Browsing Tag: Railroad

    Josiah Henson and the Underground Railroad in Ontario | Le chemin de fer clandestin en Ontario
    Articles, Blog

    Josiah Henson and the Underground Railroad in Ontario | Le chemin de fer clandestin en Ontario

    August 17, 2019


    We’re in Southwestern Ontario in a little town called Dresden at the Josiah Henson Interpretative Centre of the Uncle Tom’s Cabin Historic Site. I think one of the most remarkable things about Josiah Henson’s story is he was a black man who was only considered as property. But here, this man went across the world. He went to England. He met the Queen. He met the President of the United States because he had worked himself up to a position where he was a leader within the black community and the work that he did here in Dresden at the Dawn Settlement really helped put Canada on the map as a safe haven for refugees escaping from slavery in the United States. I was born and raised in Dresden, Ontario and still live here and raised my family here. Like Josiah Henson and his family, my ancestors also came by way of the Underground Railroad. I think Black History month is very important for these children to learn about their heritage and let them know that they need to be proud of their heritage. There is a place for the past, but we need to lead them into the future. I think the students that come here from the city are really surprised that this is in its – kind of in its rawest form how we came here to Canada, ’cause we need to study our past in order to understand our present and build a better future for ourselves.

    Articles

    Haunted Railroad Tracks In San Antonio | Dead Explorer #80

    August 17, 2019


    So we just finished doing some ghosthunting
    at the mission and we just happen to come across the tracks from the urban legend of
    the kids pushing a car over the tracks. So we decided we wanted to go check it out. I
    am Alejandro. I search the world for paranormal activity. I am the Dead Explorer. So, before
    we do it, you know, if you look straight up here all the way across you can see there
    is definitely a gradual decline all the way down. Even from this area right here, but
    if you driver further back down that way and try to look down this way it’s a weird optical
    illusion where you can’t see the grade of the decline that much. That’s why people
    think its flat, but it’s not flat. It’s not flat at all. No. You can see that over
    there is higher where we are at. Even all the way through, even right here, you can
    see it all the way. Do you have the recorder? I’ll hold the recorder. Do you got it? I
    don’t got it. Here you go. So you are behind us, you have a better bird’s eye view. Oh-oh
    here comes the rape van. So if you are right here and you look straight down it looks flat
    right? Yea. Yep. It looks perfectly flat. They say leave your vehicle.. oh shoot, watch
    out for the rape van for real. Maybe I will roll up the windows, roll up the windows.
    Roll up the windows man. Who are these guys? It’s all white. Film it, film it, film it.
    You on it Jay? Yea. They are going to do the train tracks. That’s funny we came out to
    the train tracks and now are going to watch somebody else do it. Can you zoom in? Yea.
    I’m zoomed it. You’re zoomed in. Is it moving? Yea it’s moving. I don’t know
    if it’s just gas, but watch you can do it from even all the way right here. I put it
    in neutral, shut it off, ok? I’m going to let go of the brake. As soon as you see me
    let go of the brake it will take off. See? Is there any kids with us? Man it’s picking
    up speed. Yea man, but when you come down from the other way you can totally see its
    downhill. Yea, there is nothing to it man. Now I have a story. I wish Wendy was with
    us. I’m going to stop right her. So these are the tracks? Now we start going up, you
    see that? Now we start going up. Ok, so we are going uphill right now. Now we are in
    a rut. Okay. There is no possible way we can go anywhere, maybe back, but we are in a rut.
    Alright. Wendy came out here with her brother Wes, no her brother William, they sat in this
    rut, they were out here for two hours, and they literally felt something push the car
    like it literally something pushed the car through the rut off. We got one of these in
    Austin man. Everybody does. All over the United States people have the urban legends of the
    kids pushing a car over the railroad tracks. Yea, so tit saves them. There is, you know,
    around certain times of the year people will actually come out, you will see people drawing;
    they put candles out and draw pentagrams, they do a bunch of dumb stuff. People do séances,
    it’s dumb. This area, like you said, this whole area is weird, but you know who knows
    what the real story is? You ready to go home? You ready? Yea, these kids aren’t going to
    push us. Thank you for watching Dead Explorer Real Paranormal Videos. Please make sure you
    favorite and like this video and subscribe for more Dead Explorer.

