Podcasts about Pennsylvania Railroad

Hagley's Ben Spohn interviews Albert Churella about the final volume in his landmark trilogy on the history of the Pennsylvania Railroad. From the publisher: “The final volume of Albert J. Churella's landmark series, The Pennsylvania Railroad, concludes the story of the iconic transportation company, covering its long decline from the 1930s to its merger with the New York Central Railroad in 1968. Despite some parallels with World War I, the experience of World War II had a substantially different impact on the Pennsylvania Railroad. The introduction of new technologies, personnel, and commuter routes had significant effects on this giant of American transportation. The recession of 1958 sparked a period of decline from which it and many other railroads struggled to fully recover. The Pennsylvania Railroad: The Long Decline, 1933-1968 provides an unparalleled look at the final years of this legendary company, which in its prime was the largest corporation in the world, with a budget second only to that of the US federal government.” In support of his work Dr. Churella received funding from the Center for the History of Business, Technology, and Society at the Hagley Museum and Library. For more information and more Hagley History Hangouts please visit us online at hagley.org.

When the Pennsylvania Railroad decided to expand the Conway Yard in the early 1950s, it brought an influx of new residents to Beaver County, many of whom were temporary workers who rented rooms from boarding houses. This newfound prosperity was a boon for local landlords, but not every landlord made out so well. Such was the case of 53-year-old Olive Mae Headland, whose strange death in the fall of 1956 has never been satisfactorily explained.

rWotD Episode 2658: Pennsylvania Lines LLC Welcome to Random Wiki of the Day, your journey through Wikipedia’s vast and varied content, one random article at a time.The random article for Tuesday, 13 August 2024 is Pennsylvania Lines LLC.Pennsylvania Lines LLC was a limited liability company that owned railroad lines in the United States that are owned and operated by the Norfolk Southern Railway. The company was formed in 1998 to own Conrail lines assigned to Norfolk Southern in the split of Conrail between Norfolk Southern and CSX Transportation; operations were switched over on June 1, 1999. The company is named after the old Pennsylvania Railroad, whose old main line was a line of the new company. In November, 2003, the Surface Transportation Board approved a plan allowing Norfolk Southern to fully absorb Pennsylvania Lines LLC,[1] which was done on August 27, 2004.This recording reflects the Wikipedia text as of 01:13 UTC on Tuesday, 13 August 2024.For the full current version of the article, see Pennsylvania Lines LLC on Wikipedia.This podcast uses content from Wikipedia under the Creative Commons Attribution-ShareAlike License.Visit our archives at wikioftheday.com and subscribe to stay updated on new episodes.Follow us on Mastodon at @wikioftheday@masto.ai.Also check out Curmudgeon's Corner, a current events podcast.Until next time, I'm standard Emma.

Even the standard railroad of the world had limits. At the dawn of the twentieth century the Pennsylvania Railroad was at the most powerful it had been. As they began to learn, even that power could only reach so far. Albert Churella's The Pennsylvania Railroad Volume 2: The Age of Limits 1917-1933 is the recently released middle volume in his trilogy on the history of the Pennsylvania Railroad. In this interview Churella discusses how the railroad grew and changed in the early twentieth century as it faced increasing competition from other methods of transit, government oversight, and the realities of a world that was rapidly changing. Churella does this by interweaving corporate with personal history tracing the life and career of WW. Atterbury who began his career in the Pennsylvania Railroad's Altoona shops and retired as president in 1935. Atterbury oversaw many projects during his time leading the railroad ranging from the development of the M1 steam locomotive to electrification between New York City and Washington D.C. He also pioneered early experiments in intermodal shipping while advocating for railroad consolidation and abandoning lesser used railines. Churella also describes his writing and research process explaining how his railroad history became a trilogy. He also offers his thoughts on writing that a text of interest to academic and general audiences. Dr. Albert Churella is a professor of history at Kennesaw State University in Kennesaw, Georgia, prior to consolidation he taught at Southern Polytechnic State University. Dr. Churella's other books are The Pennsylvania Railroad, Volume I: Building an Empire, 1846-1917 and From Steam to Diesel: Managerial Customs and Organizational Capabilities in the Twentieth-Century American Locomotive Industry. In support of his work, Churella received funding from the Center for the History of Business, Technology, and Society at the Hagley Museum and Library. For more information and more Hagley History Hangouts visit us online at hagley.org.

What would happen if you grew up in the 1960s alongside the four track Pennsylvania Railroad main line in Berwyn, Pennsylvania?? There'd be a good chance you'd end up becoming a lifelong model railroader and that's exactly what happened to our next guest Ken McCorry. But that's not where the story ends, an American Flyer train set, a short stent in the Navy, a couple of N-scale layouts followed by an introduction to model railroad operations, and the rest is history.  After the switch to HO scale Ken decided to model the Buffalo Line based on an article, he'd read in the Penn Central Railroader magazine. Early retirement at the age of forty-six, allowed for the opportunity to build a specially designed building behind his home that would eventually house a thirty-two-hundred square foot multi-deck layout. This great podcast is the first part of a fascinating story and one we're sure you'll enjoy.  

The Checkout podcast on how food workers and consumers pay the price while profiteers reap the benefits. Today's labor quote: Boot Shoe Workers' Union. Today's labor history: Shop workers shut down the Pennsylvania Railroad. @wpfwdc @AFLCIO #1u #UnionStrong #LaborRadioPod @checkoutradio Proud founding member of the Labor Radio Podcast Network.

The Checkout podcast on how food workers and consumers pay the price while profiteers reap the benefits. Today's labor quote: Boot Shoe Workers' Union. Today's labor history: Shop workers shut down the Pennsylvania Railroad. @wpfwdc @AFLCIO #1u #UnionStrong #LaborRadioPod @checkoutradio Proud founding member of the Labor Radio Podcast Network.

Charles Benjamin Dudley changed the world we live in when he helped establish the American Society for Testing and Materials.  Prior to his work as a chemist with the Pennsylvania Railroad, there was no standardization for the composition of railroad tracks, which led to derailments, deaths, and loss of cargo.  Dudley convinced the world that science combined with ingenuity is what all industries needed.  Since its founding, ASTM has established more than 13,000 standards across hundreds of companies in dozens of countries.    Fellow Laurel Hill Tour Guide Rich Wilhelm will tell Dudley's story and explain why he is the right man to tell it.

Our 25th Show on our experiment for a Tuesday Night Show with Tech 8pm EST 2/21/23, with a special treat. If you have any topics, cities, companies or countries you would like us to start reporting on for jobs and agile business news,  Topics: Rolling reporting, a job posting book from 1949 for the Pennsylvania Railroad.  Please send us a message or comment below. Cheers & Happy Scrumming. Please like and subscribe and share 5amMesterScrum.  Please send me your topics.   You are are doing Great Please Keep on Sharing. 5am Mester Scrum Happy Scrumming, video version: https://youtube.com/live/2ofQ_GDNQVA Social Media: - search 5amMesterScrum or #5amMesterScrum  and you should find us and if not please let us know LinkedIn, Youtube, Facebook, Instagram, Twitter, TikTok     Podcasts: (search 5amMesterScrum)   

Railroads unite. Across time and space the railroad has tied together diverse peoples and places with literal and figurative bonds. An outstanding example of this historical process is the transfer and elaboration of a railroad technocracy from origins in the United States to efflorescence in the People's Republic of China. In his dissertation project, Benjamin Kletzer, PhD candidate in modern Chinese history at the University of California at San Diego, explores the post-WWII history of the China national railway, its embrace of technocratic management, it relationship to the Chinese Communist Party, and its technical and organizational roots in the Pennsylvania Railroad. Using Hagley Library collections, Kletzer traces the story of a cohort of Chinese engineers who studied in the United States, funded in part by the U.S. military, and transferred their newly acquired expertise to the developing railway system in China. This cohort had a unique historical opportunity to shape Chinese railways due to the destruction of rails, rolling stock, and other railroad infrastructure during recurrent periods of instability: WWII, civil war, Great Leap Forward, and the Cultural Revolution. Over generations, the Chinese railway technocracy has gained momentum, and lead the development of heavy industrial capacity in the country. Today, the Chinese are world leaders in railroad technology and construction, and no longer need to borrow from international peers. This twenty-first century success builds upon deeper twentieth-century foundations. In support of his research, Kletzer received funding from the Center for the History of Business, Technology, & Society at the Hagley Museum & Library. For more information and more Hagley History Hangouts, please visit hagley.org.

Ivy Ledbetter Lee (July 16, 1877 – November 9, 1934) was an American publicity expert and a founder of modern public relations. Lee is best known for his public relations work with the Rockefeller Family.His first major client was the Pennsylvania Railroad, followed by numerous major railroads such as the New York Central, the Baltimore and Ohio, and the Harriman lines such as the Union Pacific. He established the Association of Railroad Executives, which included providing public relations services to the industry. Lee advised major industrial corporations, including steel, automobile, tobacco, meat packing, and rubber, as well as public utilities, banks, and even foreign governments.Lee became an inaugural member of the Council on Foreign Relations in the US when it was established in New York in 1921. In the early 1920s, he promoted friendly relations with Soviet Russia. In 1926, Lee wrote a famous letter to the president of the US Chamber of Commerce in which he presented a convincing argument for the need to normalize US-Soviet political and economic relations.The father of modern PR and spin.

