Klivlend va Mahoning vodiysi temir yo'li - Cleveland and Mahoning Valley Railroad

Klivlend va Mahoning vodiysi temir yo'li
Klivlend va Mahoning vodiysi temir yo'llari - Garvard Avenue.jpg
Ogayo shtatidagi Klivlenddagi sobiq Klivlend va Mahoning vodiysi temir yo'llari
Umumiy nuqtai
Bosh ofisKlivlend, Ogayo shtati, BIZ.
Ishlash sanalari1848 yil 22-fevral (1848-02-22)- 1941 yil 22-dekabr (1941-12-22)
VorisEri temir yo'li
Texnik
Yo'l o'lchagichi4 fut8 1⁄2 yilda (1,435 mm) standart o'lchov (1880 yildan keyin)
Oldingi o'lchov4 fut9 3⁄8 yilda (1,457 mm) (1856-1880)
Uzunlik67,81 mil (109,13 km)

The Klivlend va Mahoning vodiysi temir yo'li (C&MV) edi a qisqa temir yo'l da ishlaydigan davlat ning Ogayo shtati Qo'shma Shtatlarda. Dastlab Klivlend va Mahoning temir yo'li (SM), u 1848 yilda ijaraga olingan. Ushbu liniyaning qurilishi 1853 yilda boshlangan va 1857 yilda tugagan. 1872 yilda ikkita kichik temir yo'l bilan birlashgandan so'ng, korxona nomi "Klivlend va Mahoning vodiysi temir yo'li" deb o'zgartirilgan. Temir yo'l o'zini ijaraga oldi Atlantika va Buyuk G'arbiy temir yo'l 1863 yilda. C&MV moliyaviy beqarorlikka duch keldi va 1880 yilda uning aktsiyalari joylashgan kompaniyaga sotildi London ichida Birlashgan Qirollik. Bir qator ijaraga olish va egalik huquqini o'zgartirish C&MV-ni qo'lida qoldirdi Eri temir yo'li 1896 yilda. CM & V korporativ identifikatsiyasi 1942 yilda Erie Railroad ingliz sarmoyadorlaridan temir yo'lning eng yaxshi zaxiralarini sotib olishni tugatgandan so'ng tugadi.

1942 yildan beri mulk egalarining bir qator o'zgarishi trekni turli korporativ qo'llarga topshirdi. Trekning ayrim qismlari endi velosipedda yurish va piyoda yurish yo'llari hisoblanadi.

Ta'sis

Jeykob Perkins, shahridagi taniqli advokat Uorren yilda Trumbull okrugi (Ogayo shtati),[1] o'rtasida temir yo'l qurish harakatida etakchi bo'lgan Klivlend (tez rivojlanayotgan sanoat markazi va qirg'oqdagi port Eri ko'li ) va sharqiy-markaziy Ogayo shtatidagi ko'mir konlari.[2] Ushbu hududga boradigan avvalgi yo'l - Ogayo va Eri temir yo'llari ilgari taklif qilingan, ammo bu loyihadan hech narsa chiqmagan.[3] Perkins 1848 yil 22 fevralda Ogayo shtati tomonidan ijaraga olingan Klivlend va Mahoning temir yo'llarini birlashtirishga yordam berdi. Klivlenddan Uorren yaqinidagi aniqlanmagan punktgacha temir yo'l qurishga vakolat berilgan.[4][5] Dastlab Perkins qiziqish uyg'otishga urindi Ogayo va Pensilvaniya temir yo'llari (O&P) liniyani qurishga kirishdi, ammo bu kompaniya rad etdi. Keyin u ustavni Pitsburg va Eri temir yo'li, lekin bu ham qiziq emas edi.[2]

Davlat ustavni kichik tuzatishlar bilan 1851 yil 20 martda qayta nashr etdi.[4][6] Ushbu o'zgarishlardan biri yo'lning o'z chizig'ini qurishiga imkon berdi Pensilvaniya, agar bu davlat bunga yo'l qo'ygan bo'lsa.[7] Klivlend va Mahoning temir yo'li 1851 yil 20 sentyabrda tashkil etilgan.[6][8] Incorporators kiritilgan[9] Perkins; Dadli Bolduin, Klivlend sarmoyasi bo'yicha bankir;[10] Robert Kanningem, biznesmen Nyu-Qasl, Pensilvaniya; Frederik Kinsman, Trumbull okrugining sudyasi va er agenti;[11] Jeyms Meyj, badavlat Filadelfiya yopishtirmoq ishlab chiqaruvchisi va asoschilaridan biri Pensilvaniya temir yo'li;[12] Charlz Smit, Uorrenlik ishbilarmon va bankir;[13] va Devid Tod, Mahoning tumani advokat va sobiq AQShning Braziliyadagi elchisi.[14] Dastlabki direktorlar kengashi tarkibiga kiritilgan[3] Perkins, Bolduin, Kinsman, Smit, Tod va Ruben Xitkok Painesville yilda Leyk okrugi, Ogayo shtati.[15] Klivlend korporativ shtab-kvartirasi sifatida tanlangan.[2]

Marshrut va marshrut o'zgarishi

Yo'nalish bo'yicha qaror qabul qilish

Kompaniya bir qator turli yo'nalishlarni o'rganib chiqdi.[2] 1851 yilda tavsiya etilgan marshrut Klivlendda temir yo'lning shimoliy tugashiga ega edi,[8] bilan qaerga ulanishi mumkin Klivlend, Kolumb va Sincinnati temir yo'li.[6] Keyin marshrut o'tdi Chagrin sharsharasi, Garrettsvill, Uorren, Nil, Jirard, Youngstown, Polsha va Peterburg da tugashidan oldin Enon vodiysi, Pensilvaniya.[8] Kompaniya rasmiylari 1852 yilda Youngstownni butunlay chetlab o'tib, yo'lni janubga (hozirgi yo'l bo'ylab) o'zgartirishga qaror qilishdi Davlatlararo 76 va Davlatlararo 80 ) Enon vodiysiga etib borish uchun. 1852 yilda Braziliyadan AQShga qaytib kelgan Devid Tod temir yo'l uning tumanidagi eng katta shaharni aylanib o'tishiga g'azablandi. U kompaniya rasmiylarini marshrutni orqaga qaytarishga ishontirdi.[16]

Keyin temir yo'l Youngstaundan ketganidan so'ng, marshrut quyidagicha yurishi kerakligini taklif qildi Mahoning daryosi Yangi qal'aga.[6] U erda u bilan bog'lanadi Shimoliy G'arbiy temir yo'l[6][17][18][a] va Ogayo va Pensilvaniya temir yo'llari.[6][19][b] Birinchisi unga Pensilvaniya temir yo'liga kirish huquqini bergan bo'lsa, ikkinchisi Nyu-Qasr bilan sanoat va qishloq xo'jaligi mintaqalariga kirish imkoniyatini yaratgan Nyu-Brayton.[20]

1852 yil dekabr oxirida yangi direktorlar kengashi saylandi.[19][21] Boldvin, Kinsman, Perkins, Smit va Tod saqlanib qolgan; yangi saylangan Charlz L. Rods, sobiq agenti Klivlend va Pitsburg temir yo'li,[22] va Genri Vik, taniqli Klivlend bankiri.[23] Perkins saylandi Prezident.[21]

O'lchov va mablag 'yig'ish

Kompaniya qurilishga tayyorlanayotganda, yo'lning kengligi ("o'lchov") to'g'risida qaror qabul qilishi kerak edi. Yo'lning kengligi ikkalasi kabi tavsiflangan tor kalibrli[18][24] va standart o'lchov.[25][26][27][28] Bu ham emas edi; o'lchov juda noodatiy 4 fut 9.375 dyuym (1.457.32 mm) edi.[29][30][to'liq iqtibos kerak ] O'sha paytda Ogayo shtatidagi deyarli barcha temir yo'llar 4 fut 10 dyuym (1470 mm) o'lchagich ("Ogayo shtati") bilan qurilgan edi.[17] Yangi temir yo'l direktorlari biroz torroq o'lchovni tanladilar, chunki ular bu yo'lga standart temir yo'l vagonlarini olib o'tishga imkon beradi deb hisoblashdi.[29] C & M o'lchagichidagi chalkashliklar, ehtimol, Atlantika va Buyuk G'arbiy temir yo'l (a keng temir yo'l ) va uning egalik qilgan va ijaraga olingan sho'ba korxonalari (shu jumladan, C&M) 1880 yil 22-iyunda standart o'lchovga o'tkazildi.[31]

Dastlab Klivlend va Mahoning temir yo'llari sotildi Aksiya qurilish mablag'larini jalb qilish. Uorren va Yangstaundagi sarmoyadorlar aktsiyalarni 275000 dollar (2019 yilda 7.700.000 dollar), Klivlendda 100000 dollar (2019 dollarda 3.100.000 dollar) sotib oldilar.[19]

Marshrut 1852 yil oxiriga qadar o'rganib chiqildi va qurilish Klivlenddan Uorren tomon boshlashga tayyor edi.[19]

