac Railroad provided a link to Richmond, Virginia, about 100 mile (161 km) to the south, where major north–south lines of the Atlantic Coast Line and Seaboard Air Line railroads provided service to North and South Carolina, Georgia, and Florida. Today, Union Station is the location of Amtrak headquarters and serves Amtrak and regional commuter railroads (MARC and VRE).
**Вашингтон, округ Колумбия**
**Union Station** Станция Union Station, построенная совместно с B&O, служила узлом для пассажирских перевозок Pennsy в столице страны, с соединением с B&O и Southern Railway. Станция была спроектирована архитектором Дэниелом Бернхэмом и открыта в 1908 году. Железная дорога Ричмонда, Фредериксбурга и Потомака обеспечивала связь с Ричмондом, штат Вирджиния, примерно в 161 км к югу, где основные линии Atlantic Coast Line и Seaboard Air Line railroads обеспечивали сообщение с Северной и Южной Каролиной, Джорджией и Флоридой. Сегодня Union Station является местом расположения штаб-квартиры Amtrak и обслуживает Amtrak и региональные пригородные железные дороги (MARC и VRE).
The Pennsy built several grand passenger stations, alone or with other railroads. These architectural marvels, whose city name was usually preceded by "Penn Station", were the hubs for the PRR's passenger service. Many are still in use today, served by Amtrak and regional passenger carriers. + Major Passenger Stations of the Pennsylvania RailroadLocationStation NamePhotoDescriptionBaltimore, MDPenn StationThe main station of Baltimore, this Beaux Arts building was built in 1911 from a design by architect Kenneth MacKenzie Murchison. It is currently served by Amtrak and MARC commuter service. Both approaches to the station are via tunnels, the B&P Tunnel to the south and the Union Tunnel to the north. Chicago, ILUnion StationThe PRR, along with the Milwaukee Road and the Burlington Route, built Chicago's Union Station, the only one of Chicago's old stations still used as an intercity train station. It was designed by Graham, Anderson, Probst & White in the Beaux Arts style and opened in 1925. New York, NYPenn StationThe original Pennsylvania Station was designed by the noted architectural firm of McKim, Mead and White and was modeled on the Roman Baths of Caracalla; it was notable for its high vaulted ceilings. The station opened in 1910 to provide access to Manhattan from New Jersey without having to use a ferry, making the Pennsy the only railroad to enter New York City from the south. The station was served by the Pennsy's own trains as well as those of its subsidiary, the Long Island Rail Road. Infamously, the station's headhouse was demolished for redevelopment in 1963. However, most of the station's rail infrastructure (platforms, tracks, concourses, waiting room) and staircases were below street level, and survived as the current Pennsylvania Station. The station continues as an underground operation (serving Amtrak, New Jersey Transit and the LIRR) and is the busiest intercity railroad station in the United States. Newark, NJPenn StationNewark's Pennsylvania Station was designed by McKim, Mead and White. It opened in 1935, was completed in 1937 and was refurbished in 2007. Its style is a mixture of Art Deco and Neo Classical. All Amtrak trains stop here, and the station serves three commuter lines, PATH rapid transit to Jersey City and Manhattan, and the Newark Light Rail. Philadelphia, PABroad Street StationBroad Street Station was the first of the great passenger stations built by the Pennsy. Opened in 1881 at a cost of $4,272,268.53 ($ in ), the station was expanded in the early 1890s by famed Philadelphia architect Frank Furness. For most of its existence it was, with City Hall, one of the crown jewels of Philadelphia's architecture, and until a 1923 fire, had the largest train shed in the world (a 91 m span). It was the terminal for the Pennsylvania in Philadelphia, bringing trains into the center of the city at Broad and Filbert streets. The station was demolished in 1953 after the Pennsy moved passenger service to 30th Street Station. Philadelphia, PA30th Street Station30th Street Station displays its majestic—and traditional—architectural style with its enormous waiting room and its vestibules. The station, in spite of its architectural classicism, opened in 1933, when modern and Art Deco styles were more popular. Its construction was needed to accommodate increased intercity and suburban traffic. It replaced the 32nd Street Station (West Philadelphia). It is now the primary rail station in Philadelphia, serving long distance and commuter trains. Pittsburgh, PAPenn StationThe original station was built in 1865 and was destroyed by fire in 1877 during the Pittsburgh Riots. A temporary station was quickly built but, remained in service until the early 1900s, when the present station was built between 1898–1903, renovated in 1954, and partially repurposed in 1988. The station was originally called "Union Station" as the terminal for the Allegheny Valley, PFtW&C, and the Pennsylvania Railroad. Washington, DCUnion StationUnion Station, built jointly with the B&O, served as a hub for Pennsy passenger services in the nation's capital, with connections to the B&O, and Southern Railway. The station was designed by architect Daniel Burnham and opened in 1908. The Richmond, Fredericksburg & Potomac Railroad provided a link to Richmond, Virginia, about 100 mile (161 km) to the south, where major north–south lines of the Atlantic Coast Line and Seaboard Air Line railroads provided service to North and South Carolina, Georgia, and Florida. Today, Union Station is the location of Amtrak headquarters and serves Amtrak and regional commuter railroads (MARC and VRE).
Единицы наследия
В рамках празднования 30-летия Norfolk Southern, 20 новых локомотивов были окрашены в ливреи предшествующих компаний. NS #8102, локомотив GE ES44AC, был окрашен в ливрею Pennsylvania Railroad. В рамках празднования 40-летия New Jersey Transit в 2019 году, три локомотива были окрашены в ливреи предшествующих компаний. Bombardier ALP 46A #4636 был обтянут виниловой плёнкой в ливрею Pennsylvania Railroad.
As a part of Norfolk Southern's 30th anniversary, they painted 20 new locomotives into predecessor schemes. NS #8102, a GE ES44AC, was painted into the Pennsylvania RR scheme. As a part of New Jersey Transit's 40th anniversary in 2019, three locomotives were painted into predecessor schemes. Bombardier ALP 46A #4636 was wrapped into the Pennsylvania RR scheme.