Join Joe as he visits Pax Unplugged with the DoaM recorder in tow to document the weekend and notable plays live along the way. Hear from Joe on a HOT mic in his car, in a diner, in the gaming hall, and apparently in an airplane hangar. Sekigahara, Pennsylvania Railroad, Klask, Cat in the Box, and more discussed on the show.    3:10 - Clear the Decks - https://boardgamegeek.com/boardgame/247957/clear-decks 5:00 - Gorus Maximus  - https://boardgamegeek.com/boardgame/253756/gorus-maximus 6: 40 - 9 Lives - https://boardgamegeek.com/boardgame/189190/9-lives 9:00 - Crokinole 10:20 - Sekigahara: The Unification of Japan – https://boardgamegeek.com/boardgame/25021/sekigahara-unification-japan 12:50 - Day 2 Wrap Up 14:00 - Twilight of the Gods – https://boardgamegeek.com/boardgame/206904/twilight-gods 17:00 - Pennsylvania Railroad - https://boardgamegeek.com/boardgame/270110/pennsylvania-railroad 22: 45- Klask -https://boardgamegeek.com/boardgame/165722/klask - 25:00 Cat in the box - https://boardgamegeek.com/boardgame/345972/cat-box-deluxe-edition - 29:00 – Gemini Gauntlet- https://boardgamegeek.com/boardgame/337238/gemini-gauntlet - 30:30 Ghosts of Christmas https://boardgamegeek.com/boardgame/281619/ghosts-christmas - 31:00 The Two Heirs - https://boardgamegeek.com/boardgame/369869/two-heirs -36: 35 Pax Pamir 2E - https://boardgamegeek.com/boardgame/256960/pax-pamir-second-edition 40:00 Day 2 Thoughts and Pax Unplugged Size 44:00 Day 3 Wrap Up 45:45 1830 - https://boardgamegeek.com/boardgame/421/1830-railways-robber-barons 47:00 1862 USA - https://boardgamegeek.com/boardgame/11284/1862 http://www.dadsonamap.com Support the Show - Patreon: http://www.patreon.com/dadsonamap Twitter and Instagram - @dadsonamap BGG Guild - http://tiny.cc/DoaMGuild Merch Store - https://teespring.com/stores/dads-on-a-map Contact us at dadsonamap@gmail.com  

In September of 2000, history professor Dr. William "Bill" Watson of Immaculata University stopped by the campus for a break with friend and fellow bagpipe musician Tom Connor during a long drive back from a performance.  While there, around 10:00 p.m. near the typically deserted faculty center lawn, both men witnessed a strange apparition that would later lead to a remarkable and meaningful coincidence.  Two years after this experience, Bill's twin brother, Reverend Dr. Frank Watson, by chance, came across a file once kept by their grandfather Joseph Tripician, a former secretary to the president of the Pennsylvania Railroad in the 1970s.  One official record in this file documented a tragedy connected to a ghost story their grandfather told annually at Thanksgiving dinner.  The report outlined a mass death of workers on an arduous stretch of the then Philadelphia and Columbia Railroad in the summer and fall of 1832.  Contractor Phillip Duffy had hired 57 Irish immigrants to lay the tracks for roughly a mile through thickset trees and over a deep ravine about 20 miles west of Philadelphia.  39 newly arrived immigrants, one of them a woman, and 18 others already working there would all be dead within ninety days of their hire.  Irish Catholic immigrants were often viewed with prejudice as unseemly and unwelcome intruders by established society and expendable workers by the railroad and mining companies profiting from their cheap and desperate labor.  When the second global cholera pandemic reached this work camp, the record suggested that all 57 had succumbed to the deadly disease.  Compelled by the discovery of this document, in August 2004, Bill and Frank Watson, along with two university associates, led an archaeological excavation to find the accurate burial site for these victims.  On March 24, 2009, it was announced that the first human remains had been found.  However, a curious twist was discovered by noted physical and forensic anthropologist Janet Monge, who analyzed the bones.  Her examination revealed that at least two of the skulls found first likely received perimortem blunt-force trauma and gunshot wounds.  This conclusion leads to the prominent theory that workers were either killed out of fear they would spread the contagion, to quell a rebellion or both.  Please join us for part one of a story that yearns to be told, the Massacre at Duffy's Cut. Visit our website for a lot more information on this episode.

This week Maureen Taylor, The Photo Detective, is joined by Sarah Weatherwax, Senior Curator of Graphic Arts at the Library Company of Philadelphia. Sarah has worked at the Library Company for nearly thirty years. From political cartoons to incredible daguerrotypes, these images are preserved for generations to come at the Library. In addition, the two discuss visual literacy and how this can be key for working with any type of image.Related Episodes:Episode 182: The Archive Lady, Melissa BarkerEpisode 165: Reading the Clues in World War I ImagesLinks:Imperfect HistorySign up for my newsletter.Watch my YouTube Channel.Like the Photo Detective Facebook Page so you get notified of my Facebook Live videos.Need help organizing your photos? Check out the Essential Photo Organizing Video Course.Need help identifying family photos? Check out the Identifying Family Photographs Online Course.Have a photo you need help identifying? Sign up for photo consultation.About My Guest:Sarah Weatherwax has worked at the Library Company of Philadelphia since 1993 and has been the Senior Curator of Graphic Arts since 2020. She has written articles about photography for the Daguerreian Annual and Pennsylvania History and has co-authored a book about 19th-century photographic views of Center City Philadelphia from the Library's collections. She has curated exhibitions on diverse topics including Philadelphia daguerreotypes; the work of William Rau, the Pennsylvania Railroad's official photographer; and most recently, Imperfect History: Curating the Graphic Arts Collection at Benjamin Franklin's Public Library, a commemoration of the 50th anniversary of the Graphic Arts Department at the Library Company. Her research interests include women in photography and Philadelphia's built environment. She currently serves on the board of the Daguerreian Society and is Assistant Editor of the Daguerreian Annual. About Maureen Taylor:Maureen is a frequent keynote speaker on photo identification, photograph preservation, and family history at historical and genealogical societies, museums, conferences, libraries, and other organizations across the U.S., London, and Canada.  She's the author of several books and hundreds of articles and her television appearances include The View and The Today Show .  She's been featured in The Wall Street Journal, Better Homes and Gardens, The Boston Globe, Martha Stewart Living, Germany's topVivid-Pix Restore is a really easy-to-use photo improvement tool. It does the work for you? You can restore scanned prints, slides, documents, and digital camera images in seconds. It is fast and easy and affordable. It uses patented artificial intelligence, which restores images with one click. And then you can fine-tune. Well, here's the good news. It's on sale this week@maureentaylor.com. It's usually $49. 99 this week. It is $10 off at $39. 99. Support the show

Chaz joins Fig & Repete to tell of his adventures as the child of a Pennsylvania Railroad engineer; learning to fly and making life decisions based on recruitment posters! Now retired from the majors, Chaz is a font of aviation lore. We spent a little less than two hours together and realized we were only about half-way through, at best. This interview is split into two shows - the first half begins here.

Johnstown, Pennsylvania, lies hard against the Conemaugh River in its deep valley in the western part of the state. Founded in 1770, it grew quickly as the Civil War approached, fortunes were made in iron, coal and steel. By 1860, the Cambria Iron Company of Johnstown was the leading steel producer in the United States, outproducing steel giants in Pittsburgh and Cleveland. After the war it became the center of America's growing industrial might and the site of many struggles by workers for recognition. High above the city, the Commonwealth of Pennsylvania built a dam between 1838 and 1853, as part of a cross-state canal system, creating Lake Conemaugh, the reservoir behind the dam. As railroads superseded canal barge transport, the Commonwealth abandoned the canal and sold it to the Pennsylvania Railroad. The dam and lake were part of the purchase, and the railroad sold them to private interests. A group of speculators, from Pittsburgh purchased the abandoned reservoir, modified it, and converted it into a private resort club for some of those that had made their fortunes in local industry. Development included lowering the dam to make its top wide enough to hold a road, and putting a fish screen in the spillway that also trapped debris. These alterations are thought to have increased the vulnerability of the dam. Moreover, a system of relief pipes and valves, a feature of the original dam, previously sold off for scrap, was not replaced, so the club had no way of lowering the water level in the lake in case of an emergency. Floods were almost a yearly event in the Conemaugh valley during the 1880s. On the afternoon of May 30, 1889, following a quiet Memorial Day, it began raining in the valley. The next day May 31, 1889 water filled the streets, and rumors began that a dam holding an artificial lake in the mountains to the northeast might give way. It did, and an estimated 20 million tons of water began spilling into the Conemaugh River valley that led to Johnstown 14 miles away. The destruction in Johnstown occurred in only about 10 minutes. What had been a thriving steel town with homes, churches, saloons, a library, a railroad station, electric street lights, was buried under mud and debris. Out of a population of approximately 30,000 at the time, at least 2,209 people are known to have perished in the disaster. Compounding the disaster and contributing to the death toll was a major fire that burned much of what was left of the city. The flood established the American Red Cross as the pre-eminent emergency relief organization in the United States. Founder Clara Barton, came to Johnstown with 50 doctors and nurses and set up tent hospitals as well as temporary "hotels" for the homeless, and stayed on for five months to coordinate relief efforts. The people of Johnston were resilient and the town came back from the brink. The people never forgot the aid the nation gave to them and when the great Galveston Hurricane hit Texas and killed more than 6,000 people in 1900 the people of the city of Johnston contributed more money than any other city in the United States despite not even ranking in the top 100 cities in population. See acast.com/privacy for privacy and opt-out information.