Baholashning birinchi bosqichi

Yo'lda ishlash 1853 yilda boshlangan.[4] Kompaniya yanvar oyida Klivlendda yuk va yo'lovchi stantsiyalarini qurish uchun joylarni aniqlaganini va ularning docklarini Kuyahoga daryosi. Shuningdek, kompaniya o'z marshrutini o'zgartirib, Chagrin sharsharasini chetlab o'tdi, chunki u erda yashovchilar kompaniya aktsiyalarini etarli miqdorda sotib ololmadilar.[32][c] Yangi marshrut o'tib, janubga siljidi Mantua.[2][d] Kompaniya rasmiylari, shuningdek, temir yo'l Youngstown-dan o'tib, yana aktsiyaga obuna bo'lmagani uchun Polshaning janubiga bormasligini aytdi.[32] Buning o'rniga temir yo'l quyidagilarni bajaradi Mahoning daryosi janubi-sharqdan Yangi qal'aga[35] va hatto Nyu-Braytonga qadar janubga borishi mumkin.[36]

1853 yilda Klivlendda baholash va trekka ishi Cuyahoga daryosining Eski kema kanalida boshlandi Ogayo shahri Klivlend mahallasi. Marshrut Old Ship Channel-ni kesib o'tib Mulberry prospektiga yaqinlashdi, janubi-sharqqa (xiyobonga parallel) qarab, so'ngra Irishtaun Bend Cuyahoga daryosi. Undan qochish uchun quruqlikni janubi-sharqqa kesib tashladi Scranton Flats va to'qnashuv Bend[e] va Kingsbury Run-ning shimolida joylashgan Kuyahoga sharqiy qirg'og'iga o'tdi. So'ngra yo'llar Broadway prospektiga parallel va sharqiy tomonga o'tib, E. 55-ko'chada sharqiy-janubi-sharqiy yo'nalishga o'tdi. Klivlend va Pitsburg temir yo'lining yo'llarini kesib o'tgandan so'ng, C&M keskin janubga burildi. Hamilton avenyusiga (hozirgi Garvard avenyu deb nomlanadi) etib borishdan oldin, yo'llar yana janubi-sharqqa siljiydi, asosan shaharni tark etishdan oldin Garvard avenyu, Keyn avenyu va Mayls avenyuga parallel.[37] Ushbu ishni asoslangan kompaniya tomonidan yakunlandi Livingston, Nyu-York. C & M kompaniyasining "G'arbiy bo'limi" Klivlenddan Uorrengacha yugurdi. Ushbu bo'limni kompaniya tomonidan baholandi Buffalo, Nyu-York.[38] Temir yo'lning "Sharqiy bo'limi" Uorrendan uning oxirigacha etib bordi. Bu erda baholash Uorrenda joylashgan "Britton & Co." qurilish firmasi tomonidan yakunlandi.[39] Uorren va Yangstaun o'rtasidagi ish 1853 yil avgustda boshlangan.[40]

Yo'l qurilishi kutilganidan ancha qimmatga tushdi. Ko'proq mablag 'olish uchun kompaniya 850 ming dollarni (2019 yilda 26 100 000 dollar) sotdi obligatsiyalar 1853 yil 22-avgustda.[41] 1854 yil boshida Filadelfiyada yana 300 ming dollar (2019 yilda 8 500 000 dollar) zaxirasi sotilgan.[42] Iyulga qadar Klivlendda Cuyahoga daryosidan o'sha paytdagi balandliklarning yuqori qismiga qadar baholash tugallandi. Nyuburg shaharchasi.[43][f] Yana bir bor temir yo'lning puli tugadi. Bu safar Youngstownga boradigan yo'lni tugatish uchun yana $ 200,000 (2019 dollarda $ 5,700,000) kerakligini taxmin qildi.[48]

Baholashning ikkinchi bosqichi

Kerakli mablag'ni jalb qilish uchun temir yo'l ko'proq obligatsiyalar sotishga qaror qildi. Iqtisodiy muammolar tufayli obligatsiyalar savdosi yomon pasayib ketdi 1853-54 turg'unlik.[3][49] Perkins Birlashgan Qirollikka 1854 yil bahorida u erdagi investorlarga obligatsiyalarni sotishga urinish uchun borgan, ammo muvaffaqiyatga erishmagan.[2] Perkins Qo'shma Shtatlarga qaytib keldi, u erda boshqaruv kengashi a'zolari sarmoyadorlar orasida obro'sini oshirish maqsadida temir yo'l prezidentligini o'z zimmasiga olishni iltimos qilishdi. Perkins bunga rozi bo'ldi va hatto temir yo'lga o'z pulidan 100000 AQSh dollarini (2019 yilda 2,800,000 dollar) qo'yishni va'da qildi - faqat uning sheriklari yo'l qarzlarini shaxsan kafolatlashga rozi bo'lishgan taqdirdagina. Kengash a'zolari bunga rozi bo'lishdi,[2][3][9] ularning investitsiyalari bilan $ 440,000 (2019 yilda $ 12,500,000).[20] Strategiya ishladi, chunki kompaniya yana 469,200 dollar (2019 dollarda 13,400,000 dollar) sotishi mumkin edi.[20] obligatsiyalarda 1854 yil 8 sentyabrda.[41]

1855 yilda Klivlend va Uorren o'rtasida qurilish ishlari taxminiy ravishda tugatilishi rejalashtirilgan bo'lib, Perkins va Tod 1954 yil dekabrda Filadelfiyada ikki hafta o'tkazdilar va u erda shaxsan 20000 dollar (600000 dollar 2019 dollar) qarz olishga muvaffaq bo'lishdi, bu esa kompaniyaga ikkitasini sotib olishga imkon berdi. lokomotivlar.[3][50] Endi yo'lda Klivlenddan Youngstowngacha yo'lni bosib o'tish uchun relslar sotib olish uchun etarli mablag 'va cheklangan miqdordagi mablag' bor edi harakatlanuvchi tarkib operatsiyalarni boshlash uchun.[50] Reyslar sotib olingan Fenikvil ishlab chiqarish Co. va birinchi jo'natma 1855 yil may oyining oxirlarida keldi.[51] Temir yo'lning birinchi lokomotivi Filadelfiya, Cuyahoga Steam Furnace Co. tomonidan ishlab chiqarilgan va iyul oxirida etkazib berilgan.[52] Reylarning ikkinchi yirik partiyasi oktyabr oyining o'rtalarida etib keldi.[53]

Klivlend va Uorren o'rtasidagi chiziqning ochilishi

Klivlendning janubiy chegarasida joylashgan Plank Road Station-da temir yo'l o'zining birinchi temir yo'lini qurdi. Hovli atrofida o'sgan qishloq avvalgisining sharafiga Randall deb o'zgartirildi Amerika Qo'shma Shtatlari Postmaster General Aleksandr Randall. (U 1908 yilda Shimoliy Rendal qishlog'i sifatida kiritilgan.)[54] Marshrutning katta qismi Portage okrugi, Ogayo shtati, 1855 yilda baholanib, yo'l qisman qo'yilgan. 7-noyabrga qadar Mantua va Uorren o'rtasida liniya qurib bitkazildi va qurilish poezdlari chiziqda harakatlanardi.[55] 20-noyabr kuni C&M Chamberlain Co kompaniyasiga Youngstown-New Castle yo'nalishini baholash bo'yicha shartnoma imzoladi.[56]

1855 yil oxirida boshlangan qish juda qattiq edi va ozgina qurilishni amalga oshirish mumkin edi. Bu chiziqni tugatish sanasini 1856 yilga olib keldi.[57] To'g'ridan-to'g'ri yuk kemalaridan yuklarni qabul qilish uchun temir yo'l 1856 yil mart oyida Kuyahoga daryosining janubiy qirg'og'ida (Irishtaun Bendning janubiy qismida) Kolumbus ko'chasining ikki tomonida doklar qurishini e'lon qildi.[58] Klivlenddan janubdagi dastlabki 30 milya (48 km) yo'l 1856 yil aprelda ochilgan.[59] 1-iyul kuni temir yo'l Uorrengacha butun yo'lni ochdi.[57][60]

Temir yo'l harakati boshlanishi bilan C&M yo'lning kundalik ishlarini boshqarish uchun nazoratchi kerak edi. HOJATXONA. Pittsburg va Klivlend temir yo'lidan Klelland 1856 yil 15-iyunda boshliq etib tayinlandi,[61] ammo u bir oydan so'ng to'satdan iste'foga chiqdi.[62] Keyin Charlz L. Rods vaqtincha nazoratchi etib tayinlandi.[3][63] Uning o'rnini Klivlend va Pitsburg temir yo'lining boshlig'i Jorj Robinson egalladi. Robinson, shuningdek, C & M-ning bosh muhandisi bo'lib, 1865 yilgacha bo'lgan.[64]

Youngstownga yo'nalishni tugatish

C&M 1856 yilning kuzida Youngstown-ga etib keldi,[g] va 1856 yil 24-noyabrda ushbu shaharga tijorat harakati uchun ochilgan.[66] Bu C&M-ni sharqiy temir yo'lga ulanishga 0,75 milya (1,21 km) kam qoldirdi.[67]

