370 Chapters
Medium 9780253005922

5 Roller-Coaster Ride

J. Parker Lamb Indiana University Press ePub

The Mobile & Ohio timetable of October 1, 1922, included the same level of passenger service in Meridian as in 1916, namely, Nos. 1–4 plus locals 5 and 6. However, it shows that Pullman transfers had been revived by the Alabama Great Southern to Birmingham and the New Orleans & Northeastern to New Orleans, although there was no sleeping car occupancy leaving the Crescent City, requiring a passenger to ride coach to Meridian and then board the sleeper. Between Birmingham and Mobile, both M&O trains carried sleepers in both directions, although the road had discontinued (presumably due to cost) dining car service on Nos. 1 and 4 and reinstituted meal stops in Cairo, Illinois; Jackson, Tennessee; plus Corinth, Tupelo, and Meridian, Mississippi.

A new approach to passenger relations was clearly evident in M&O’S February 27, 1927, timetable. Gone were Nos. 3 and 4, replaced by the Gulf Coast Special (Nos. 15 and 16), which carried a New Orleans Pullman and a parlor-lounge-dining car. Schedules of the road’s four trains were shortened by over two hours, allowing it to advertise their rides as a “passage through the historic and scenic South in daylight.” The Special continued M&O’S connection with the Montgomery trains (now denoted as Nos. 115 and 116). This timetable also included a note that Nos. 1 and 2 carried a drawing room–sleeper between Memphis and Mobile (via transfer at Tupelo). Conversely, by this time there was only a single local on the main line between Mobile and Saint Louis, consisting of Nos. 7 and 8 between Meridian and Jackson, Tennessee. However, both of these trains also carried a Memphis connection at Tupelo.

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Medium 9780253020635

2 Averell Harriman and His Streamliner

RushJr. Loving Indiana University Press ePub

CHAPTER 2

Averell Harriman & His Streamliner

ONE FIRST–CLASS PASSAGE

ALTHOUGH OUR LIVES REMAINED GLUED TO THE NINETEENTH century, the railroads of America had advanced beyond that time. They been among the leaders of the nation’s technological revolution, perfecting such advances as electric signals and air brakes, and now in the 1930s they were beginning to convert from steam locomotives to diesels. Yet they remained vulnerable to the vagaries of economics.

Just had the crashes of the previous century, the Depression hit the railroads hard. World War I had made the United States one of the world’s undisputed industrial kings. Since 1830, when the first rail service was inaugurated in America, the railroads had been an integral part of the country’s industrialization. Ninety years after their birth, as the nation’s factories churned out their products, the railroads had thrived with them.

Passenger trains had become one of their most important marketing tools, for nothing else could epitomize a railroad’s speed and quality of service more graphically than an overnight express speeding across the countryside. In New York at the turn of the century, the Pennsylvania had tunneled under the Hudson and built Penn Station, an incredible temple to transportation. Its competitor, Grand Central Terminal on East 42nd Street, was equally elegant, and in cities like Cincinnati, Jacksonville, and Kansas City, the railroads put up structures of similar grandeur, many of them resembling ancient monuments. One, in Richmond, was crowned with a dome, causing it to resemble ancient Rome’s Pantheon.

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Medium 9781855209718

Chapter 5 - Rear Axle Propeller Shaft

PR Pub PR Pub Brooklands Books ePub
Medium 9780253356963

9 - Coastal & Sound Steamers: Close to Shore

John H.Jr. White Indiana University Press ePub

Close to Shore

THE ATLANTIC SEACOAST WAS THE GREAT HIGHWAY OF COLOnial America. Small ships sailed over these waters from Maine to Florida, stopping at dozens of ports or inlets. The sinking eastern coasts of North America formed numerous natural harbors, inlets, sounds, and bays, all of which encouraged maritime travel. Some boats ventured no more than 100 miles from home while others sailed the length of the coast to New Orleans. Even more adventuresome sailors would circumnavigate South America and head for San Francisco. Such ambitious sojourners covered 14,000 miles in 180 days. Yet most coasters were content with more modest travels and engaged in transfer trade. They would stop at several small ports to gather shipments for oceangoing vessels. The coaster would transfer goods to larger ports where the cargo would be loaded upon a ship heading for Europe or the Far East. In the same way, they would distribute goods or passengers, dropping them off at large ports by the sea to hamlets on the coast. A typical merchantman would take six to ten days to sail from New York to Charleston, a distance of approximately 650 miles. Small sloops were faster, but they could carry only limited cargoes and so were more often used for shorter commuter trips. Steam power offered both speed and capacity, and by the 1830s it began to offer passage between Charleston and New York in three days. Travelers to New Orleans could expect more than a dozen days at sea, often leaving New York by steamer. Such a journey could be pleasant as long as the sea was reasonably calm.

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Medium 9781855209657

Chapter 7 Rear Suspension and Axle

Greg Hudock Brooklands Books ePub

The rear suspension consists of trailing arms, coil springs, hydraulic telescopic shock absorbers and a stabiliser (anti-roll) bar. The wheel hubs are fitted to the trailing arms and have wheel shafts with the wheel bearing inserted into the arm.

Note that the coil springs are not the same for all models. As many models are available, some with heavy-duty springs at the rear, some with heavy-duty suspension front and rear, it will be confusing to list them all. As a basic rule, always fit a spring with the same colour code if ever there is need to change one of the springs, or both.

Various special tools are used to carry out work on the rear suspension. An extensive tool kit is for example necessary to replace the rear wheel bearings, i.e. to remove the rear wheel hub out of the wheel bearing and to remove the rear wheel bearing out of the trailing arm. Various illustrations show the shape of these tools so that you may be able to substitute them with corresponding make-shift tools.

A large open-ended spanner may be required to hold the shock absorber against rotation when the bolt inserted from the bottom. Apply the spanner as shown in Fig. 7.1.

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