Central Pennsylvania's historic East Broad Top Railroad is taking passengers again, in time for its 150th anniversary. | Frommer's

On episode 13 of the Choo Choo Crew, the gang talks Dumping It! When and when not to cut a company loose, and how to use it to improve your winning chances. Also a live opening auction of Winsome Games' Veld Railroads, and recent thoughts on Westward Rails, and more! Enjoy the show! (1:22) Opening Auction: Veld Railroads (18:20) Recent Plays: Westward Rails (33:16) Pennsylvania Railroad (36:06) Veld Railroads (38:03) Mike plays LIVE 1889 (43:14) Main Topic: Dumping Companies http://www.dadsonamap.com http://www.twitch.tv/choochoocrew https://www.youtube.com/channel/UCIiB1kOCxeuSYyXamoCPdwQ Support the Show - Patreon: http://www.patreon.com/dadsonamap Twitter - @dadsonamap Instagram - @choo_choo_crew_podcast BGG Guild - http://tiny.cc/DoaMGuild Merch Store - https://teespring.com/stores/dads-on-a-map Contact us at dadsonamap@gmail.com

Today's episode is a little different than the usual topic. Jamie was searching for something with a Thanksgiving theme and came across the ghost story of Duffy's Cut. It basically has nothing to do with Thanksgiving other than it was a story told each year at Thanksgiving dinner.  It's an interesting story that starts with ghosts and ends with murder.  Listen to learn more about a little known dark secret from our American past.To see photos we discussed in this episode, please follow us on our Social Media platforms:Lurk on FacebookLurk on TwitterLurk on InstagramWe have a new Facebook Group join in the discussion! Lurk Podcast Facebook GroupWe are also now found on YouTube- Lurk on YouTubeWe've got Merch!Get Lurk MerchResourcesMassacre at Duffy's Cut: Tragedy and Conspiracy on the Pennsylvania Railroad by William E. Watson and J. Francis WatsonDeath on the Railroad documentary Duffy's Cut Project Facebook Group

Welcome to Season Two of Living With Steam. In this episode, we'll learn about the life of John M. Prophet and how he came to be such a knowledgeable and dedicated railfan; eventually becoming the foremost expert on the Pennsylvania Railroad for his time. John was born in 1915, and from a very early age, he was constantly exposed to railroad activity that serviced his family's business in Mt. Morris, NY. It was inevitable that trains would become the primary focus of his life... eventually leading to a job as a clerk in the freight offices of the New York Central. We'll also hear the very first recordings John made at Bayview (BV) Tower on April 10, 1948; a mix of NYC, PRR, and NKP steam and diesel engines which John recorded in the very early morning hours.

Hamilton Howard Albert Fish was born on May 19, 1870 in Washington, D.C. to parents Randall and Ellen Fish. By the time Albert was 5 years old, in 1875, his elderly father Randall died of a heart attack at the Sixth Street Station of the Pennsylvania Railroad in Washington, D.C. It was after this that his mother decided to put him in Saint John's Orphanage. And this. This is when Albert started turning into the person we know him as. His mother was able to obtain a government job in 1880 and removed Albert from the Orphanage. Bringing him back home with her. So, although he was only in the orphanage for about 4 years...these were crucial formative years for his growth and development. Albert Fish is classified as an American sado-masochistic serial killer and cannibal. He was also known as the Gray Man, the Werewolf of Wysteria, and the Brooklyn Vampire. He bragged that he had “children in every state” which put his number at over 100. Now, whether he was referring to the number of murder victims, molestation victims, canabilization or all of the above, we are not sure. It could have been a lie all around. But what we do know is that he was a suspect in at least 5 murders throughout his lifetime. He ended up confessing to 3 of them, and then he confessed to stabbing 2 others. He ended up being put on trial for the murder of Grace Budd...for whom he was convicted and executed via the electric chair. This is Part 1 of the Albert Fish case. In this episode, you will hear about the life and crimes of Albert Fish. And why people are so fascinated with this disgusting case, but even more appalled by this evil monster. Brittany will be back in Part 2 - where we will do a deep dive discussion about the case, the people involved, our thoughts regarding nature vs nurture, and much more.-------------------Thank you so much to Justin Rimmel of the Mysterious Circumstances Podcast as well as Brittany and Thurlow of the Where the Weird Things Are Podcast for their assistance with the voiceovers in this episode! Special thanks to Courtney of the Cult of Domesticity Podcast for her assistance with the research in this episode!If you are interested in ad-free and extra episodes as well as merch and other swag; think about joining our Patreon at Patreon.com/NVNpodcast for as little as $1 per month!Check out our website for sources and more - at www.naturevsnarcissism.com

What happens when a group of guys get together and say “We should build a Pennsylvania Railroad T1 from scratch”? General Manager Jason Johnson walks us through the history of the Pennsylvania Railroad T1 Trust project, the selection of the… The post Pennsylvania Railroad T1 Trust appeared first on The Roundhouse.

Last month the United Campus Workers of Georgia, the Atlanta-North Georgia Labor Council, The Labor and Working Class History Association and the Southern Labor Studies Association hosted a distinguished panel of labor historians on “It Didn't Start with Amazon: A Conversation About the History of Organized Labor in the South.” Today's show features excerpts from that conversation, which reveals that although unions are notoriously weak in the southern states, workers there actually have a rich history of fighting for their rights and organizing to win power.      And, on Labor History in 2:00, The year was 1877; that was the day that John D. Rockefeller, and his company Standard Oil struck a deal with the Pennsylvania Railroad that would cement his monopoly on the nation's oil refineries. Music for today's show by Hazel Dickens; special thanks to Eric Castater and Ryan Richardson for getting us the panel audio file. Produced by Chris Garlock. To contribute a labor history item, email laborhistorytoday@gmail.com Labor History Today is produced by the Metro Washington Council's Union City Radio and the Kalmanovitz Initiative for Labor and the Working Poor at Georgetown University. #LaborRadioPod #History #WorkingClass #ClassStruggle @GeorgetownKILWP #LaborHistory @UMDMLA @ILLaborHistory @AFLCIO @ucwgagt @ATL_Labor @lawcha_org @SouthernLaborSA

Lt. Colonel George F. McFarland, my great-great-great grandfather, commanded the 151st Pennsylvania at the Battle of Gettysburg, successfully defending the vulnerable left flank against attack by numerically superior forces from North Carolina long enough to allow for an orderly withdrawal of the First Corps under General Abner Doubleday. As General Doubleday would later attest, "At Gettysburg, they won, under the brave McFarland, an imperishable fame. They defended the left front of the First Corps against vastly superior numbers; covered its retreat against the overwhelming masses of the enemy at the Seminary, west of the town, and enabled me, by their determined resistance, to withdraw the Corps in comparative safety. This was on the first day. In the crowning charge of the third day of the battle, the shattered remnants of the 151st Pennsylvania [...] flung themselves upon the front of the rebel column […] I believe they saved the First Corps, and were among the chief instruments to save the Army of the Potomac, and the country from unimaginable disaster.” To read more of the story, I recommend this article by Marcie Schwartz at The American Battlefield Trust titled 'Trading Rulers for Rifles: The Schoolteachers Regiment: The Story of the 151st Pennsylvania.' Lt. Colonel McFarland was severely wounded in both his legs on that first day of Gettysburg. One of his legs was amputated below the knee as a result, and the other one was permanently disabled though he kept it. The 151st Pennsylvania meanwhile suffered a 72% casualty rate, and the two regiments from North Carolina they squared off against - the 26th and 11th - suffered the first and second greatest total losses of any regiment during the Battle of Gettysburg. That is to say, "The Schoolteacher's Regiment" gave as good or better than they got, despite holding the Union left flank. Due to the heavy losses, the 151st Pennsylvania was mustered out and sent home after the battle. And if that had been the end of George McFarland - holding the line to save the First Corps, the Army of the Potomac, and the Union - that would have been quite enough. But that was not the end of McFarland. After going home, James 1:27 may have been on the good professor's mind, where we read that "religion that is pure and undefiled before God the Father is this: to visit orphans and widows in their affliction, and to keep oneself unstained from the world." Returning to the McAlisterville Academy in Juniata County, Pennsylvania, where he had been the principal prior to raising a company of schoolteachers to form Company D of the 151st, McFarland converted the school into McAlisterville Soldier's Orphan School, and founded a printing company and a nursery. "During this same time, the Pennsylvania Legislature, after many debates passed an act accepting from the Pennsylvania Railroad $50,000 given for the “education and maintenance of destitute orphan children of deceased soldiers and sailors”. The following November of 1864, the academy, at the request of Dr. Burrowes, newly appointed as Superintendent of Soldiers' Orphans, became the first soldiers' orphan school effective November 3, 1864." The point of telling you all of this is two-fold: For one, I am fascinated and mesmerized by my ancestor, and I enjoy reading and talking about him. But for another thing, I am struck by what an outsized influence one man can have when he endeavors to take a stand in mind, body, and soul. And even once his legs are shot out from under him, a man can still do great good by not giving up on the purpose of his life. --- This episode is sponsored by · Anchor: The easiest way to make a podcast. https://anchor.fm/app --- Send in a voice message: https://anchor.fm/garrett-ashley-mullet/message Support this podcast: https://anchor.fm/garrett-ashley-mullet/support