Trek dastlab 1856 yilda Youngstowndan tashqariga chiqmagan. Qisman temir yo'l mablag'ga muhtoj edi, chunki bu ishni bajarish uchun kamida 50 000 dollar (2019 dollarga 1 400 000 dollar) kerak edi.[68] C&M shuningdek, Blervilldagi Shimoliy G'arbiy temir yo'l yukni sharqqa jo'natishga tayyorligini, ammo g'arbga emasligini aniqladi va bu yangi yo'lga to'sqinlik qildi (chunki bo'sh temir yo'l vagonlarini Klivlendga qaytarib yuborish qimmatga tushdi).[69]

1857 yildan keyin Klivlend va Mahoningning asosiy yo'nalishi bo'yicha qo'shimcha ish olib borilmadi,[20][4] asosiy chiziqdan atigi 67 milya (108 km) uzoqlikdan chiqib ketish.[20]

Mustaqil temir yo'l: 1857 yildan 1863 yilgacha

Klivlend va Mahoning vodiysi temir yo'lining xaritasi

Dastlabki operatsiyalar

Klivlend va Mahoning temir yo'llari ham o'zining shimoliy terminalini yakunlay olmadi. Magistral yo'nalishdagi ishlar Skranton kvartiralarida (Irishtaun Bend emas) to'xtab qoldi va temir yo'l Klivlend, Kolumb va Sincinnati temir yo'llari bilan bog'lanishidan 0,75 mil (1,21 km) kam qoldi.[67]

Mavjud, to'liq bo'lmagan yo'lda ishlarni kuchaytirish kompaniyaning bevosita maqsadi bo'ldi. 1857 yil 27 martda yangi obligatsiyalar savdosini boshladi.[41] 344 100 AQSh dollarini (2019 yilda 9 400 000 dollar) jalb qilish.[20] Ushbu mablag'larning bir qismi tebranish darajasining pasayishi uchun ishlatilgan Tremont Klivlendning maydoni. Shuningdek, kompaniya yana 11 ta lokomotiv sotib oldi. Uning o'sib borayotgan parkini joylashtirish uchun C&M kompaniyasi Chas bilan shartnoma tuzdi. Weatherhead qurilish firmasi o'zining birinchi texnik xizmat ko'rsatadigan do'konlarini va Klivlendda, Adabiy yo'l va Mahoning prospektining chorrahasidan g'arbda quradi.[70][h] 1861 yilda temir yo'l Klivlenddagi Kingsbury Run yaqinidagi Cuyahoga daryosi bo'ylab mavjud bo'lgan yog'och ko'prigini buzib tashladi va uning o'rniga temirni o'rnatdi. Xau trussi ko'prik.[71]

C&M hali ham sharqiy temir yo'l bilan aloqani topishi kerak edi. 1853 yil aprelda Pensilvaniya Bosh assambleyasi C&M-ga New Castle-ga avtoulovlarni olib borishga ruxsat beruvchi qonunlarni qabul qildi, ammo qonun temir yo'l qurishga ruxsat bermadi.[72] Bu 1854 yil fevralda, Pensilvaniya qonun chiqaruvchisi qonunga o'zgartishlar kiritgach, C & M-ga "Yangi Qal'aning yonida yoki yaqinida" chiziq qurishga imkon berganida, bu o'zgargan. Biroq, bu huquqlar faqat o'n yil davom etgan.[72] Shimoliy G'arbiy temir yo'l Yangi Qal'adan C&M ga yo'nalishni qurishni taklif qildi, ammo C&M rasmiylari ushbu yondashuvga qiziqish bildirmadilar[73] chunki ular allaqachon boshqa temir yo'l bilan muzokaralar olib borishgan.[74] The 1857 yilgi vahima va qarshilik Pitsburg biznes va temir yo'l manfaatlari (uning shahri aloqa orqali o'tib ketishi mumkin edi) Shimoliy G'arbiy temir yo'lning keyingi avtoulovlarini tugatdi.[73]

Xabbard filialini qurish

Sifatida temir va po'lat sanoati sifatida Mahoning vodiysi 1856 yildan keyin sezilarli darajada o'sdi, Klivlendga juda kam ko'mir yuborish mumkin edi. Ushbu yuk tashish yo'qotilishi C & M kompaniyasining foydasiga katta darajada salbiy ta'sir ko'rsatdi. Muammoni hal qilish uchun yo'l Youngstown-dan atrofdagi ko'mir konlariga filial qurishga qaror qildi Xabbard, Ogayo shtati.[71] Filialni qurish uchun mablag 'yig'ish uchun temir yo'l 18,56 yil 15-yanvarda 72,500 dollar (2019 dollarda 1 900 000 dollar) yangi obligatsiyalarni sotdi.[41] Hubbard filiali 1863 yil fevralda qurilgan edi. Dastlab temir yo'l mutasaddilari uning 1863 yil mayga qadar qurib bitishini bashorat qilishgan,[71] ammo temir yo'l aloqalari va relslariga katta ehtiyoj Amerika fuqarolar urushi buni kechiktirdi va Xabbard filiali 1865 yilgacha tugamadi.[29] 12,37 milya (19,91 km) filial[75] Youngstown shahridagi C & M asosiy liniyasining terminalidan Ogayo-Pensilvaniya chegarasigacha uzaytirildi.[76][5]

Youngstown-ga C&M ning qurilishi yaqin atrofdagi transportning sezilarli darajada pasayishiga olib keldi Pensilvaniya va Ogayo kanali. 1840 yilda ochilgan kanal Yangi Qal'ani birlashtirgan Akron, Ogayo shtati Mahoning daryosiga, so'ngra Mahoning daryosining G'arbiy tarmog'iga qarab shaharga o'tish joylarini kesib o'tishdan oldin Kent, Ogayo shtati. U erdan u asosan Kuyahoga daryosidan Akrongacha kuzatib bordi. Ko'mir tashish yo'qotilishi sababli C&M moliyaviy qiyinchiliklarga duch kelganida, Ogayo shtati 1863 yilda kanaldagi zaxiralarini temir yo'lga 30000 dollarga (2019 yilda 600000 dollar) sotishga qaror qildi. Savdo temir yo'lga yangi daromad manbai berishni mo'ljallagan, ammo C&M bu kanaldan deyarli foydalanmagan. Kanalning qiymati unda edi to'g'ri yo'l, va keyinchalik C & M kanalning katta qismini sotdi Pitsburg, Klivlend va Toledo temir yo'llari, uni to'ldirgan va uni o'z yo'li uchun to'shak sifatida ishlatgan.[77]

Atlantika va Buyuk G'arbiy temir yo'l harakati

A&GWni yaratishda C&M ishtiroki

1852 yildayoq C&M o'zining sharqiy aloqasini Atlantika va Buyuk G'arbiy temir yo'l (A&GW) bilan bog'lash uchun muzokaralar olib borgan.[74] Muzokaralar ortida turtki 1851 yil boshida yakunlandi Eri temir yo'li (keyinchalik Nyu-York va Eri temir yo'li nomi bilan tanilgan) o'rtasida Nyu-York shahri va Dyunkerk, Nyu-York (Eri ko'li bo'yidagi kichik shaharcha o'rtasida Buffalo, Nyu-York, va Nyu York -Pensilvaniya chegarasi).[78] 1851 yil 30-iyunda Nyu-York shtati Eri va Nyu-York shahar temir yo'li, dan unga temir yo'l liniyasini qurish vakolatini berish Salamanka, Nyu-York, g'arbga qarab Randolf va Jeymstaun Pensilvaniya chegarasiga. Ish 1853 yilda boshlangan, ammo temir yo'lda 1855 yilda pul tugagan va u yaroqsiz holatga kelgan.[79] Ogayo shtatidagi biznes manfaatlari bir muncha vaqt Eri bilan bog'lanib turadigan davlatlararo temir yo'lni juda xohlar edi. 1851 yil mart oyida Ogayo shtati Franklin va Uorren temir yo'llari (F&W), unga temir yo'l qurish huquqini bergan Dayton, Ogayo shtati, Uorrenga, keyin sharqda Ogayo-Pensilvaniya chegarasiga.[78] F&W nizomini o'rganib chiqdi Pitsburg va Eri temir yo'li,[74] 1846 yilda ustavga kiritilgan,[80] va uning noaniq so'zlangan nizomi unga temir yo'l qurishga imkon berganligini aniqladi Kinsman, Ogayo shtati, har qanday nuqtaga Uorren okrugi, Nyu-York.[74]

F&W prezidenti Frederik Kinsman C&M prezidenti Jeykob Perkinsni Pittsburg va Eri vakillari bilan uchrashishga taklif qildi. Klinton liniyasi temir yo'li, Erie va Nyu-York shahri, Klivlend, Peynsvill va Ashtabula temir yo'li, va bir guruh moliyachilar Meadvill, Pensilvaniya, 1852 yil 1 oktyabrda. C&M va boshqa ko'plab temir yo'llar kuchlarni birlashtirishga va Eri temir yo'li bilan aloqani izlashga kelishib oldilar. Eri nafaqat ulanishga, balki Pensilvaniya bo'ylab o'z yo'nalishi bo'yicha taklif qilingan marshrutni o'rganishga ham rozi bo'ldi.[74] Franklin va Uorren o'z nomini 1853 yilda Atlantika va Buyuk G'arbiy temir yo'l (A&GW OH) deb o'zgartirdi.[78] A&GW OH 1853 yil avgustda Meadvill sarmoyadorlari tomonidan ajratilgan mablag'lar hisobiga ish boshladi, ammo bir necha chaqirim masofa baholangandan so'ng pul tugadi.[74]