    Stamp of Character  (1995)
    Articles, Blog

    Stamp of Character (1995)

    August 17, 2019


    >>Narrator: Missouri’s great forests
    cover about a third of the state, mainly in the Ozarks. The character of this land —
    its wildlife, its recreation, its water and wood resources
    depends on the trees. It’s been that way
    for more than a century. Though the rivers flow quietly
    through wooded hills today, they were the sites of great activity
    in the early 1900s. Railroad ties and lumber produced
    in this region helped develop the nation. The old motion picture footage
    that follows was taken in the 1920s and gives us a rare look at
    a fascinating part of the Ozarks’ past when forest covered
    two thirds of the state. (music) This is the story of
    the railroad crosstie from tree to track. All of the operations shown are of and by
    the
    T.J. Moss Tie Company of St. Louis that was founded in 1879. In 1888, the company was the largest
    supplier of railroad ties in Missouri. It was acquired
    by Kerr McGee Corporation in 1963. Its operations continue today. Working this virgin timber
    into lumber and ties put cash money
    into the Ozark economy. Without the logging industry,
    economic development of this region probably would have been
    greatly delayed. It all began with
    the felling of the tree. A logger cut a notch on the side
    towards
    which he wanted the tree to fall. The cut was then completed
    with a two man crosscut saw. It was a dangerous process; trees
    could fall in an unexpected direction or spring back
    when they hit the ground. After the tree was down,
    limbs and branches were removed and the log cut
    into eight-foot lengths, since eight foot was the standard
    length of a railroad cross tie. Red and white oak
    were the preferred species, but other hardwoods were also used. Cross ties were manufactured
    by one of two methods: either by hand hewing
    or by sawing. A person who hewed ties
    was called a tie hacker. He stood on top of the log
    and scored along its edges at intervals of four to eight inches. The scores, or juggles as they
    were called, were popped out, and the faces hewn down
    to the desired width and smoothness with a broad ax. With larger logs a hacker
    could obtain two ties by splitting the log
    with a broad ax and iron wedges. Ties were not considered well hewn
    if the score marks were more than half an inch deep
    or if the surfaces were uneven. After the two ties were split
    the fourth side of the tie was smoothed with a broad ax. It took about an hour to hew a tie. Hackers earned ten cents
    for each tie produced. A good hacker on an average day
    could complete about eight ties. Many farmers were able
    to earn extra money during the winter
    by hewing ties. (train whistle) The company had forty sawmills operating on a 36,000 acre tract
    in Reynolds County. Logs were brought in from the woods
    on wagons pulled by teams of mules. At the sawmill,
    the logs were unloaded and stacked into log decks
    to await processing. The men used cant hooks
    to move the logs. The hook on the long handle gave them
    the leverage to roll large logs. Unlike other lumber companies in the area
    which had one large sawmill, the T.J. Moss Company
    had many small mills. Those mills helped them cut the costs
    of building miles of tram lines that would have been needed
    to haul logs to a centralized location. Most of the logs
    were made into cross ties, but some would be sawn into
    grade lumber and flooring as well. An expert sawyer was the key
    to a profitable sawmill. The sawyer determined
    how the log would be cut to obtain the highest grade of lumber. He’s the man on the left controlling
    the movement of the log carriage. The man riding the carriage
    is the block setter. Through a system of hand signals, the sawyer told the block setter
    how far to advance the log. One finger meant one inch;
    two fingers, two inches, and so on. Actually, it was
    a little more complicated than that. Since the saw blade was
    one quarter inch thick, the block setter had to allow
    for the saw kerf. So, to cut a one inch board, the
    log
    was advanced an inch and a quarter. Usually several sawing operations
    were taking place at the same time. The men in the background
    are running an edger, which cut the lumber
    to various widths, while others would cut it
    to different lengths. The cross ties and lumber were separated
    as they came out of the mill. Ties were rolled into one pile,
    lumber into another. Ties were loaded onto wagons
    and hauled to the riverbank and allowed to air dry for about a
    year
    so they’d float in the river drive. Lumber was stacked with thin strips
    of wood separating the layers to speed drying
    and help prevent decay. The sawmills were located
    far from railroads making transportation of the cross ties
    to the treating plant difficult. The easiest way to move them
    was by a river drive. Ties were thrown into the small creeks
    in the headwaters of the rivers and floated downstream
    to a railroad crossing. The company made the first river
    drive on the Black River in 1908, and the last one tied up
    in Clearwater in September 1926. During that time period, ties were floating on some part
    of the river at all times. The drives began far up the east,
    middle, and west forks of the Black River, and more ties were added
    as the raft moved downstream, some thirty to forty miles to the Missouri Pacific Railroad
    siding at Clearwater. The drive started about
    the first of June each year. Some of the larger drives
    contained more than 250,000 ties, and took four months to complete. Usually only a mile or two
    of progress was made each day. The river hogs,
    or pigs as they were called, worked a ten-hour shift and
    were paid $1.75 a day plus meals. The men worked, ate, and slept
    along the river while on a drive and were wet to the skin
    most of the time. When the drive reached
    the railroad crossing, men, teams of horses and mules,
    and wagons would be standing by to pull the ties from the river and
    carry them to waiting railroad cars. A tie boom constructed of pilings,
    wooden timbers, and heavy steel cable was stretched across the river
    to stop the ties at the takeout point. About a quarter mile
    above the boom, wagons were backed
    into the river for loading ties. Each wagon held twenty
    to twenty five ties. For this particular operation, the company had forty
    to fifty teams hauling ties. Many of the teamsters