When it opened in 1919, the Hotel Pennsylvania was the largest hotel in the world. Over a hundred years later, its fate remains uncertain. Is it too big to save? After the Pennsylvania Railroad completed its colossal Pennsylvania Station in 1910, the railroad quickly realized it would need a companion hotel equal to the station's exquisite grandeur. And it would need an uncommonly ambitious hotelier to operate it. Enter E.M. Statler, the hotel king who made his name at American World's Fairs and brought sophisticated new ideas to this exceptional hotel geared towards middle-class and business travelers. But the Hotel Pennsylvania would have another claim to fame during the Swing Era. Its restaurants and ballrooms -- particularly the Café Rouge  -- would feature some of the greatest names of the Big Band Era. Glenn Miller played the Cafe Rouge many times at the height of his orchestra's fame. He was so associated with the hotel that one of his biggest hits is a tribute -- "Pennsylvania 6-5000." The hotel outlived the demolition of the original Penn Station, but it currently sits empty and faces imminent demolition thanks to an ambitious new plan to rehabilitate the neighborhood. What will be the fate of this landmark to music history? Is this truly the last dance for the Hotel Pennsylvania? boweryboyshistory.com Listen to the official Bowery Boys playlist inspired by this episode on Spotify. If you like the show, please subscribe and leave a rating on iTunes and other podcast services. Support the show: https://www.patreon.com/boweryboys See omnystudio.com/listener for privacy information.

Johnstown, Pennsylvania, lies hard against the Conemaugh River in its deep valley in the western part of the state. Founded in 1770, it grew quickly as the Civil War approached, fortunes were made in iron, coal and steel. By 1860, the Cambria Iron Company of Johnstown was the leading steel producer in the United States, outproducing steel giants in Pittsburgh and Cleveland. After the war it became the center of America’s growing industrial might and the site of many struggles by workers for recognition. High above the city, the Commonwealth of Pennsylvania built a dam between 1838 and 1853, as part of a cross-state canal system, creating Lake Conemaugh, the reservoir behind the dam. As railroads superseded canal barge transport, the Commonwealth abandoned the canal and sold it to the Pennsylvania Railroad. The dam and lake were part of the purchase, and the railroad sold them to private interests. A group of speculators, from Pittsburgh purchased the abandoned reservoir, modified it, and converted it into a private resort club for some of those that had made their fortunes in local industry. Development included lowering the dam to make its top wide enough to hold a road, and putting a fish screen in the spillway that also trapped debris. These alterations are thought to have increased the vulnerability of the dam. Moreover, a system of relief pipes and valves, a feature of the original dam, previously sold off for scrap, was not replaced, so the club had no way of lowering the water level in the lake in case of an emergency. Floods were almost a yearly event in the Conemaugh valley during the 1880s. On the afternoon of May 30, 1889, following a quiet Memorial Day, it began raining in the valley. The next day May 31, 1889 water filled the streets, and rumors began that a dam holding an artificial lake in the mountains to the northeast might give way. It did, and an estimated 20 million tons of water began spilling into the Conemaugh River valley that led to Johnstown 14 miles away. The destruction in Johnstown occurred in only about 10 minutes. What had been a thriving steel town with homes, churches, saloons, a library, a railroad station, electric street lights, was buried under mud and debris. Out of a population of approximately 30,000 at the time, at least 2,209 people are known to have perished in the disaster. Compounding the disaster and contributing to the death toll was a major fire that burned much of what was left of the city. The flood established the American Red Cross as the pre-eminent emergency relief organization in the United States. Founder Clara Barton, came to Johnstown with 50 doctors and nurses and set up tent hospitals as well as temporary "hotels" for the homeless, and stayed on for five months to coordinate relief efforts. The people of Johnston were resilient and the town came back from the brink. The people never forgot the aid the nation gave to them and when the great Galveston Hurricane hit Texas and killed more than 6,000 people in 1900 the people of the city of Johnston contributed more money than any other city in the United States despite not even ranking in the top 100 cities in population. Learn more about your ad choices. Visit megaphone.fm/adchoices

A careless conductor, a failed train engine, a folk guitar and other factors complicate 20th century train travel for Mattia, her friends and her son. In a moment of fear and frustration, Mattia says a vulgar word.

Photo: Debris litters and completely covers the ground above a Pennsylvania Railroad bridge. A small bridge and several mills and smokestacks are viewable in the distance.The New John Batchelor ShowCBS Audio Network@Batchelorshow Black Friday May 31, 1889 the Johnstown Flood tragedy.  @SalenaZito @DCExaminer https://www.washingtonexaminer.com/opinion/in-west-virginia-the-pandemic-has-not-shut-down-a-massive-addiction-problemhttps://www.washingtonexaminer.com/opinion/columnists/the-day-lake-conemaugh-destroyed-johnstown

James, Joe, Zach, and Sanchez dig into our share portfolios and talk strategy and tactics in regard to share placement in 18xx Games and share dilution and value in Cube Rails. Enjoy the opening auction of the 2011 John Bohrer game South African Railroads. Including discussion on 1830, 1870, 1849, Chicago Express, Iberian Gauge, Pennsylvania Railroad, and more! Map of South African Railroads: https://boardgamegeek.com/image/3808794/south-african-railroads (:48) Listener Feedback (8:10) South African Railroads Breakdown (14:30) Opening Auction Begins (30:22) Zach on Pennsylvania Railroad (32:52) James on Live 1828 (35:35) Joe's Asynchronous Overextension (37:02) Sanchez' 1860 Tournament Status (42:10) Main Topic: Shares (43:50) Incremental Cap (52:30) Full Cap 1830 Style (60:13) Full Cap Bill Dixon Games (70:56) Chicago Express style Games (73:25) Tom Russell Cube Games (76:25) Prairie Railroads System (79:07) Share Dilution & End Game Payouts Support the Show - Patreon: http://www.patreon.com/dadsonamap Twitter - @dadsonamap Instagram - @choo_choo_crew_podcast BGG Guild - http://tiny.cc/DoaMGuild Merch Store - https://teespring.com/stores/dads-on-a-map Contact us at dadsonamap@gmail.com

The Northeast Corridor between Boston and Washington is perhaps the single most significant stretch of railroad in the country, connecting dozens of cities like Baltimore, Philadelphia, and New York City. The line carries thousands of passengers daily on a mix of long-distance, regional, and commuter trains. Before it emerged as a vital stretch of railway, some of the earliest railroads in America created a foundation for the future corridor. They constructed a patchwork of lines that laid the groundwork for the Northeast Corridor of today, which later formed integral portions of the Pennsylvania Railroad and the New York, New Haven & Hartford Railroad. The impact of this line is still felt in the many communities that developed along the tracks. While the Northeast Corridor continues to evolve, it remains as relevant as it was when the original developers conceived the rail link nearly two centuries ago.You can purchase The Northeast Corridor by following the link below: https://www.arcadiapublishing.com/Products/9781467105583 

The Pennsylvania Railroad's Rochester Branch ran through some of the most picturesque scenery in New York State, including Letchworth State Park, as wound its way between Rochester, NY and Olean, NY. Built on the abandoned towpath of the old Genesee Valley Canal, the Rochester Branch served dozens of small communities in this part of New York until regular passenger service was stopped in 1941. Freight service continued until the line was completely abandoned in 1963. The Niagara Frontier Chapter of the National Railway Historical Society chartered a special excursion on the Pennsy's Rochester Branch in October of 1952. John Prophet recorded a portion of the trip between Mount Morris, NY, and Letchworth State Park and we'll ride along with him in this episode of Living With Steam.  

I was reading this week about Supreme Court Justice, Oliver Wendell Homes, who served the court in the early 1900's.  One day he was on a train and when the conductor called for tickets, Justice Holmes couldn't find his ticket and he seemed very upset.  He searched his pockets and fumbled through his wallet without success.  The conductor was sympathetic.  “Don't worry, Mr. Holmes,” he said.  “The Pennsylvania Railroad will be happy to trust you.  When you reach your destination you'll probably find the tickets and you can mail it to us.”  The conductor's kindness did not put Holmes at ease.  He said, “My dear man, my problem is not ‘Where is my ticket?' but rather ‘Where am I going”'Unfortunately we are too often just like that.  The problem is often that we have no clear direction or picture of where we are going.  We lack a defined destination.  We lack vision.We live in uncertain times.  Think about it.  All around us there is political uncertainty, financial uncertainty, relational uncertainty, and often times even, uncertainty in the church. Uncertainty, anxiety, and fear could cause us as believers to withdraw, retreat, and simply hold steady until things become more stable.I believe that we live in the time of the greatest opportunity for followers of Jesus. Here's why.  People are most likely to turn to God when:1.They are under tension 2.They are in transition 3.They are in trouble.And right now there is a ton of each going around.  Everywhere you turn there is tension, transition, and trouble.  Now is the best time to reach people for Christ.  Now is the best time to be diligent about evangelism and discipleship.  For far too long the church has been distracted by other things. It's time for us to rediscover our mission. It hasn't changed with the changing time. 2,000 years ago Jesus gave us the great commission. In Matthew 28:19-20, Jesus said, “Therefore go and make disciples of all nations, baptizing them in the name of the Father and of the Son and of the Holy Spirit, and teaching them to obey everything I have commanded you. And surely I am with you always, to the very end of the age."As followers of Christ, we are not left without direction, Jesus gives you and me clear instructions. We have our marching orders. The only question is will we obey?In order to rediscover this mission we have to understand several things:•The church belongs to Jesus.I will sometimes inadvertently say “my church” and you probably do the same thing as you talk about the church you attend. But it's really not my church or your church.  The church belongs to Jesus.•Every member is a ministerGod has given spiritual gifts to each believer to be used in this mission. Imagine the impact if every believer stepped out in faith and used what God has given them to further his kingdom purposes.•The church receives its mission from JesusChrist is the head of the church and we are the body.  A body can only do what the head suggests and what the head directs.  My hands and feet do not operate independently of my mind and if they begin operating independently you know I've got some serious health problems.  It is the function of the body of Christ to operate at the direction of its head.  We must say, “Lord, I want to understand where you want me and want your church to go.” Today's Challenge: The church is not a building, an organization, or a denomination. The church is the people of God. You are the church. Let's recommit ourselves today to the mission of Jesus. Ask him where and how he wants to use you to fulfill the great commision.