Ogayo temir yo'li to'xtab qolganda, 1857 yil aprel oyida Pensilvaniya shtati Meadville Railroad Co. Eri, Pensilvaniya, Meadvillga. Shtat, shuningdek, Meadville-ga Pittsburg va Eri nizomi asosida qurilgan har qanday filial liniyasini sotib olish huquqini berdi. Ushbu huquqlar 1857 yil iyul oyida sotib olingan, ammo 1857 yildagi vahima Meadvillni hech qanday qurilish zayomlarini sotolmay qoldirgan. Meadville 1858 yilda o'z nomini Atlantika va Buyuk G'arbiy temir yo'l (A&GW PA) deb o'zgartirgan. A&GW PA rasmiylari Buyuk Britaniyaga sarmoyadorlarni qidirish uchun borgan va u erda chet ellik temir yo'l moliyachisi Jyeyms Xenri qo'llab-quvvatlagan. Qo'shimcha yordam 1858 yil iyulda paydo bo'ldi Xose de Salamanka, los Llanosning 1-grafigi yilda A&GW PA qurilish obligatsiyalarining 1 million dollarini (2019 dollarda 29 600 000 dollar) sotdi Ispaniya. A&GW PA 1859 yilda Nyu-York shtatida Atlantic & Great Western Railroad (A&GW NY) ​​yangi kompaniyasini birlashtirdi va Erie va Nyu-York shahrini sotib oldi.[74] Klivlend va Mahoning va uchta A&GW yo'llari birgalikda ishlaganligi to'g'risida birinchi ommaviy bayonotda, 1859 yil mart oyida yangiliklar ommaviy axborot vositalari A&GW (keng yo'lli yo'l) hatto C&M yo'llariga uchinchi temir yo'lni qo'shishni taklif qilganligi haqida xabar berishdi. Klivlendga yo'l, shunday qilib yo'q qayta yuklash yuk yoki yo'lovchilarga ehtiyoj seziladi.[81]

1860 yil yanvar oyida A&GW yo'llari Klivlendga etib borish uchun C&M dan foydalanish to'g'risida kelishuvga ega ekanliklarini e'lon qilishdi, garchi bu yo'l hali ham shaharning boshqa temir yo'llari bilan aloqasi yo'q edi.[82] A & GW NY 1860 yil sentyabr oyida Salamanka va Jeymstaun o'rtasida ochilgan Korri, Pensilvaniya, 1861 yil may oyida.[74] Fuqarolar urushi boshlanishi qurilish uchun mablag'larning qurib ketishiga olib keldi,[83] shuning uchun 1861 yil avgustda A&GW yo'llarining uchta rasmiylari yana McHenry-ni qidirdilar. McHenry va Ispaniya monarxiyasi ikkalasi ham A&GWga ko'proq mablag 'ajratdilar. The Trent Ish Qo'shma Shtatlar va Buyuk Britaniya o'rtasida urush xavfini tug'dirgan ushbu mablag'larni olishni biroz kechiktirdi. 1862 yil o'rtalarida ish qayta tiklandi va 1863 yil fevralda ingliz temir yo'l magnatasi Sir Morton Peto uchta "A & GW" ga qo'shimcha katta sarmoya kiritdi (u uchta kompaniyani "Atlantika va Buyuk G'arbiy temir yo'l" nomi ostida boshqarish uchun qo'shma direktorlar kengashini tashkil qildi).[84]

Klivlenddagi C&M ni yakunlash

Atlantika va Buyuk G'arbiy va Klivlend va Mahoning 1863 yil 28 mayga qadar Uorrenda bog'langan.[85] 1863 yil iyulda A&GW C&M-ni ijaraga oldi.[84][men] Ijara shartnomasining bir qismi A&GW tomonidan 1864 yil 1-maygacha Klivlenddagi so'nggi 11,75 milya (18,91 km) yo'lni bosib o'tishni talab qildi. Viski oroli Old Ship Channel-da, shuningdek, barcha kerakli yon treklarni, burilishlarni va raketalarni to'ldirishni.[30] Qo'shimcha ravishda A&GW to'liq bo'lmagan Hubbard filialini ijaraga olishga rozi bo'ldi[87] va uni 1864 yil 1 yanvargacha yakunlang.[30][2]

McHenry C&M-ni harakatlanuvchi tarkibni sotib olishiga imkon berish uchun $ 300,000 (2019 dollarda $ 6,200,000) oshirdi.[88] A&GW poezdlari 1863 yil 20-iyulda Klivlend va Mahoningda qatnay boshladi.[89] Skranton kvartiralarida yangi yo'lovchi omborida ish 1863 yil avgustda boshlangan,[90] va 4-noyabr kuni qurib bitkazilgan yangi depo uchun temir yo'l hovlisi.[91]

A&GW doirasida C&M operatsiyalari

Klivlend va Mahoning temir yo'llari 1864 yil 1 yanvarda ikkita kichik Ogayo temir yo'llarini ijaraga oldilar. Ijaraga beriladigan eng katta yo'l 35 mil (56 km) bo'lgan. Nil va Yangi Lissabon temir yo'li, unga C&M 90 yil davomida kirish huquqini qo'lga kiritdi.[87] Ushbu temir yo'l o'z boshlanishini 1827 yilgi charter orqali 95 millik (153 km) bog'laydigan liniyani qurishga ruxsat berdi. Ashtabula (Eri ko'li bo'yida) bilan qishloq Yangi Lissabon yilda Kolumbiana okrugi (Ogayo shtati). Ashtabula va Nyu-Lissabon temir yo'l kompaniyasi 1853 yilda ushbu liniyada qurilishni boshladi.[16][76] Bu faqat Ashtabula va Nil (Uorren va Yangstaun o'rtasida yarim shahar) o'rtasida qurilgan,[76] va 1864 yilda qurilishi tugallanmagan qism Nyu-Lissabon temir yo'l kompaniyasiga ijaraga berildi. Ushbu yo'l liniyani yakunlash uchun bankrot bo'ldi.[16][76] Nil va Nyu-Lissabon temir yo'li 1869 yilda to'liq bo'lmagan "Nildan Yangi Lissabon" segmentini sotib oldi va qurilishni tugatdi.[16][76] Ijaraga olinadigan kichik yo'l 7,75 mil (12,47 km) bo'lgan.[92] Ozodlik va Vena temir yo'li.[87] Bu yo'l Cherch Hill ko'mir ko temir yo'lidan uzaytirildi Ozodlik shaharchasi[76] (Youngstown shimolidan taxminan 8.0 km) shimoliy qismga tegishli bo'lmagan qishloqqa to'g'ri keladi Vena. Yo'nalish 1868 yilda qurib bitkazilib, g'arbdan Jirardgacha, so'ngra janubi-sharqdan 1870 yilda Yangstaungacha cho'zilgan[16] (masofa 5,5 milya (8,9 km)).[93] Garchi Jirard-va-Yangstaun filiali 1871 yilda Ashtabula, Yangstaun va Pitsburg temir yo'li,[76] qolgan qismi C&M tarkibiga kirdi.[94][j]

Klivlend va Mahoning temir yo'lining A&GW bilan bog'lanishiga yo'naltirilganligi C&M kompaniyasini Pensilvaniya nizomiga binoan o'z majburiyatlarini e'tiborsiz qoldirishiga olib keldi. 1864 yil 4-mayda Pensilvaniya Bosh assambleyasi C & M nizomini bekor qildi va shtat chizig'i va Nyu-Qasr o'rtasida marshrutni qurish vakolatini topshirdi. Lawrence Railroad and Transport Co.[95] C&M hanuzgacha Pitsburg bilan to'g'ridan-to'g'ri aloqani qidirib topdi va 1866 yilda ustav vakolatini uzaytirishni boshladi.[2] Pensilvaniya Bosh assambleyasi 1866 yil aprel oyida ustavni qayta ko'rib chiqishni rad etdi,[96] Pensilvaniya temir yo'llari tomonidan og'ir lobbichilikdan so'ng.[97] Biroq, Nyu-Qasrga etib borishga sodiq bo'lgan C&M, Nyu-Castle va Hubbard filiali orasidagi filial liniyasini qurib bo'lgandan so'ng, Lawrence temir yo'liga ulanishga istamay rozi bo'ldi. (Filial tarmog'idagi ishlar 1867 yil mart oyida yakunlangan.)[98]

1864 yil 20-iyunda A&GW g'arbdan surilib, Klivlend va Mahoning bilan yana bir aloqani yaratdi. A & GW ning g'arbiy uchi bilan bog'langan holda Cincinnati, Hamilton and Dayton Railroad, bu C&M yuklariga kirish huquqini berdi Sent-Luis, Missuri.[84]

