![]() The lines to Pittsburgh were eventually sold off, and by World War I the Wabash was an essentially complete system serving the growing industrial and agricultural heartland from Kansas City and Omaha through Chicago and St. The author is less kind to the next Gould to run the Wabash, Jay's son George, whose extension to Pittsburgh was a failure and resulted in the Wabash falling into bankruptcy. Among other things, Gould secured entry for the Wabash into several major Midwestern markets, including Chicago and Omaha. Grant rejects the robber-baron portrayal of Gould in favor of one that is more sympathetic. While Gould's tenure at the Erie Railroad was marked with a reputation for backroom deals, his time with the Wabash was less controversial and more productive. In his second chapter, Grant discusses how the Wabash came under the control of the notorious Jay Gould after the Civil War. The Wabash grew slowly at first, largely by absorbing other carriers. Nonetheless, it was the origin of the Wabash system. Built by the state to link the capital, Springfield, with the Illinois River town of Meredosia, it was less than successful and sold at auction for a considerable loss in 1847. Roger Grant begins the story of the Wabash with the provocatively named Northern Cross, the first railroad to operate in the state of Illinois. But despite its ordinariness, or perhaps because of it, the Wabash is a surprisingly good railroad for scholarly historical study. The Wabash was typical of many other mid-sized, well-run railroads. And it no longer exists, having been absorbed by the Norfolk and Western during the early 1960s. It did not go down in flames, like the Penn Central. It did not conquer the West, like the Union Pacific. Readers may wonder, "Why the Wabash?" It was neither the largest nor the most profitable of American railroads, like the Pennsylvania. It is safe to say that the general condition of the road bed, surface and alignment of track will be much improved inside of ninety days.Technology and Culture 47.1 (2006) 217-218 Bridges not supplied with inside bridge guards. The stations are generally satisfactorily maintained. Crossing plank at a number of the highway crossings in poor condition and should be renewed. The crossing signs are generally well maintained. A number of the wooden trestles are being, filled with earth and at other points the approaches are being filled, and spans over streams being replaced with steel girders. The company is replacing seven wood culverts with 24 inch concrete pipe, two with 36 inch and two with 12 inch. Safety devices 3.ttheseveral railroad crossings in good repair. The tie renewals have been quite extensive, about 30,000 oak ties being renewed this year. The right-of-way fence is generally in fair condition. The switch stands are provided with double switch targets, lights and locks. The cattle guards on this road are generally poor, and practically an of them should be renewed. The entire line will be reballasted with a superior quality of ballast by the end of the season. This line is laid with forty miles of new 80 pound rail. Story - Physical Condition - Wabash Railroad - 1909
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