To celebrate the opening of Moynihan Train Hall, a new commuters' wing at Penn Station catering to both Amtrak and Long Island Railroad train passengers, we’re going to tell the entire story of Pennsylvania Station and Pennsylvania Railroad over two episodes, using a couple older shows from our back catalog. This is PART TWO. Why did they knock down old Pennsylvania Station? The original Penn Station, constructed in 1910 and designed by New York’s greatest Gilded Age architectural firm, was more than just a building. Since its destruction in the 1960s, the station has become something mythic, a sacrificial lamb to the cause of historic preservation. As Vincent Scully once said, “Through Pennsylvania Station one entered the city like a god. Perhaps it was really too much. One scuttles in now like a rat.” In this show we rebuild the grand, original structure in our minds — the fourth largest building in the world when it was constructed — and marvel at an opulence now gone. PLUS: We show you where you can still find remnants of old Penn Station by going on a walking tour with Untapped Cities tour guide Justin Rivers. THIS SHOW WAS ORIGINALLY RELEASED AS EPISODE 254 — FEBRUARY 16, 2018 boweryboyshistory.com Support the show: https://www.patreon.com/boweryboys See omnystudio.com/listener for privacy information.

On January 1, 2021 Moynihan Train Hallofficially opens to the public, a new commuters' wing catering to both Amtrak and Long Island Railroad train passengers at New York's underground (and mostly unloved) Penn Station. To celebrate this big moment in New York City transportation history, we’re going to tell the entire story of Pennsylvania Station and Pennsylvania Railroad over two episodes, using a couple older shows from our back catalog.  The story of Pennsylvania Station involves more than just nostalgia for the long-gone temple of transportation as designed by the great McKim, Mead and White. It's a tale of incredible tunnels, political haggling and big visions.  Pennsylvania Railroad was the largest railroad in the world by the 1880s, but thanks to Cornelius Vanderbilt's New York Central Railroad, one prize was strategically out of their grasp -- direct access to Manhattan. An ambitious plan to link New Jersey to New York via a gigantic bridge fell apart, and it looked like Pennsylvania passengers would have to forever disembark in Jersey City.  But Penn Railroad president Alexander Cassatt was not satisfied. Visiting his sister Mary Cassatt -- the exquisite Impressionist painter -- in Paris, Cassatt observed the use of electrically run trains in underground tunnels. Why couldn't Penn Railroad build something similar? One problem -- the mile-wide Hudson River (or in historical parlance, the North River).  This is the tale of an engineering miracle, the construction of miles of underground tunnels and the idea of an ambitious train station to rival the world's greatest architectural marvels. ORIGINALLY RELEASED AS EPISODE 80 -- APRIL 10, 2009  boweryboyshistory.com   Support the show: https://www.patreon.com/boweryboys See omnystudio.com/listener for privacy information.

Brought to you by Remarkably Remote, a microcast from GoToMeeting. Working from home for the very first time and wondering how to cope? We’ve got you covered! Remarkably Remote will help you bring organization to your work — and sanity to your day! Head to gotomeeting.com/tips or listen on your favorite podcasting platform. May 31, 1889: Johnstown, Pennsylvania, lies hard against the Conemaugh River in its deep valley in the western part of the state. Founded in 1770, it grew quickly as the Civil War approached, fortunes were made in iron, coal and steel. By 1860, the Cambria Iron Company of Johnstown was the leading steel producer in the United States, outproducing steel giants in Pittsburgh and Cleveland. After the war it became the center of America’s growing industrial might and the site of many struggles by workers for recognition. High above the city, the Commonwealth of Pennsylvania built a dam between 1838 and 1853, as part of a cross-state canal system, creating Lake Conemaugh the reservoir behind the dam. As railroads superseded canal barge transport, the Commonwealth abandoned the canal and sold it to the Pennsylvania Railroad. The dam and lake were part of the purchase, and the railroad sold them to private interests.  A group of speculators, from Pittsburgh purchased the abandoned reservoir, modified it, and converted it into a private resort club for some of those that had made their fortunes in local industry. Development included lowering the dam to make its top wide enough to hold a road, and putting a fish screen in the spillway that also trapped debris. These alterations are thought to have increased the vulnerability of the dam. Moreover, a system of relief pipes and valves, a feature of the original dam, previously sold off for scrap, was not replaced, so the club had no way of lowering the water level in the lake in case of an emergency. Floods were almost a yearly event in the Conemaugh valley during the 1880s. On the afternoon of May 30, 1889, following a quiet Memorial Day, it began raining in the valley. The next day May 31, 1889 water filled the streets, and rumors began that a dam holding an artificial lake in the mountains to the northeast might give way. It did, and an estimated 20 million tons of water began spilling into the Conemaugh River valley that led to Johnstown 14 miles away. The destruction in Johnstown occurred in only about 10 minutes. What had been a thriving steel town with homes, churches, saloons, a library, a railroad station, electric street lights, was buried under mud and debris. Out of a population of approximately 30,000 at the time, at least 2,209 people are known to have perished in the disaster. Compounding the disaster and contributing to the death toll was a major fire that burned much of what was left of the city. The flood established the American Red Cross as the pre-eminent emergency relief organization in the United States. Founder Clara Barton, came to Johnstown with 50 doctors and nurses and set up tent hospitals as well as temporary "hotels" for the homeless, and stayed on for five months to coordinate relief efforts. The people of Johnston were resilient and the town came back from the brink. The people never forgot the aid the nation gave to them and when the great Galveston Hurricane hit Texas and killed more than 6,000 people in 1900 the people of the city of Johnston contributed more money than any other city in the United States despite not even ranking in the top 100 cities in population.   Learn more about your ad choices. Visit megaphone.fm/adchoices

Part II of my coverage of mortuary railroads examines the range of options to access the first three rural cemeteries, and how this allowed them to become major tourist attractions. I also cover the largest mortuary railroad operation in US history, the repatriation of American soldiers after WWII.www.tombwithaview.weebly.comtombwithaviewpodcast@gmail.comFacebook: Tomb with a View PodcastInstagram: tomb.with.a.view"The Final Disposition of WWII Dead, 1945-1951"

Instead of restoring an existing locomotive, The Pennsylvania Railroad is building a new steam locomotive with blueprints from 1956! Plus, Nevada Northern Railroad restored a classic Hy-Rail from that same year! Get your Flux Capacitor ready for this episode that, for some reason, is preoccupied with the year 1956!

Instead of restoring an existing locomotive, The Pennsylvania Railroad is building a new steam locomotive with blueprints from 1956! Plus, Nevada Northern Railroad restored a classic Hy-Rail from that same year! Get your Flux Capacitor ready for this episode that, for some reason, is preoccupied with the year 1956!

Summary: Today’s episode focuses on the borough of Renovo. I spoke with Tommy Tarantella, Jr., who is currently the Mayor of Renovo. We discuss current infrastructure work that is happening, the promotion of tourism locally, and how jobs and economic development intertwine to bring vitality to a region. We mention The Greater Renovo Area Heritage Park, which you can find and follow on Facebook. Along with Preserve, Renew, and Revitalize of Western Clinton County (aka PRR, which is a nod to the Pennsylvania Railroad that helped build this town), these and other groups, like Clinton County Economic Partnership, are doing their best to improve local resources, promote tourism, and pass down the history of the area. Music in this episode is by Lobo Loco, available on Free Music Archive

The doodlebug disaster was a railway accident that occurred on July 31, 1940, in Cuyahoga Falls, Ohio, in the United States. A Pennsylvania Railroad, gasoline-powered "doodlebug" rail-car collided head-on with a freight train, the impact and resulting fire caused the deaths of all but three of the 46 on board. This episode of The Cornfield Meet: Transportation Disasters is brought to you by Sargent Signals (Andy) and Em Jae (Michele). Michele is N8CSX and self-professed disaster historian. Andy is N8ACJ and the residential railroad specialist. Contact us here: Web Page: http://cornfieldmeet.show Email: thecornfieldmeet@gmail.com Follow Us Here: Soundcloud: http://soundcloud.com/thecornfieldmeet Facebook: http://facebook.com/thecornfieldmeet Twitter: @CornfieldMeet Instagram: thecornfieldmeet Patreon: https://www.patreon.com/thecornfieldmeet Show Notes: http://thecornfieldmeetpodcast.wordpress.com Platforms: Rate. Review. Subscribe. You can find us on iTunes, Overcast, Soundcloud, Stitcher, Pocket Cast, Spotify, iHeartRadio, Podcast Addict, Google Play, TuneIn, Castbox and Podkicker. Theme music created by Michele Sargent using GarageBand. Andy's End-of-the-Episode Music Pick: Artist: REM Song Title: Cuyahoga