A&GW birinchi bankrotligi va Hubbard filialining kengayishi

1865 yil 19-avgustda uchta A&GW temir yo'llari yangi kompaniya - Atlantika va Buyuk G'arbiy temir yo'lga birlashdi.[99]

A&GW 1867 yilda bankrot bo'lgan.[100] A&GW endi Eri temir yo'liga ijaraga berildi. 1867 yildan boshlab temir yo'l quruvchi va chayqovchi Jey Gould Eri temir yo'lini boshqarish uchun muvaffaqiyatli birja jangini o'tkazgan edi.[101] Guld endi Eri g'arbga qarab Chikagoga, agar uning yo'li raqobatdosh bo'lsa, tanqidiy bozorga cho'zishni boshladi Nyu-York markaziy temir yo'li va Pensilvaniya temir yo'li.[102] Uning bu ishdagi birinchi qadami Erening uzoq yillik hamkori A&GW-ni ijaraga olish edi.[103][k]

1869 yilda C & M ning Hubbard filiali nihoyat ikkita kichik temir yo'lda kuzatuv huquqi orqali Pensilvaniyaga kirish huquqiga ega bo'ldi. Ulardan birinchisi - Sharon temir yo'li, 1862 yilda Sharon Iron Co. tomonidan temir ishlarini Brier Hill ko'mir koni bilan bog'lash uchun qurilgan. Brukfild shaharchasi (Ogayo shtati).[104] Ushbu 2,09 mil (3,36 km) uzunlikdagi temir yo'l Pensilvaniya-Ogayo chegarasidan tortib to cho'zilgan Sharon, Pensilvaniya,[105] va keyin biroz shimolga Pymatuning Junctiongacha.[106][l] Boshqa ijaraga olingan temir yo'l - 1864 yil 20-mayda qurib bitkazilgan va temir ishlarini Brukfild shaharchasidagi ko'mir konlari bilan bog'lash uchun Coleman, Westerman & Co. tomonidan qurilgan Westerman temir yo'li.[107] Uzunligi 1,5 mil (2,4 km)[108] sanoat temir yo'li Sharondan kelib chiqqan va Ogayo shtatiga 0,75 mil (1,21 km) etib borgan.[109] Birgalikda Sharon temir yo'li va Westerman temir yo'llari Hubbard filialini jami 9,85 milya (15,85 km) ni Pensilvaniya tomon surib qo'ydi.[110] C&M ikkala sanoat yo'llarida ham kuzatuv huquqiga ega bo'ldi, yo'lovchi va yuk poezdlari liniyasini yangilab, birinchi yo'lovchi poezdini 1869 yil 1-aprelda bosib o'tdi.[107]

A&GW 1871 yilda o'zining sobiq nomi "Atlantika va Buyuk G'arbiy temir yo'l" bilan bankrotlikdan chiqdi.[111] va Eriga ijaraga berish tugadi.

Klivlend va Mahoning vodiysi temir yo'li

1872 yil Klivlend va Mahoning vodiysi temir yo'lining yaratilishi

Jeyms Mak Xenri 1872 yil aprel oyida C & M ning 19 ta aktsiyalaridan tashqari barcha aktsiyalarini sotib oldi. sarmoyaviy ishonch, Atlantika va Buyuk G'arbiy temir yo'lning ijaraga beriladigan majburiyatlari ("1872 yildagi ishonch").[112]

McHenry Niles & New Lissabon va Vena va Liberty kompaniyalarining C&M-ga muhimligini anglab, endi ikkala chiziq ham undan olinmasligini ta'minlash uchun harakat qildi. U ikkita yo'lni sotib olish uchun taxminan 5,5 million dollar (2019 yilda 117 400 000 dollar) obligatsiyalarni sotdi va keyin yaratdi cho'kish fondi qarzni to'lash uchun ularning daromadlari uchun.[24] 1872 yil 25-iyulda Klivlend va Mahoning, Nil va Nyu-Lissabon va Vena va Ozodlik Ogayo qonunlariga binoan yangi kompaniya - Klivlend va Mahoning vodiysi temir yo'li (C&MV) ga birlashtirildi.[87][28][2] Keyingi bir necha o'n yilliklar davomida C&MV pul ishladi, ammo ikkita qisqa muddat bu ish bermadi.[87] C&MV endi Atlantika va Buyuk G'arbiy temir yo'lning Mahoning bo'limi deb nomlana boshladi.[112]

Ikkinchi A&GW bankrotligi

Guld 1872 yil mart oyida Eri temir yo'lini boshqarishni yo'qotdi,[113] ammo temir yo'lning yangi menejerlari Guldning Chikagoga etib borishga qaratilgan strategiyasini saqlab qolishdi.[114] 1872 yil 1-mayda ijaraga olingan, ammo 25 iyunga qadar aktsiyadorlar tomonidan ratifikatsiya qilinmagan Erie temir yo'l kompaniyasi A&GW-ni yillik 800000 dollar (2019 dollarda 18.100.000 dollar) ijara evaziga 99 yilga ijaraga olishga rozi bo'ldi. Lizing C&MV-ni qamrab olmadi, ammo Erie bilan emas, balki faqat AG&W bilan bog'liq bo'lib qoldi.[115] Keyin Xyu J. Jyett 1874 yil iyul oyida Eri prezidenti bo'ldi, u ijaraga berish uchun A&GW-dan nazorat paketini sotib olishni talab qilganligini aniqladi. Klivlend, Kolumb, Sincinnati va Indianapolis temir yo'li, va aktsiyalarni Eriga topshiring. Bu A&GW qilmagan. Bundan tashqari, A&GW Erie depozitini cheksiz miqdorda talab qilishni talab qilishga haqli edi qimmatli qog'ozlar A&GW-ning yaxshi kredit qobiliyatini va doimiy ishlashini ta'minlash uchun tanlagan Ogayo shtatidagi bankda.[116] Jewett, A & GW-ning bajarilmasligi tufayli ijara shartnomasi buzilganligini e'lon qildi.[117] Ijara daromadi va xavfsizlik kafolatlarining yo'qolishi natijasida uning mablag'lari beqarorlashdi, A&GW 1874 yil 8-dekabrda qabul qilishga kirishdi,[118]

AG&W olti yil davomida bankrotlik yo'lini bosib o'tdi.[119] Xuddi shunday, Sharon temir yo'l liniyasi Shenango kavşağına qadar uzaytirilgach, C&MV o'z yo'nalishini biroz kengaytirdi[m] 1876 ​​yilda.[120] 1877 yilda Chagrin sharsharasi biznesmeni Uilyam Xetchings Chagrin sharsharasidan C&MV magistral liniyasiga qadar 5 millik (8,0 km) filial qurdi.[121]

C&MV-ning Nypano ijarasi

A&GW nihoyat 1880 yilda bankrotlikdan chiqdi. Kompaniya 60 million dollardan ko'proq qarzdor edi (2019 yilda 1 355 800 000 dollar) va uning harakatlanuvchi tarkibining aksariyati qaytarib olingan to'lov yo'qligi uchun. Taxminan 5 million dollar (2019 yilda 120 000 000 dollar) xarajatlar bilan A&GW daromad keltirishi mumkinligi temir yo'l sanoatida keng tarqalgan edi, bu esa uni standart o'lchovga o'tkazishga va uni qayta ishlashga imkon beradigan harakatlanuvchi tarkibni sotib olishga imkon beradi. . Eri temir yo'li (hozirda rasmiy ravishda Nyu-York, Eri ko'li va G'arbiy temir yo'l deb nomlanadi), hali ham g'arbiy magistral yo'nalishni qidirib, pul yig'ishga rozi bo'ldi. A&GWga daromadlarining uchdan ikki qismini saqlab qolish uchun ruxsat berilishi mumkin, qolgan uchdan bir qismi Eriga to'g'ri keladi. Angliyada McHenry va "1872 investitsiya ishonchi" ning boshqa egalari g'azablanishdi: Ular AG&W aktsiyalaridan 50 million dollardan (2019 dollarga 1 million 129 900 000 dollar) va AG&W obligatsiyalaridan 70 million dollardan (2019 dollarga 1,581 800 000 dollar) sotib oldilar va ko'rdilar. qaytish yo'q. Ular A & GW ning bankrotlikdan chiqishini uch yilga kechiktirgan bir nechta sud ishlarini boshlashdi.[116] Nihoyat, 1880 yil 16-martda A&GW ning beshta ishonchli vakili yangi kompaniya tashkil etdi Nyu-York, Pensilvaniya va Ogayo temir yo'llari (NYP & O, "Nip-ah-no" deb talaffuz qilinadi), obligatsiyalar egalari nomidan.[122] Atlantic & Great Western 1880 yil 20 martda NYP & O-ga sotilgan.[123]

1880 yil 22-iyun kuni C&MV bir kun ichida standart o'lchovga o'tkazildi.[31]

C&MV boshqaruvini saqlab qolish uchun NYP & O 1880 yil 4 mayda va yana 1883 yil 24 aprelda yo'l bilan qo'shimcha ijaraga oldi.[28] NYP & O 1886 yil 1 yanvarda C & MV ning Westerman temir yo'lidagi kuzatuv huquqini rasmiy ijaraga o'zgartirdi.[109]

