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Trains Magazine 1956 April Tipple to Tidewater C&O hopper cars Insull's interurb
Trains Magazine 1956 April Tipple to Tidewater
66 pages
Railroad news and editorial comment. By David P. Morgan.6
Will 1956 be the year of inception for the longest railroad on North America?
Railroad news photos.---8
Accent is on new equipment: adaptable cars, box cars, hoppers, piggybackers.
Farewell, my friends. By Othmar Tobisch.-14
A salute to the Espee's stalwart cab-in-fronters - the warriors on their way out.
Tide 470. By David P. Morgan with photographs by
W. A. Akin Jr.----16
The spotlight falls on two Chesapeake & Ohio hopper cars - stars of this drama.
Strictly private. By Rosemary Entringer.23
Like to own a private railroad car? Take a look inside the elegant Virginia City.
The architecture of the locomotive. By H. Stafford Bryant.26
If you've never thought of a locomotive in terms of architecture, here's a surprise.
Insull's interurbans. By William D. Middleton.31
A flesh and blood traction center - and the ghost of Wisconsin's electric empire.
Diesels invade the birthplace of steam. By Cecil J. Allen.40
Several strong reasons have forced Britain to bow to the dictates of the outsider.
Into the freezing darkness. By Philip R. Hastings.48
To Chama, Colo., and back on two pieces of D&RGW narrow iron-that's good fortune!
Look, ma, no hands!--57
Espee's new Englewood Yard at Houston, Tex., is a veritable science-fiction world
ENCORE FOR GREAT NORTHERN PACIFIC
GREAT NORTHERN and Northern Pacific have been in the same camp for more than half a century - ever since, in fact, Jim Hill, after building the former, proceeded to rebuild the latter. They share the same terminal cities in Minnesota and Washington, their offices adjoin in St. Paul, and, even though the Empire Builder passed away in 1916, the two properties are still occasionally identified as "the Hill lines."
The left hand knew what the right was doing so long as Hill controlled GN and NP and but for the Supreme Court the relationship would have got warmer than that. In 1901, less than a decade after Hill had rescued NP from its debts on the persuasion of banker J. P. Morgan and following acquisition of Burlington as a joint gateway to Chicago, one Edward H. Harriman got into the act. He wanted Burlington - and failing on that he proceeded around to Hill's back door and began buying into Northern Pacific. Before the ticker tape settled there was some frantic stock buying (in 48 hours NP common shot from $58 to $1000 a share) of the description that would make Robert R. Young's conquest of Central a timid venture by contrast. What resulted was a GN-NP-CB&Q combine known as Northern Securities, with Hill in charge and Harriman sitting in. And that proved too much for trust-busting Theodore Roosevelt.
In the summer of 1928, with Hill and Harriman and Morgan and Roosevelt all removed from the scene, declining rail revenues in the Northwest suggested new cause for merger: economy. The two transcontinentals petitioned the I.C.C. for permission to marry as the Great Northern Pacific (surely one of the happiest and most convenient titles to spring from merger consideration). The applicants pointed out that completion of Milwaukee to the Coast plus Union Pacific's Oregon Short Line as well as the two Canadian lines, to say nothing of the Panama Canal, nullified the old arguments of monopoly. Less than 6 per cent of the population in towns and cities served by both GN and NP had no recourse to other roads.
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