How much is a dollar worth? It depends who you ask, when, and where. Economic psychologists have a concept called ‘money illusion,’ which suggests that people are not actually very good at judging the value of money in the context of changing monetary conditions. Distinguishing between the perceived value of money and its “objective” market value introduces a new variable to analyses of debates over prices, wages, and social relations. In this episode of Stories from the Stacks, economic historian Sebastian Teupe, junior professor at the University of Bayreuth, discusses the role of money illusion in wage arbitration in Germany, Britain, and the United States from the 1870s to the 1920s. The time range embraces a long deflationary period followed by an inflationary period of equal duration. According to classical economics, wages should have fallen in the first period and risen in the second. Outcomes in the labor market, however, proved to be more complicated, due to factors including money illusion and the ‘stickiness’ of wage prices. Using Hagley Library collections, including the Reading Company, and Pennsylvania Railroad records, Dr. Teupe discovered that wage stability was not an objective of wage negotiations in the United States, and that neither capital nor labor regularly referred to the cost of living as a reason to adjust wages until the second decade of the twentieth century. This suggests that money illusion was a factor in wage negotiations. It also highlights dissimilarities in how national economies navigate the ups and downs of a shared international monetary system. To support his use of Hagley Library collections, Dr. Teupe received a Henry Belin du Pont Research Grant from the Center for the History of Business, Technology, & Society. More information on funding opportunities for research at Hagley can be found at www.hagley.org/research/grants-fellowships. For more Stories from the Stacks, go to www.hagley.org, or subscribe on your favorite podcatcher. Interview by Ben Spohn. Produced by Gregory Hargreaves. Image: From ‘Union Power & the Public Interest’ slideshow, 1963(?), 1973418_078_11_001, National Association of Manufacturers photographs & audiovisual materials (Accession 1973.418), Audiovisual Collections & Digital Initiatives Department, Hagley Museum & Library, Wilmington, DE 19807.

In the wide-open American economy, some people fake it ‘til they make it. Historically, American impostors realized the promise of social mobility. Identifying freely with different ethnic, racial, class, gender, or professional groups allowed some Americans to challenge social norms, and to reinvent themselves in an environment of rapid and disorienting change. In this episode of Stories from the Stacks, historian Clifton Hood, professor at Hobart & William Smith Colleges, discusses the macro-history of the American impostor as a social phenomenon. Hood situates his project in the context of his life’s work, suggesting that it may be a way of accessing subaltern perspectives on social hierarchies by locating and interrogating their attempted transgressions of its strictures. Using Hagley Library collections, including Empire Steel & Iron, Reading Company, Pennsylvania Railroad, Penn Virginia Corporation, and Brandywine Oral Histories, Hood discovered that business and government elites tried a variety of methods to identify and eliminate impostors. These methods included systematic surveillance and documentation of subject groups. Hood highlights identification papers and reports from industrial spies as particularly fascinating documents. To support his use of Hagley Library collections, Dr. Hood received a Henry Belin du Pont research grant from the Center for the History of Business, Technology, & Society. More information on funding opportunities for research at Hagley can be found at www.hagley.org/research/grants-fellowships. For more Stories from the Stacks, go to www.hagley.org, or subscribe on your favorite podcatcher. Interview by Amrys Williams. Produced by Gregory Hargreaves. Image: Mr. Clash wearing a mask at Bushkill, 1915-1925, 2017239_07_228, Series V., ‘Personal and biographical,’ Box 7, Folder 228, Frank E. Schoonover negatives (Accession 2017.239), Audiovisual Collections & Digital Initiatives Department, Hagley Museum & Library, Wilmington, DE 19807.

From the publisher: Born in Paris in 1893 and trained as an engineer, Raymond Loewy revolutionized twentieth-century American industrial design. Combining salesmanship and media savvy, he created bright, smooth, and colorful logos for major corporations that included Greyhound, Exxon, and Nabisco. His designs for Studebaker automobiles, Sears Coldspot refrigerators, Lucky Strike cigarette packs, and Pennsylvania Railroad locomotives are iconic. Beyond his timeless designs, Loewy carefully built an international reputation through the assiduous courting of journalists and tastemakers to become the face of both a new profession and a consumer-driven vision of the American dream. In Streamliner, John Wall traces the evolution of an industry through the lens of Loewy’s eclectic life, distinctive work, and invented persona. How, he asks, did Loewy build a business while transforming himself into a national brand a half century before "branding" became relevant? Placing Loewy in context with the emerging consumer culture of the latter half of the twentieth century, Wall explores how his approach to business complemented―or differed from―that of his well-known contemporaries, including industrial designers Henry Dreyfuss, Walter Teague, and Norman Bel Geddes. Wall also reveals how Loewy tailored his lifestyle to cement the image of "designer" in the public imagination, and why the self-promotion that drove Loewy to the top of his profession began to work against him at the end of his career. Streamliner is an important and engaging work on one of the longest-lived careers in industrial design. Martin Bandyke’s interview with John Wall was originally recorded on February 6, 2019.

In this episode, we discuss the possibility of Albino Cannibals lurking in Bucks County Pennsylvania and the untimely demise of 57 immigrants working on the Pennsylvania Railroad. --- This episode is sponsored by · Anchor: The easiest way to make a podcast. https://anchor.fm/app Support this podcast: https://anchor.fm/finewineandevilspiritspodcast/support

  https://twitter.com/share (Tweet)   This episode we fire up the DeLorean and head back to explore the life and career of Joe Carr, the Father of Professional Football.  He was the NFL President from 1921 - 1939 and was considered one of the most influential people in bringing legitimacy to the league.  Due to his contributions to the league, Joe Carr was inducted to the Pro Football Hall of Fame in the inaugural class of 1963.  So strap on your seat belt, and let's get ready to take this baby up to 88mph.   Connect with the show: https://thefootballhistorydude.com/episode4 (Visit the show notes for this episode) https://thefootballhistorydude.com/about-the-show/ (Visit me on the web - my about page) https://thefootballhistorydude.com/contact/ (Contact the show) https://twitter.com/FHDude (Follow me on Twitter) Subscribe on YouTube   Click below for the transcript.  I have included affiliate links to Amazon throughout the transcript to complement the episode.  If you purchase through these links it will support the show at no extra cost to you. Read Full Transcript The Father of Professional Football's Early Life As we step off our DeLorean this episode in Columbus, OH. The date is October 23, 1879, the day our hero was born. Our hero is Joseph Francis Carr, and he would become The Father of Professional Football. Joe Carr would accomplish this through his 19 years as the President of the NFL (from 1921 – 1939). An article from Pro Football Researchers said he only had 5 years of formal education, at St. Dominic's Elementary School. At the age of 13, he went to work for a local machine shop to support the family. He would work as a machinist for the Panhandle Division of the Pennsylvania Railroad and he would also be a sportswriter for the Columbus Newspaper. Throughout his tenure, he was involved in founding the famous Panhandle White Sox in 1900. He would also revive the Columbus Panhandle football team, which was made up of mostly railroad employees. His team would have the famous Nesser Brothers. The Nesser brothers were a famous group of brothers that all played for the same professional football team. For the majority of the time, 5 of the 11 starters on the team were Nesser's. The 6th brother would end up joining the team in 1910, making the majority of the starters made up of Nesser's. Fred, Frank, Phil, John, Ted, and Al were the brothers. In 1921, Ted's son joined the team to form what would be believed as the only father/son combo on the same team in professional football. Carr would end up having many opportunities in the future throughout his Presidency of the NFL to make many changes. The First Season of the APFA The first season of the American Professional Football Association would ultimately be successful, although there were many things that needed to be changed before it would turn into the NFL we know today. Apparently, after the September 17, 1920 meeting, it was said to be a requirement for a $100 membership fee. However, it was rumored nobody ever paid. Scheduling was also left to the teams, with really no rules for what teams they could play against or how many games they had to play. The original teams came from 4 states. From Ohio were the Akron Pros, Canton Bulldogs, Cleveland Indians, and Dayton Triangles. The Hammond Pros and Muncie Flyers were from Indiana. New York had the Rochester Jefferson's and the Rock Island Independents hailed from Illinois. There would be 4 more teams that would join throughout the season. These teams were the Buffalo All-Americans, Chicago Tigers, Columbus Panthers, and Detroit Heralds. On September 26, 1920, the first game featuring an APFA team would occur. At Rock Island's Douglas Park in front of 800 people, the Rock Island Independents defeated the St. Paul Ideals 48-0. This was against a non-APFA team. The first game featuring 2 APFA teams happened on October 3, 1920. Some have pointed to the game of Dayton... Support this podcast