1886 yilning bahorida NYP & O Klivlendda C&MV marshrutini yakunladi va nihoyat boshqa temir yo'lga ulandi.[55] Old Ship Channel va Irishtaun Bend o'rtasidagi yarim orolni kesib o'tish uchun trassa yotqizilgan kanalga joylashtirildi, tosh ko'priklar orqali temir yo'llar bo'ylab Xemlok, Meyn, Vashington va Uinslou xiyobonlari o'tdi.[124][n] Poyezdlar 4-iyuldan qatnay boshladi.[55] C & MV temir yo'llari qariyb 3,2 km (3,2 km) ga uzaytirildi.[125] Old Ship kanalining janubi-g'arbiy qirg'og'i bo'ylab, Irishtaun Bend atrofida va Tremontda.[124] NYP & O, Kingsbury Run-da Cuyahoga daryosidagi C & MV ko'prigini a bilan almashtirdi pichoq ko'prigi, va Kingsbury Running o'zi ustidan ko'prikni tikladi.[125] NYP & O, shuningdek Detroyt avenyusi ostidan o'tish uchun g'arbiy tomon burilgan C&MV yo'llarining shimolidan yangi C&MV dokasini qurdi.[126]

To'rtinchi Eri ijarasi

1883 yil 6-martda Eri temir yo'li NYP & O ni ijaraga oldi.[127]

1886 yilga kelib C&MV NYP & O-ning eng muhim yo'nalishi bo'lib, butun NYP & O-ning yillik yuklarining 6,045,000 qisqa tonnasi (5,484,000 t) ning 55 foizini tashkil qildi. C&MV-da yuk tashish shunchalik ko'p bo'lganki, chiziq haddan tashqari yuklangan. Klivlenddagi uning dokalari hali ham avtomatlashtirilmagan edi va qo'l mehnatidan foydalanish yuklarni shu qadar qo'llab-quvvatlaganki, doklar 1886 yilda 1885 yilga qaraganda kamroq yuk tashishgan.[128]

1888 yil fevral oyida nashr etilgan Erie va C&MV tomonidan vaziyatni birgalikda o'rganish, Klivlend va Yangstaun o'rtasidagi chiziqni nihoyat tavsiya qildi ikki tomonlama 1,25 million dollar (2019 yilda 35 600 000 dollar). Tadqiqot, shuningdek, boshqa narsalar qatori, Klivlend dockida 250 ming dollar (2019 dollarga 7 100 000 dollar) ga teng bo'lgan yangi bug 'bilan ishlaydigan tushirish moslamalarini qurishni tavsiya qildi.[128]

Ikki yo'lli ish 1888 yil may oyida yangi obligatsiyalar muvaffaqiyatli sotilishi bilan boshlandi.[129][130] Ish 1888 yilning kuzining boshlarida boshlangan.[131] Xarajatlarni kamaytirish uchun C&MV har bir qisqa ko'prikni oldindan tayyorlab, uni ish joyiga olib bordi en toto tekis mashinalarda. U erda ko'priklar joylashtirildi skidlar qo'lda ishlaydigan vintni olishdan oldin derriklar. Kattaroq ko'priklar oldindan tayyorlanib, xuddi shu tarzda o'rnatildi. Faqat bitta holatda, chiziqdagi eng uzun ko'prik uchun temir yo'l vaqtincha qurilishi kerak edi estakada yangi ko'prik o'rnatilayotganda yo'lni olib o'tish.[132] Biroq, C&MV, ikki tomonlama kuzatuvni yakunlash va barcha kerakli temir yo'l maydonchalarini qurish uchun juda kam mablag 'mavjudligini aniqladi. Rasmiylar butun yo'lni ikki yo'lli yo'lga almashtirishga qaror qildilar, ammo atigi 90 milya temir yo'l yotqizishdi.[131] Ikki marotaba yurish harakati 1890 yilda tugadi va 16 km yo'lni ortga qaytarish uchun atigi 10 milya qoldi.[133]

Nypanoning Eriga egaligi

1895 yilda NYP & O yana bir bor moliyaviy qiyinchiliklarga duch keldi. Erie Railroad 1896 yil 1 yanvarda yo'lning barcha qarzlari va zaxiralarini sotib olishga rozi bo'ldi. NYP & O 1896 yil 16 martda Nypano temir yo'l kompaniyasi sifatida qayta tashkil qilindi.[134] Eri C&MV-ni ham ijaraga olishni davom ettirdi. This latest lease gave the Erie control of the road until March 1, 1962, in exchange for an annual rent of $514,180 ($15,800,000 in 2019 dollars).[129]

A number of changes were made to the C&MV over the next 35 years. The railroad was realigned between Hubbard and Chestnut Ridge (County Highway 12 to the northeast), and several tight curves improved.[135] The Sharon Railway purchased the Yangi qal'a va Shenango vodiysi temir yo'li in November 1900, finally giving the C&MV a connection to New Castle. On January 1, 1901 (retroactive to December 1, 1900), the Nypano leased the Sharon Railway for 900 years.[120] The new lease allowed the C&MV to abandon the rarely-profitable Vienna & Liberty Railroad, which it did in 1901.[136] The Nypano spent $3 million ($88,700,000 in 2019 dollars) on C&MV track, depot, and yard improvements in 1903.[137] Fifteen bridges were replaced in 1905, including a two-span bridge over the Shenango daryosi at Sharon.[138] In 1941, the Nypano leased a portion of the Cleveland & Pittsburgh Railroad line in Ravenna, Ogayo shtati. This 2.5 miles (4.0 km) piece of track became the Mahoning Division's main line (giving the division a better route through the city than its existing double-tracked and single-tracked lines). The Erie purchased this track in 1945.[139] In 1912, the Nypano replaced the damaged swing bridge over the Cuyahoga River north of Kingsbury Run with a new 180-foot (55 m), double-tracked, single-leaf Strauss bascule bridge.[140]

The Nypano built a new, steam-operated ko'mir uchi and dock for the C&MV in 1912, near what is now the western abutment of the Detroit-Superior Bridge. It was designed by Wellman Engineering, a prominent Cleveland firm.[141] C&MV traffic along the Cuyahoga River in Cleveland was so extensive, the C&MV expanded its rail yard at Irishtown Bend to eight tracks to accommodate it.[142] Construction on the Detroit-Superior Bridge began in 1914, The coal tipple was moved 200 feet (61 m) upstream in 1917 to accommodate the bridge.[141]

On March 9, 1917, the Nypano signed a new, amended lease with the C&MV. This lease gave the Nypano control of the road for 999 years in exchange for an annual rent of $558,967 ($11,200,000 in 2019 dollars) (plus taxes).[28]

In the mid-1920s, the Erie Railroad fell under the control of the Nickel Plate Securities Corporation. This company had been established in 1915 by O. P. Van Sweringen and M. J. Van Sweringen ("The Vans"), two brothers from Cleveland. The Vans were real estate developers who had been frustrated in their attempts to win construction of a tramvay line from their Shaker Heights, Ogayo shtati, development to downtown Cleveland. In April 1916, the Vans purchased a controlling interest in the Nyu-York, Chikago va Sent-Luis temir yo'llari (known as the "Nickel Plate Railroad"), whose charter permitted a rail line into downtown Cleveland. To protect their Nickel Plate investment, the Vans began acquiring other railroads as well. As part of this strategy, from November 1924 to January 1925 the Vans purchased enough stock in the Erie Railroad to take control of that property.[143]

Erie Railroad purchase of the Cleveland and Mahoning Valley

Ning kompleks tizimi xolding kompaniyalari and loans which the Vans used to build their railroad empire collapsed in 1933 with the onset of the Katta depressiya.[144]

As the Van Sweringen railroads struggled with bankruptcy, the Erie Railroad sought ways to cut costs. The company was still paying $558,967 to the British stockholders of the C&MV, even though income from the line had fallen far below that. Erie officials learned that the stockholders, many of whom needed cash to help them get through the depression, would be willing to sell.[145] The Erie needed a loan to pay for the transactions. It approached the Rekonstruksiya moliya korporatsiyasi, which in mid-October 1939 approved the loan.[146][147] The Davlatlararo savdo komissiyasi (ICC) approved the $7.9 million ($145,200,000 in 2019 dollars) purchase on November 16.[148]

This left only the Nypano (the C&MV's lease-holder) and the C&MV's bondholders as the only obstacle to the Erie's complete ownership of the Cleveland and Mahoning Valley Railroad. In 1941, the Erie sought approval from the ICC to sell $18 million ($312,900,000 in 2019 dollars) in bonds. This would allow the Erie to purchase the Nypano and pay off the C&MV's existing bonds. The ICC approved the bond sale on September 15, 1941,[149] and the purchase of the Nypano and C&MV bonds on October 28.[150] A bankruptcy court gave its approval on December 19, 1941, when it allowed the Erie to emerge from bankruptcy.[151]

The Cleveland and Mahoning Valley Railroad's existence as an independent corporation came to a close on May 7, 1942.[152]

