On this day, October 16, 1882, the Nickel Plate Road began operation.

[mahatmakanejeeves]

Last edited Sat Oct 16, 2021, 09:17 AM - Edit history (1)

Nickel Plate Road

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History

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Early years

The Seney Syndicate, headed by banker George I. Seney, met at Seney's New York City bank and organized the New York, Chicago and St. Louis Railway Company on February 3, 1881. The original proposal for the NYC&StL was a 340-mile (550 km) railroad west from Cleveland, Ohio, to Chicago, Illinois, with a 325-mile (523 km) branch to St. Louis, Missouri.

On April 13, 1881, the New York, Chicago and St. Louis Railway Company bought the Buffalo, Cleveland and Chicago Railway, a railroad that had been surveyed from the west side of Cleveland, Ohio to Buffalo, New York running parallel to William Vanderbilt's Lake Shore and Michigan Southern Railway.

The idea of an east–west railroad across northern Ohio was very popular with the people of Ohio. They wanted to break the high freight rates charged by Jay Gould and William Vanderbilt. No one was less popular in Ohio than William Vanderbilt since the December 29, 1876, collapse of the Lake Shore and Michigan Southern Railway's Ashtabula River trestle, where 64 people had been injured and 92 were killed or died later from injuries.

Another reason for the popularity of the New York, Chicago and St. Louis Railway was the positive economic impact on cities that any new railroad went through at that time. During a newspaper war to attract the NYC&St.L, the Norwalk, Ohio Chronicle Newspaper referred to it as a "... double-track, nickel-plated railroad." The railroad adopted the nickname and it became better known as the Nickel Plate Road.

It was decided that building would start along the surveyed route between Cleveland, Ohio and Buffalo, New York rather than build the branch to St. Louis, Missouri. Five hundred days later the Nickel Plate's 513-mile (826 km) single-track mainline from Buffalo, New York to Chicago was complete. The railroad was estimated to require 90,000 long tons (80,000 metric tons) of steel rails, each weighing 60 pounds per linear yard (30 kg/m) and 1.5 million oak crossties. Additionally, the railroad required 49 major bridges. It was characterized by long sections of straight track, mild grades, and impressive bridges. The Nickel Plate ran its first trains over the entire system on October 16, 1882.

During construction, Vanderbilt and Gould had watched with great interest. If either of them could acquire the Nickel Plate, they could end the threat to their railroads. If the Nickel Plate remained independent it would be able to create a substantial dent in both entrepreneurs' railroad earnings.

Vanderbilt tried to lower the value of the Nickel Plate by organizing a campaign to smear its reputation before a train ever ran on its tracks. If Vanderbilt was successful, he could scare the Seney Syndicate into selling to him or drive the railroad company into bankruptcy. However, Vanderbilt's plan came with two important risks. If he slandered the line, he risked chasing the Seney Syndicate into an alliance with Gould. The other risk was that his plan to smear the Nickel Plate's reputation might fail and it could quickly grow. Vanderbilt claimed the road was being built with substandard materials and it would use unsafe practices once completed. He succeeded in creating long-standing rumors about the line but failed to devalue the company or scare the investors.

The cost of construction was higher than expected and the Seney Syndicate began to negotiate with Gould to purchase the railroad, but unlike Vanderbilt, Gould lacked the capital. Frustrated at the failing talks, Gould broke off negotiations and gave up on his attempt to break Vanderbilt.

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Nickel Plate Story (1952)
1,785 views Jul 20, 2013

Dаvіd Вrоmаgе
2.06K subscribers

Educational film about the New York, Chicago and St. Louis Railroad, commonly known as the Nickel Plate Road.

This film is public domain in the United States.

[marble falls]

1. My grandfather was Chief Light and Signal Engineer for the Nickle Plate in the late fifties ...

... and went to the Norfolk & Western when it took it over in the early 60's. His office was in the Terminal Tower in downtown Cleveland, and he had one in Chicago. When I was five or so I got to ride the last passenger steam train from Chicago to Cleveland (55 or 56). The Conductor looked enough like George Gobel ("Lonesome" George Gobel), that I insisted it was him. Coulda been worse - he might have looked like Pinkie Lee.

I used to have a "Who's Who in Rail Roading", that fascinated me when I was younger because Poppa was the only person I knew who ever had a paragraph in a book and one of the very very few I ever read about anyone not a national figure that was still alive.

I read the whole thing to see if there was another mention of someone else I might have known.

Much later I found out one was invited to be in a "Who's Who" and paid for more than a mention of a sentence or two.

When he was doing inspections, sometime he'd drive home in Nickle Plate blue Ford wagon with track wheels mounted on it. Sometimes, he'd take me on inspections through Ohio, Indiana, Kentucky where we also had family. Got to see my Great-grandparents often in Knightstown, IN, and sometimes the summer at their Burly tobacco farm in Kentucky.

Thanks for the reminisce, this old library will burn down one day, and it's good to open some dusty books again. Best OP of the day!

[taxi]

2. Railroads are being encouraged to oppose the INVEST-Act; excerpts and links provided

On researching investment into railroads; the stance that the AAR (Association of American Railroads) takes against the Invest In America Act


Oppose the INVEST in America Act

America’s freight railroads are extremely disappointed in the INVEST in America Act and urge opposition
to the bill. Congress should be looking towards commonsense solutions to fund America’s
infrastructure, not partisan policy riders or unnecessary operational requirements.
A few examples of the detrimental provisions found in the INVEST in America Act are outlined below.
Real, transformational infrastructure investment is within reach, and railroads implore the House
Transportation and Infrastructure Committee to work together to create a product that all can support.
[9 bulletpoints]

AAR-Oppose-INVEST-Act-Fact-Sheet.pdf [ https://www.aar.org/data/oppose-invest-act-fact-sheet/ ]
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House Doubles Down on Past Mistakes with INVEST in America Act

WASHINGTON, D.C. – July 1, 2021 – Association of American Railroads (AAR) President and CEO Ian Jefferies released the following statement in response to today’s largely partisan vote in the House of Representatives on H.R. 3684, the INVEST in America Act.

“Today, the House doubled down on the same misguided, divisive policies that ultimately failed a year ago. The INVEST in America Act’s problematic rail title would sidetrack railroads’ ongoing modernization, undermining their ability to compete, serve customers and power the economy into the future.

“At the same time, the strong bipartisan efforts in the Senate – supported by the President – are progressing toward consensus legislation that will make significant, long overdue investments and pay dividends for generations to come. Now is the time for thoughtful, broadly supported infrastructure solutions, and bipartisan legislation remains the best path to achieving those.”

https://www.aar.org/news/house-doubles-down-on-past-mistakes-with-invest-in-america-act/
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