If you've ever been to New York City, there's a good chance you traveled through Penn Station at some point. And then you instantly regretted it. On today's episode, my guest is Greg Young of the famous Bowery Boys podcast, and we talk about the sad history of Penn Station, and what it can mean for the rest of the country, not just New York City. And while the story of Penn Station is sad, Greg promises to wrap it up in an optimistic, or hopeful, package. Does he succeed? You'll have to listen to this week's episode to find out. The early days of Penn Station After sharing my Penn Station horror story (many New Yorkers and visitors have one or a dozen), Greg and I chatted about the early days of the transit hub, which didn't always double as hell on Earth. These days, the station sits beneath Madison Square Garden, which opened in 1968. But that wasn't always the case. Greg told me about the original design of the station, which opened in 1910 as the fourth-largest building in the world, with beautiful colonnades and shopping arcades and a beautiful concourse for catching a train. And what's more, it had tons of natural light, something that the modern-day, underground Penn Station eschews like a vampire. But one fascinating bit of information Greg shared: How impressionist painter Mary Cassatt influenced Penn Station's design.   Why New Yorkers stopped caring about Penn Station What's fascinating about this time is that Penn Station was sort of the crown jewel of the Pennsylvania Railroad, the largest rail line in the country. But just a couple years later, the Vanderbilt family, which owned the New York Central Railroad, built Grand Central Station. And the ownership of these enormously important landmarks by private companies may have paved while the way for their construction, as we see with Penn Station, it also contributed to its downfall. Greg told me about how both the automobile industry and the airline industry forced rail to take a nosedive, and dragged down the grandeur of rail stations with it. And as the stations fell into disrepair, New Yorkers used them less and less, and cared about them less and less. Madison Square Garden and Penn Station As you may know, in the middle of the 20th century, New York City hit financial hard times, and the railroads were no different. Penn Station, not being in the center of New York, Greg told me, really bore the brunt of the financial struggles of the city, whereas Grand Central benefited from being in the center of town. So in the 1950s, in an effort to revitalize the station and the area, the city announced it would tear down the station but keep the railroad infrastructure below it intact, and then build something above it that would benefit from the railway. That became Madison Square Garden, and Penn Station became the underground place no one wants to visit. JPenn Station and the landmark movement As Greg tells me, the movement to mark buildings as landmarks and preserve the city's history was just getting started when the news that Penn Station would be torn down was released. There were no laws on the books to protect old buildings, no landmarks commission. There was a small but powerful group standing up to the city, but it wasn't a fight they could win. In fact, Greg says Penn Station is often considered the sacrificial lamb to the cause of historic preservation, because after it was torn down, people saw what they had lost. that This was a really fun episode with a guest who helped further my love of history before I ever talked with him. Outline of This Episode [4:10] Penn Station's early days [8:53] Cassatt and Penn Station [15:00] The decline of railroads [21:17] Reaction to the station being torn down [27:45] Sacrificial lamb [30:50] Landmarking process Resources Mentioned Bowery Boys Podcast Adventures in Old New York Connect With Stephanie stephanie@historyfangirl.com https://historyfangirl.com Support Stephanie on Patreon Featuring the song “Places Unseen” by Lee Rosevere. More info and photographs for this episode at: https://historyfangirl.com/penn-station-sacrificial-lamb/  

The original Penn Station, constructed in 1910 and designed by New York's greatest Gilded Age architectural firm, was more than just a building. Since its destruction in the 1960s, the station has become something mythic, a sacrificial lamb to the cause of historic preservation. Amplifying its loss is the condition of present Penn Station, a fairly unpleasant underground space that uses the original Pennsylvania Railroad's tracks and tunnels. As Vincent Scully once said, "Through Pennsylvania Station one entered the city like a god. Perhaps it was really too much. One scuttles in now like a rat." In this show we rebuild the grand, original structure in our minds -- the fourth largest building in the world when it was constructed -- and marvel at an opulence now gone.  Why was Penn Station destroyed? If you answered "MONEY!", you're only partially right. This is the story of an architectural treasure endangered -- and a city unprepared to save it. Should something so immense be saved because of its beauty even if its function has diminished or even vanished? Does the public have a say in a privately owned property?  PLUS: We show you where you can still find remnants of old Penn Station by going on a walking tour with Untapped Cities tour guide Justin Rivers. Support the show.

Growing up with the Pennsylvania Railroad, Bennett Levin would later go on to own a PRR Observation Car used by John F. Kennedy and original E-Unit locomotives. He shares his love of providing rare-mileage excursions, providing Veterans with an unforgettable… The post Bennett Levin and the Fleet of Memories appeared first on The Roundhouse.

Mr. Pace has been in the Information Technology industry since 1965. He began as a computer programmer trainee at the Pennsylvania Railroad. He left the PRR in 1967. Over the next ten years he rose through the ranks of programmer, programmer analyst, programming manager to Vice President of a financial telecommunications company in Philadelphia, PA. He became a business owner in 1976 when he incorporated Pace Data Systems for which he is still president. Pace Data Systems is a full service Information Technology firm providing services through its Philadelphia, PA and Washington, DC offices primarily to Banks and Savings Banks. In 1975 he co-founded Black Data Processing Associates in Philadelphia and operated as its president for two years. In 1978 he coordinated the formation of BDPA into a national organization and functioned as its First National President until 1980. Black Data Processing Associates has grown into the largest national professional organization representing minorities in the IT industry. Within BDPA and on a broader national scale, Earl Pace has been a vocal advocate for business ownership. His primary message since starting BDPA has been that minorities should strive to rise above just a job. From Manager, Board of Director and to owning and operating their own business. Earl Pace continues to be very active in the business and education community in Philadelphia, Washington DC, Baltimore, MD. As well as other cities in which he has business interests that enable him to be present regularly. In 1997, he received the National Technical Association's National Technical Achiever Award as Computer Scientist of the Year. In 2001 and 2002, Black Money Magazine named him as one of the 50 Most Influential African Americans in Information Technology. 2015 will be BDPA's 40th anniversay and after 40 year's Mr. Pace says " There's still way more work that needs done!

Luxury Rail Travel invited us to ride a former Pennsylvania Railroad observation car from the 1950s.  Make yourself comfortable in the lounge as we travel from New York to Pittsburgh on the Steel City Limited, talking with crew and passengers… The post 049: Steel City Limited Adventure appeared first on The Roundhouse.

Paul Taillon discusses his research on the Pennsylvania Railroad's relationship with organized labor during the 1920s and his use of materials from the Railroad Labor Board and the Pennsylvania Railroad. Taillon is a senior lecturer in history at the University of Auckland. Stories from the Stacks is an ongoing program from the Center for the History of Business, Technology, and Society featuring interviews with researchers who share the excitement of discovering the rich and varied historical materials in the Hagley Library’s collections. Listen to additional episodes at www.hagley.org/storiesfromthestacks.

In the episode of the 'Better Than Success Podcast", Nikki Purvy talks about the Three Things Every Entrepreneur Needs to Understand about Money.  She uses her experience with working with hundreds of small businesses and startups to hone in on the three most invaluable lessons that most new businesses need to grasp to help their business flourish. The lessons as recorded in this podcast episode are as follows: 1) Money is a tool Nothing more. Nothing less. Money is not real. It has no real value. Its a tool. Its not a thing to love because its not lovable. Its not a thing to praise, its not even a thing to rap about in songs. Once you understand that its a tool just like a wrench or a hammer then you will make better money decisions for your business  Here are some uses for this tool. Use it to make time and freedom Use it to buy cash flows (and wealth) 2) Know the Difference between speculating and investing In Benjamin Gram’s book “intelligent investor”, the author differentiates the difference between speculating and and investing as: “An investment operation is one which, upon thorough analysis, promises safety of principal and a satisfactory return. Operations not meeting these requirements are speculative.” Investopedia differentiates as: “Typically, high-risk trades that are almost akin to gambling fall under the umbrella of speculation, whereas lower-risk investments based on fundamentals and analysis fall into the category of investing. Investors seek to generate a satisfactory return on their capital by taking on an average or below-average amount of risk. On the other hand, speculators are seeking to make abnormally high returns from bets that can go one way or the other. It should be noted that speculation is not exactly like gambling because speculators do try to make an educated decision on the direction of the trade, but the risk inherent in the trade tends to be significantly above average.” What I want you to gather from this is that unless you have done research and analysis about your business and industry then you are speculating. I am very much so not in the business of speculating when it comes to my livelihood or my business and I don’t suggest that you do that either. I want to point out that in the intelligent investor the author points out that anyone has the right to speculate but never comingle your speculation operations with your investment operations and never rely on your speculation money. Even furthermore, because a lot of new business owners don’t know the difference between investing and speculating they accept investing returns for speculation activity. By the Investopedia definition ‘speculation’ can demand higher returns because it’s more risky. Some small businesses think they’re investing when they’re really speculating because they haven’t done the proper research.  Someone said to me that after listening to this podcast, I came off as well read. I don’t know how much I agree or disagree, it’s all relative but I have read a quote a few books by top business leaders and an underlying theme is that they don’t gamble. Andrew Carnegie said this in his autobiography about gambling: “I have never bought or sold a share of stock speculatively in my life, except one small lot of Pennsylvania Railroad shares that I bought early in life for investment and for which I did not pay at the time because bankers offered to carry it for me at a low rate. Such a course should commend itself to every man in the manufacturing business and to all professional men. For the manufacturing man especially the rule would seem all important. His mind must be kept calm and free if he is to decide wisely the problems which are continually coming before him What is not, he sees, and what he sees, is not. He cannot judge of relative values or get the true perspective of things. The molehill seems to him a mountain and the mountain a molehill, and he jumps at conclusions, which he should arrive at by reason. His mind is upon the stock quotations and not upon the points that require calm thought. Speculation is a parasite feeding upon values, creating none.” Now of course we are not talking about individual stocks but this concept can be easily transmuted to running a business because in reality it’s the same thing --- you should steer clear of starting a business that you speculated about rather than taking your time and researching and analyzing. You can get distracted by upswings and downswings and you never “judge the relative values or get the true perspective of things” This also goes for any sub-investments you make while running your business. Should you buy that new piece of equipment? Should you spend money on a billboard? Should you invest in that new software promising to make your business run more efficiently? Should you hire that new employee? None of this should be speculated on. 3) Make giving back a monthly expense. There is something about giving back and helping a fellow human being that improves our own quality of life. Almost every successful person I know gives back on a major scale. Lets pick 3 of the most successful people of all time. So that there’s no debate here... Oprah – Oprah is a major philanthropist. She donates to 3 major organizations: TheAngel Network, The Oprah Winfrey Foundation, and The Oprah Winfrey Operating Foundation. She also donates to Mississippi Animal Rescue League, Project Cuddle and Free the Children. I don’t have time to run off everything this woman does but you probably already know.  Warren Buffet - In 2006 he made American history by making the largest ever charitable donation by an individual – $37bn to theBill and Melinda Gates Foundation. Bill gates -In 2006 the Microsoft founder announced that in 2008 he would dramatically reduce his involvement in the running of the company in order to concentrate his efforts more fully on the Bill and Melinda Gates. The Foundation focuses on 4 aspects: They have the Global Development Division, the Global Health Division, the United States Division, and the Global Policy & Advocacy Division. So one may argue that the reason that these people give so much is because they have so much. But I will vehemently argue with anyone that the reason that these people have so much is because they give so much. If there is one thing that you take away from this episode or all the episodes ever of this podcast, It would be this principle. I guarantee you that if you give back to the world your business will be blessed. There is no such thing as waving a magical wand to get riches but this is darn close. Ill tell you what we do as an organization. In addition to various contributions when something strikes us, we pledge to give a select number of teachers $100 gift cards to staples every month. This gives us a sense of responsibility. Every 1st of the month, that’s an expense that we have. I’m not telling you this to brag, at all because its nothing to brag about. I’m telling you this to help you model your social responsibility efforts. If you treat it like a bill or expense then it will be such a part of who your company is and I promise you that you will see the results (that is as long as your business is honest and run well).