Post-Erie status

The C&MV now became known as the Mahoning Division of the Erie Railroad.[153][o] About 1.5 miles (2.4 km) south of Transfer, Pensilvaniya, the double track became two parallel tracks. The southern set of tracks (the former Hubbard Branch) kept to the valleys and passed through Sharon to reach Youngstown before moving northwest to Warren. These tracks the Erie called the "First Subdivision". The second set of tracks stuck to the higher ground, and swung more westerly to reach Warren's north side via a more direct route. These tracks the Erie called the "Second Subdivision".[155] As both subdivisions left Warren's city limits, they became parallel again.[156] The two tracks crossed just west of Leavittsburg (a location known as "SN Junction"), with all passenger trains taking the First Subdivision (which became double-tracked again).[157]

The Erie Railroad closed the former C&MV freight docks at Columbus Road on Irishtown Bend on May 31, 1946.[158] At some point, either the C&MV or the Erie had moved the main passenger and freight station away from Scranton Flats to a new depot located west of E. 93rd Street and Harvard Avenue in Cleveland's Union-Miles Park Turar joy dahasi. In January 1948, the Erie announced it would construct a new passenger station at E. 131st Street and Miles Avenue. about 0.5 miles (0.80 km) to the east.[159] By July, these plans had changed: Now the Erie intended to build a 50 by 19 feet (15.2 by 5.8 m) passenger-only depot at the intersection of Lee Road and Miles Avenue, a full mile southeast of the existing location. This would no longer be the main depot, either, but merely a station to give suburban passengers easier access.[160] The Erie's main station shifted to Klivlend birlashmasi stantsiyasi, the massive train station erected in 1927 by the Van Sweringens beneath Terminal minorasi.[161]

Erie-Lackawanna Railroad and Conrail ownership

On October 17, 1960, the Delaver, Lakavanna va G'arbiy temir yo'l merged with the Erie Railroad to become the Erie-Lackawanna temir yo'li.[162] The Erie-Lackawanna made major repairs to the former C&MV track near the Detroit-Superior Bridge in late 1960 after it was discovered that the track bed and subsided significantly. A later investigation concluded that saturated soil, caused by either a nearby broken water line or an unknown natural spring, was the culprit.[163] In 1964, the Erie-Lackawanna canceled all intercity passenger train traffic on the old C&MV, leaving a Cleveland-to-Youngstown commuter train as the only regularly scheduled passenger service on the line.[164]

The Erie-Lackawanna filed for bankruptcy on June 26, 1972, after Agnes dovuli devastated much of its track.[165]

The Erie-Lackawanna lingered in bankruptcy until 1976. A number of other northeastern railroads had also gone bankrupt, and in 1975 Congress enacted legislation creating Konra, a quasi-governmental corporation with authority to take over the bankrupt roads, improve them, tark etish unprofitable branches and main lines, and make freight traffic profitable again. Conrail took over the Erie-Lackawanna and the other railroads on April 1, 1976.[166]

Conrail renamed the C&MV track, calling the old First Subdivision the "Randall Secondary"[167] and the old Second Subdivision the "Freedom Secondary".[168]

Changes under Conrail

Conrail abandoned the 31-mile (50 km) Lisbon Branch immediately after taking over the Erie-Lackawanna.[169] Conrail then ended Cleveland-to-Youngstown commuter service on January 14, 1977.[170][p]

Conrail began trimming its freight service on the old C&MV in the 1980s. The railroad began moving freight traffic onto its Klivlend chizig'i (the old Cleveland & Pittsburgh Railroad) in the late 1970s and early 1980s, leaving the Randall and Freedom Secondaries with almost no traffic.[172] It abandoned the C&MV line east of Mantua in 1981,[173] and the line between Hubbard and Sharon in 1982.[174] It removed 22 miles (35 km) of track between Mantua and Leavittsburg in 1982,[175] and in 1982 and 1983 it removed portions of its track within the cities of Warren (1.6 miles (2.6 km))[176] and Youngstown (1.39 miles (2.24 km)).[177]

In 1982, Conrail removed 3.3 miles (5.3 km) of track in Cleveland, from the terminus on Whiskey Island to its Von Willer Yard (at E. 93rd Street and Harvard Avenue).[178] About 1993,[iqtibos kerak ] Conrail abandoned the remainder of the Randall Secondary east of Chamberlain Road.[179][q]

Some of the former C&MV main line in Cleveland was lost to road construction in the 1980s. Riverbed Street had, for many decades, been a single-lane road which paralleled the most inland track at Irishtown Bend. The road was widened to two lanes in 1985, with the new eastern lane covering this track.[142]

1993 yil iyulda Konrail 35 sotix maydonni (140 ming m.) Sotdi2) former C&MV rail yards on Whiskey Island to Whiskey Island Partners, a real estate development corporation, for $1.6 million ($2,800,000 in 2019 dollars).[180] The private company spent $300,000 moving Conrail's track off Whiskey Island.[181] 2004 yil dekabrda, Kuyaxo okrugi purchased the land from the Whiskey Island Partners, as well as the rest of Whiskey Island, for $6.25 million ($8,500,000 in 2019 dollars).[182] Yaratilish uchun okrug yarimorolning katta qismidan foydalangan Vendi Parki.[183]

Conrail sold in June 1994, among other assets, a 7.2-mile (11.6 km) segment of the Freedom Secondary between Kent and Ravenna to the newly formed Akron Barberton klaster temir yo'li.[184] This portion of track was later sold to the Portage Private Industry Council, and in 2004 to the Portage County Port Authority (which continued to lease it to the Akron Barberton Cluster Railway).[185]

1996 yilda Uorren va Trumbull temir yo'li gained access to two sections of former C&MV track. In May, Conrail sold a 5-mile (8.0 km) segment of the Freedom Secondary between North Warren and Leavittsburg to the newly formed Economic Development Rail II Corporation, a nonprofit organization created by the Mahoning Valley Economic Development Corporation. This portion of track was leased to the Warren and Trumbull Railroad.[186] The following August, the Warren and Trumbull Railroad Company purchased 12.9 miles (20.8 km) of Randall Secondary and Freedom Secondary main line, spurs, and siding (the "Lordstown Cluster Lines").[187]

1997 yil yanvar oyida Youngstown Belt temir yo'li purchased about 3 miles (4.8 km) of Randall Secondary main line, spurs, and siding between West Crossing in Youngstown and Weathersfield shaharchasi.[188]

Norfolk Southern ownership

In 1998, most of Conrail was acquired by CSX transporti va Norfolk janubiy temir yo'li, which divided the company between them. The Norfolk Southern (NS) ended up with the Randall Secondary.[179]

2009 yil iyun oyida Cleveland Commercial Railroad (CCR) signed an agreement in which it leased 25 miles (40 km) of the Randall Secondary (between the Von Willer Yard and the end of functioning track east of Aurora).[189] The NS and CCR both proposed in June 2017 abandoning the 5.5 miles (8.9 km) of the line west of Chamberlain Road, and removing the track.[190]

About the C&MV line

Asosiy yo'nalish va filiallar

The Cleveland and Mahoning Valley Railroad's main line ran from Cleveland to Youngstown, and was originally 67.81 miles (109.13 km) long.[75][r] Siding and other track along the main line totaled 10 miles (16 km) in 1867,[86] but after completion of the line and significant expansion of yards it totaled 209.76 miles (337.58 km) in 1922.[28] Completion of the main line by the Atlantic & Great Western Railway left the main line 80.81 miles (130.05 km) long.[129] Doubled (or "secondary") track along the route was initially 65.72 miles (105.77 km) in 1898,[129] but had reached 77.29 miles (124.39 km) by 1922.[28]

The Hubbard Branch began in Youngstown and ran through Hubbard to the Ohio-Pennsylvania border, a distance of 12.37 miles (19.91 km).[75]

The Niles & New Lisbon Railroad (later known as the Lisbon Branch) ran from Niles to a point about 3 miles (4.8 km) south of New Lisbon, a total distance of 36.25 miles (58.34 km).[129][105]

The Liberty & Vienna Railroad (later known as the Liberty Branch) ran from Liberty Township to the village of Vienna, a distance of about 7.75 miles (12.47 km).[92]

The Westerman Railroad and Sharon Railway extended the Hubbard Branch 9.85 miles (15.85 km) to Pymatuning Junction in Pennsylvania.[110]

Chiziqning tavsifi

After completion of the double-track, the Cleveland and Mahoning Valley Railroad had a grade of 0.398 going west and 0.49 going east. The grade was a much steeper 1.1 from the shore of Lake Erie to the heights of Cleveland.[6] The steep grade from the heights to the shore meant that trains were limited to just 130 cars past the North Randall yard.[125]

About milepost 41, near Garrettsville, the huge Mahoning Siding had spurs to numerous sand and gravel quarries in the area, and provided extensive holding areas for ore cars as they awaited connection to a freight train.[192] The two tracks of the main line crossed one another just west of Leavittsburg (a location known as "SN Junction").[157] In the city limits of Warren, the double track became a qo'lbola yo'l.[193]

