Trevillian, Pendleton, Buckner, Doswell, Hanover, and Ellerson
Trevillian was a larger wooden depot with the town post office inside the former waiting rooms. I am uncertain what may have been stored in the freight room. Local lore was that the station building was used as a hospital during the civil war, but I am uncertain whether it was the one shown above or an earlier structure.
Pendleton was a closed agency with doors wide open. My understanding is that the agent at Mineral had spent a few hours there daily until the North Anna Power Station at Frederick Hall increased traffic, so that Pendleton became a non-agency station. I retrieved a tariff case from the depot which now resides at Boyce. Read more
I will get this right out of the way now: until 2014, I never really took Queensland’s sugar cane railways seriously. Sure, between them they hauled an impressive amount of tonnage (up to thirty-three million tonnes of cut cane in a good season) and even more impressive because this is all two foot gauge country, but really? Little locomotives, little trains, little journeys, little variety, and nothing but little cane bins that hardly deserve being described as wagons. And all set in sub-tropical coast scenery—cute maybe, but not a setting likely to generate much
. . . drama.
One of the benefits of a digital workflow is the ability to easily catalog and review our photographs. Instead of going through stacks of prints and slides, or poring over contact sheets, our photos are easily accessible and organized on the computer for instant viewing.
I like to look back through my old photographs. Some are good, some not so good, some downright awful, but they all have a story to tell. Read more
Built by the Pennsylvania Railroad in 1915, ALTO (JK) tower, in Altoona, Pennsylvania, remained in service for the next ninety-seven years, closing in 2012. Over that time it worked under the auspices of four different railroads, the Pennsylvania Railroad (PRR), Penn Central, Conrail and Norfolk Southern and each railroad, in turn, brought something new to the table. It is easy to think of railroad history over the last century to be one of subtraction; infrastructure being removed as a transportation monopoly yielded to competition from air travel and highways. However, for at least its ninety-seven years in service, ALTO’s story was one of adaptation to the ever changing times.
I was lucky to be one of the last hires on the New York, New Haven, and Hartford Railroad, starting in June 1968, six short months before the Penn Central takeover of my railroad. What later turned out to be Amtrak was being discussed at the time. Passenger trains were being discontinued, and the ones still operating were losing money. It was obvious that many long distance trains were on the ropes; if a railroad trip across North America was to be taken, there was no time to waste.
My introduction to a railroad paycheck was during the summer of 1969. During junior and senior high school years, 1967-1968 at Alexandria (Virginia), I frequented Alexandria Union Station to meet Railway Post Office trains. The ticket sellers and baggage-mail porters became familiar and friendly to me. I had found a summer job during June, 1969, at Arrow Moving Company in the west end of Alexandria. It paid two dollars per hour, but only if you went out on a moving assignment. I was thin and immature, so the coordinator would look around the room of candidates and pick those who appeared more athletic. I did my share of moving refrigerators up three flights of stairs, but on many days I wasn’t assigned to a move by 11 a.m. after having arrived at the office by 7 a.m. On those days there was no pay and nothing to do except to go home and try again the following morning.