Philadelphia: A Railroad History describes the remarkable development of the railroad industry in Philadelphia and the intense competition that pitted the Pennsylvania Railroad against the Reading Railroad, and those two titans against the formidable Baltimore and Ohio Railroad to dominate the regional market. The book details the impact of the rail industry on four local firms—Baldwin Locomotive, the Cramp Shipyard, Midvale Steel and the Budd Company—and on the Philadelphia waterfront and its port. And it concludes with speculation on the impact, challenges and opportunities presented by Conrail’s acquisition by CSX and Norfolk Southern. Philadelphia: A Railroad History also highlights the key roles of the city’s industrial giants during this colorful era, including Steven Girard, Matthias Baldwin, William Sellers, Franklin Gowen, John W. Garrett, George Roberts and Edward G. Budd. Edward Duffy is a graduate of La Salle and Temple Universities. He has worked for Philadelphia’s Department of Commerce, its Planning Commission, its Port Corporation, and the Philadelphia Industrial Development Corporation. Edward Duffy’s interest in railroads dates from his role as liaison between the City of Philadelphia and various rail reorganization agencies in the early 1970s that resulted in the creation of Conrail in 1976.

In this episode of Notch 6 Lionel's Ryan Kunkle introduces us to the new Vision Line GG-1 locomotive. You'll hear all about the new features, some history on the GG-1 and you'll hear some of the locomotive sounds and surprises that will make this locomotive a unique product in the O gauge model railroad market place. 

In this interview, James Panza discusses his research into the Trailer Train Company, its history and operations, and his use of materials from the Pennsylvania Railroad collection at Hagley Library for his project. Mr. Panza is a retired employee of Trailer Train Company, and member of the Pennsylvania Railroad Technical & Historical Society. Stories from the Stacks is an ongoing program from the Center for the History of Business, Technology, and Society featuring interviews with researchers who share the excitement of discovering the rich and varied historical materials in the Hagley Library’s collections. Listen to additional episodes at www.hagley.org/storiesfromthestacks.

Dr. Sara Wermiel discusses her research into railroad contracting, and her use of materials from the Pennsylvania Railroad collection in the Hagley Library for her project. Dr. Wermiel is an independent scholar with a current appointment in the program on Science, Technology, and Society at the Massachusetts Institute of Technology. Stories from the Stacks is an ongoing program from the Center for the History of Business, Technology, and Society featuring interviews with researchers who share the excitement of discovering the rich and varied historical materials in the Hagley Library’s collections. Listen to additional episodes at www.hagley.org/storiesfromthestacks.

In this interview, David Haslam discusses his research into the Pennsylvania Railroad T1 locomotive, and his use of materials from the collections in the Hagley Library for his organization's project to build an accurate, fully functional reproduction of the T1. Mr. Haslam is marketing director for the T1 Trust. Stories from the Stacks is an ongoing program from the Center for the History of Business, Technology, and Society featuring interviews with researchers who share the excitement of discovering the rich and varied historical materials in the Hagley Library’s collections. Listen to additional episodes at www.hagley.org/storiesfromthestacks.

The Amazing Chris Guenzler talks about his trips he has taken from  7/16/2013 to 7/28/2013. Chris took Surfliner 583 to LA then the Southwest Chief to Chicago. Coach on the Capitol Limted to Connesville where Dave Smetko met me. We did the doodlebug on the Wilmington & Western Railroad. The next day we did two Iron Heritage Festival Trips then did the Friday night Black River & Western Railroad Caboose Hops Ringoes to Three Bridges. The next day we did the Steam into History {Not} aboard the Northern Central Railroad after that we did Williams Grove Historical Steam Engine Association with Pennsylvania Railroad 0-6-0 653. We then did the drive back to Chicago and the Monon Connection Museum and then back to Daves House. The next day I did the La Plata via West Quincy trip. I finally rode into West Quincy. I then went to Depot Inn & Suites for a rest. Then he took the Southwest Chief home. Bart Jennings called with an update on the Alaska Convention 2013.

Contemporary Photographs in Response to the Historic Works of William H. RauMichael FroioThursday, March 7, 2013 This lecture by Michael Froio looks at W. H. Rau's 1890s photographs of the Pennsylvania Railroad and explores their importance to his project to photographically document the former PRR Main Line. Froio  also investigates the importance of dialog between historic and contemporary photographs.  Audio Download (MP3) - LectureAdobe PDF Document - Slides

Albert J. Churella, Associate Professor in the Social and International Studies Department at Southern Polytechnic State University and author of The Pennsylvania Railroad, Volume 1: Building an Empire, 1846-1917, talks about his monumental history of the transportation giant. At the end of the nineteenth century, the Pennsylvania Railroad was the largest privately owned business corporation in the world. Churella discusses the birth of this enterprise and its relationship to America's natural, technological, and political landscape.

We have renamed our podcast to match the new branding of our blog. “Lubetkin on Communications” better captures the goal of our blog and podcast series, which is to provide a forum for discussion of important communications and public relations issues with newsmakers in the field. But in this episode, we depart from our coverage of public relations to chat with an old friend, David Kwechansky of Toronto, about the most famous electric locomotive in railroading history, the GG-1. David commissioned Grif Teller, the Pennsylvania Railroad's legendary calendar artist, to paint the image above for David's personal collection. Then he got a bright idea. Wouldn't it be cool to ask NJ Transit for a ride on that exact GG-1 locomotive? I was doing public relations for Conrail. Conrail was the contract operator of commuter rail service for NJ Transit in New Jersey when I was assigned to make the arrangements for David's engine ride. David's journey to New Jersey to ride GG-1 #4884 and pick up his painting from Grif Teller's Little Falls, NJ, studio were the subject of an extensive article in Trains Magazine in December 1981.   Three years later, “PodWife” Judy and I got to ride in the cab of GG-1 #4877 when NJ Transit sponsored a special railfan excursion to celebrate the retirement of the last GG-1 from regular rail service. There were several railfan rides on October 29, 1983, but Judy and I were lucky enough to be in the cab on the very last run of the day…and I had a microcassette recorder with me to capture some of the sounds – decades before podcasting became available.   Listen to the podcast here:   Download the podcast program here (Two-channel mono MP3 file, 54.3 mb, duration 00:43:22.)   Subscribe to the RSS feed for the “Lubetkin on Communications” podcast series. Apple iPod owners, subscribe to the “Lubetkin on Communications” podcast series in the Apple iTunes Music Store. Keywords: lubetkin, nj, new jersey, gg-1, railroad, loewy, locomotive, electric, penn central, nj transit, prr, kwechansky, trains magazine, grif teller, painting, trains, railfan del.icio.us Tags: lubetkin,nj,new jersey,gg-1,railroad,loewy,locomotive,electric,penn central,nj transit,prr,kwechansky,trains magazine,grif teller,painting,trains,railfan Technorati Tags: lubetkin,nj,new jersey,gg-1,railroad,loewy,locomotive,electric,penn central,nj transit,prr,kwechansky,trains magazine,grif teller,painting,trains,railfan Produced in the studios of Professional Podcasts LLC, Cherry Hill, NJ.