By the late 1950s, the Brier Hill Yard at Youngstown was 25 tracks wide and 1.5 miles (2.4 km) long. The main line was actually triple-tracked here so that sleeper car trains would not be delayed. Southeast of Crab Creek was Himrod Junction, where trains bound for Pittsburgh could veer southeast and connect with another Erie subdivision. Trains headed for Xoboken, Nyu-Jersi, stayed on the C&MV.[194]

Between Hubbard and Sharon, the line single-tracked for 3.5 miles (5.6 km). Trains also single-tracked over the Shenango River and across the Pymatuning Swamp. Double-tracking began again at Pymatuning Junction.[195]

Headwaters Trail

Beginning about 1993, Portage County began acquiring 7 miles (11 km) of abandoned Randall Secondary track between Mantua and Garrettsville. By 1997, it had assembled the entire segment from various landowners, and the parcels were renamed the Headwaters Trail. A $50,000 ($100,000 in 2019 dollars) bequest enabled the newly created Portage County Park District to begin grading the right of way and turning it into a biking aned hiking trail. The eastern portion of the trail was completed about October 1997.[196] The western portion, paid for by a $99,000 ($100,000 in 2019 dollars) grant from the Ogayo shtati tabiiy resurslar departamenti (ODNR), opened the following year.[197] The park district was able to obtain a missing 1.5-mile (2.4 km) long section of abandoned track[198] in 2003 for $46,000, enabling the eastern and western segments of the trail to connect.[199]

The park district acquired an additional 1.35 miles (2.17 km) of abandoned track at the western end of the trail in November 2017. A $60,000 ($100,000 in 2019 dollars) grant from the ODNR allowed the park district to resurface the entire length of the trail in 2018.[200] The same month, the park district signed a purchase agreement to obtain 0.8 miles (1.3 km) of abandoned track at the eastern terminus of the Headwaters Trail.[201][lar]

Klivlend Foundation Centennial Lake Link Trail

Looking north from Washington Avenue at the north leg of the Cleveland Foundation Centennial Lake Link Trail.

1987 yilda,[203] a series of archaeological digs at Irishtown Bend led to a report that recommended protecting the site.[204] Following up on this recommendation, the Cuyahoga okrugini rejalashtirish komissiyasi released a report in April 1992 that proposed a velosipedda harakatlanish va piyoda yurish trail along the old C&MV track bed at Irishtown Bend and the Scranton Flats to link Whiskey Island in the north with the Ogayo va Eri kanali Towpath Trail janubda.[205] In January 2009, a group spearheaded by the city of Cleveland issued a report which once more called for turning the abandoned trackbed between Whiskey Island and the Towpath Trail into a biking-hiking trail. The plan also included the construction of a new pedestrian bridge over the Old Ship Channel of the Cuyahoga River to reconnect the tracks with the old C&MV rail yard (now part of Wendy Park).[206]

Negotiations to obtain title to the C&MV trackbed began in 2008. Jamoat erlariga bo'lgan ishonch Parklarni yaratishni muvofiqlashtiradigan va yaratadigan milliy notijorat tashkilot (TPL) Westbank Development Corp. bilan guruh nomidan muzokara o'tkazdi.[206] On December 28, 2009, TPL purchased for $3.2 million ($3,800,000 in 2019 dollars) title and an xizmat covering 1.3 miles (2.1 km) of former C&MV trackbed between the Old Ship Channel and the Cuyahoga River near Kingsbury Run.[207]

Cleveland Metroparks oversaw initial design work for the proposed trail, which began in 2009.[207] The agency began bridge design work in 2014.[208] A February 2015 restudy of Irishtown Bend geologic instability, issued by the Klivlend-Kuyahoga okrugining port ma'muriyati, led to a delay in constructing trail along Irishtown Bend until the hillside was permanently stabilized.[209]

The 0.25-mile (0.40 km) southern leg of the Klivlend Foundation Centennial Lake Link Trail opened on August 13, 2015. This leg began at the northern terminus of the Ohio & Erie Canal Towpath Trail and crossed the base of the Scranton Peninsula before terminating at Columbus Road on the eastern side of Irishtown Bend.[210] The 0.5-mile (0.80 km) northern leg of the Cleveland Foundation Centennial Lake Link Trail opened on June 9, 2017. This leg ran from the Detroit-Superior Bridge northwest and west to the Old Ship Channel.[211][212]

Klivlend Metroparks kompaniyasi 2017 yil oxirigacha Viski orolidagi piyodalar ko'prigini qurish bo'yicha takliflarni ko'rib chiqishini aytdi.[211] The agency said it hoped to begin construction on the bridge in the summer of 2018, and complete work at the end of 2019.[213]

Shuningdek qarang

Adabiyotlar

Izohlar
  1. ^ The North Western Railroad had completed its line from New Castle to Blervill, Pensilvaniya, 1854 yilda.[18]
  2. ^ As of October 1853, the Ohio & Pennsylvania Railroad was being constructed along the valley of the Qunduz daryosi from New Brighton to New Castle.[6]
  3. ^ Chagrin Falls businessmen were extremely angry about the decision. They pointed out that the village had purchased $30,000 ($900,000 in 2019 dollars) in stock, and should have been on the route.[33]
  4. ^ The decision proved fortuitous; the village of Mantua was founded around the C&M's depot.[34]
  5. ^ Collision Bend is an kamon in the Cuyahoga River which defines the peninsula that contains the Scranton Flats.
  6. ^ The Portage Escarpment acts as a moderately high bluff or ridge[44] cutting across Cleveland roughly northeast to southwest. It parallels the shore of Lake Erie at a distance of about 3 miles (4.8 km) until it reaches Painesville, where it begins to curve ever more sharply to the southwest and south. In Newburgh Township, it extend from Doan's Corners (located roughly at the modern intersection of Evklid xiyoboni and E. 105th Street) southwest, south, and southwest again to the old Newburgh Village.[45] Northwest and west of the ridge, the terrain is relatively flat. It rises gradually in a series of sandy ancient beach ridges left by Lake Erie at a time when the lake was much larger that it is today. East and southeast of the ridge, muzlik morenasi qamrab oladi Allegheny platosi as it rises gradually toward the Appalachian Plateau.[46] This area is hilly, cut through by numerous dry ravines.[47]
  7. ^ The track roughly paralleled the east bank of the Mahoning River. It reached Crab Creek in Youngstown, and then stopped.[65]
  8. ^ This work included a 120-by-75-foot (37 by 23 m) machine shop and repair shop, a 15-by-20-foot (4.6 by 6.1 m) boilerhouse, and a 200-foot (61 m) wide, $20,000 ($500,000 in 2019 dollars) roundhouse with 20 locomotive stalls and a turntable. The work began in August 1857, and was completed three months later.[70]
  9. ^ Most sources say the lease dates to October 1[86] or October 7.[2][87] Erie Railroad historian Edward H. Mott says the lease dates to July 1863.[84] Mott's claim is probably more reliable, given the work the news media said the A&GW did on the C&M tracks prior to October 1863.
  10. ^ This required the C&M to build a 1.65-mile (2.66 km) connection from Youngstown to Liberty Township.[28]
  11. ^ There were, in fact, two leases. Sud tayinlagan qabul qiluvchi leased the A&GW to the Erie Railway in 1868. The first receiver was removed, and a new receiver appointed. The second receiver leased the A&GW again to the Erie in 1869.[100]
  12. ^ Pymatuning Junction was a connection with the Erie Railway located about 1,500 feet (460 m) east of the intersection of what is now Carrier Road (Township Road 428) and W. Lake Road (Township Road 587) in Merser okrugi.
  13. ^ This is an unincorporated hamlet located 1 mile (1.6 km) south of Grinvill, Pensilvaniya, hozirda Pensilvaniya 18-yo'nalish.
  14. ^ The earliest of these bridges, built in 1853, allowed Detroit Avenue to pass over the tracks. As of 1981, it was the oldest bridge still in use in Cleveland.[124]
  15. ^ The Erie Railroad considered the Mahoning Division to extend northeast past Shenango to 1 mile (1.6 km) past Meadville, Pennsylvania.[154]
  16. ^ Long-distance intercity passenger trains stopped using Terminal Tower in 1972.[171]
  17. ^ The location is east of Avora, Ogayo shtati, a few hundred feet north of the intersection of Chamberlain Road and E. Pioneer Trail.
  18. ^ Sources note that the southern terminus was originally Girard, and that the line was later extended 6 miles (9.7 km) to Crab Creek in Youngstown.[129][28][105] This segment was also known as the "Canal Branch".[191]
  19. ^ The Headwaters Trail does not include the former C&MV depot at Mantua. However, that station is an architectural and historical landmark protected by the Village of Mantua.[202]
Iqtiboslar
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  11. ^ Upton 1910 yil, 32-33 betlar.
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  88. ^ Weber 1999, p. 17.
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  91. ^ "Atlantika va Buyuk G'arbiy temir yo'lning Klivlendgacha qurilishi". Oddiy diler. 5 noyabr 1863. p. 3.
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  93. ^ Ogayo temir yo'l va telegraf komissari 1874 yil, p. 71.
  94. ^ Butler 1921, p. 762.
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