    were independent operators. They supplied their own
    equipment and teams. Mules were preferred over horses because they could handle the heat of the summer
    and were less excitable. Their loads were counted,
    and the men were paid according to the amount of ties
    they hauled to the rail cars. Gangs of men called
    shoulder crews loaded the cars. Two men called headers
    picked up a tie and placed it on a cushioned
    leather shoulder pad of the carrier. Some of the ties weighed
    several hundred pounds. Boxcars had to be loaded by hand. The springy oak planks
    looked precarious, but they actually made
    the loading easier as they bounced the man
    and his tie up into the car. Each man loaded on the average
    about 200 of the heavy, water-soaked ties
    a day. The ties were pulled from the river
    with either a chain-driven conveyor or a steam-powered Barnhart Loader. The loader could pull ties
    directly from the river and swing them
    into awaiting rail cars. Even though the mechanized loaders
    were being used more, there still was a tremendous
    amount of manual labor involved in retrieving ties and loading them
    for shipment to the treating plants. The work was slow,
    and when the main drive came in, ties could be backed up
    the river for miles. After 1925, T.J. Moss and other
    tie producing companies working in the Ozarks
    agreed to a plan that would help protect fish spawning
    by halting tie rafting operations during the period
    from April 15th through June 1st. There was concern that
    the tie drives disrupted spawning. The railroad brought
    the loading crews in daily from faraway communities
    to the work site and returned them at day’s end. There were no accommodations
    for them to stay the night. (music) Some ties just wouldn’t float
    and as the dead heads, or sinkers as they were called,
    were detected they’d be spiked between two floaters
    to continue the drive downstream. At the takeout site the wooden
    strips that held them together were either chopped or knocked off
    and the ties lifted out with the rest. The riverbank would be covered
    with the wooden strips. During the eighteen years
    the T.J. Moss Tie Company conducted tie drives on the Black River
    more than 4.5 million ties were floated
    from Lesterville to Clearwater. That was more than enough to build
    1,000 miles of mainline railroad. And, more importantly, no one
    working for the company drowned or was killed
    while working on a river drive. In building a timber treating plant, one of the essential factors
    was accessibility to railroads. Not only were the railroads the
    principal consumers of cross ties, they were also the main and, in most cases,
    the only means of transportation. The company’s
    East St. Louis plant was located about a mile
    south of the city and could serve all of the 23 railroads
    coming into the St. Louis area. It covered about 70 acres
    and provided sufficient room to maintain an inventory of
    one and a half million ties. (music) (train chugging) Entire trainloads of cross ties
    were constantly rolling into the plant from their cutting
    operations in the Ozarks. The ties were unloaded
    and carefully stacked for proper seasoning
    before being treated. Oak ties had already seasoned
    a year or more before treating. Pine ties, on the other hand, were ready for treatment
    within four to six months. The plant had two
    Browning locomotive cranes for loading and unloading ties. They operated under their own power
    and traveled over standard gauge tracks. Driving metal “S” irons into
    the ends of the ties prevented excessive checks
    and splits while they were being seasoned. There were two
    Davenport steam locomotives for moving
    the trams around the plant. They ran on 24 inch gauge
    railroad tracks The company also purchased seasoned
    ties from independent suppliers. They were unloaded directly from
    boxcars onto the awaiting trams. After the proper seasoning time,
    the ties were ready for treatment. The loaded trams were moved from the tie yard
    into the treating cylinder. A heavy cable was placed
    over the lead load of ties. The trams weren’t connected
    so the cable made it easier to retrieve the string of trams
    from the chamber after treatment. The cylinders were 150 feet long
    and 74 inches in diameter and could hold 700 to 900 ties,
    depending on the size of the ties. After the chamber was sealed, a vacuum was drawn
    inside the cylinder, helping pull the moisture
    from the ties. Then the creosote
    was added under pressure to force the chemical
    into the wood pores. After pressure treating
    for a specific time, the creosote was pumped out and the trams of treated ties
    were pulled from the cylinder. The ties might have been moved
    to a concentration area or loaded directly
    into railroad cars for shipping. (train chugging) As in their woods operation,
    much of the loading and unloading of ties at the treating plant
    was done by manual labor. The two Browning cranes were
    also used for loading gondola cars and moving ties around the yard. The 20 ton cranes could load
    7000 ties in a ten hour day; that was about equal to
    the efforts of a 20-man loading crew. Often entire trainloads of treated ties
    were sent to areas where new railroad tracks
    were being built. (train chugging) There was rapid growth in wood
    preservation during the early 1900s. In 1912, there were only 87 plants. By 1922, there were 128 wood preserving plants
    in operation in the entire country. At first, most of the ties
    used by the railroads were untreated and lasted
    about five and a half years. During this time period, there was
    an abundance of tie timber available. But its rapid depletion and the rise
    in prices of commercial species demanded better
    methods of treatment to prolong the life of the tie
    and extend the timber resource. A creosote treated
    Moss Tie Company cross tie could typically be expected
    to give 20 to 40 years of service. Many have lasted over 50 years, as evidenced by dating nails used years ago
    to indicate the year of installation. The Stamp of Character Brand meant
    T.J. Moss Tie
    Company cross ties plus: plus for the security of their ownership
    of thousands of acres of standing timber, plus for a stock of ties
    always on hand, plus for the absolute control
    of the treating process, plus for a warranty that their product
    would be delivered as promised, and plus for the pride and ambition
    of all men who stood behind the brand. (train whistle)

    Miniatur Wunderland *** official video *** largest model railway / railroad of the world
    Articles, Blog

    Miniatur Wunderland *** official video *** largest model railway / railroad of the world

    August 17, 2019


    For 10 years now, the world’s largest model railway can be found in Hamburg’s historic warehouse district – a mammoth miniature project. It took 500.000 working hours to create this incredible miniature world on 1.300m². The city’s most popular tourist attraction fascinates over one million people a year. And it’s continually growing! Eight different sections, connected by 13 km of track installation, provide an unforgettable experience for all ages. Tons of steel, wood and plaster form the foundation of this extraordinary exhibition. The journey leads through Scandinavia to Germany, from Austria to Switzerland and far away to America in just a few moments. Each day, 900 trains with 12.000 wagons travel a distance of several hundred kilometres. The longest train is 14.51 metres long. On the North East Sea, with a water capacity of 30.000 litres, large and small ships are cruising. In Scandinavia, America, at the airport and in the cosy fictional town of Knuffingen, 250 computer-controlled vehicles are on the move. Special attractions are the fire runs, controlled by a sophisticated software. The fire brigades are constantly engaged in fire fighting procedures. But the police are also busy tracking down traffic offenders. The newest attraction of the Miniatur Wunderland is the “Knuffingen Airport”. After six years of development and a cost of 3.5 million Euro, the world’s probably smallest commercial airport opened in May 2011 On 150 square metres, with more than 40 airplanes and the ground staff that goes with it, it may be the world’s most advanced flight simulation. From the technology hangar to the air terminal every little detail has been faithfully recreated. Without a doubt, the attention to detail is at the heart of the layout. Over 200.000 figures show life in all its facets. It’s a world where the law chases criminals and where some don’t really care. Where the fire department puts out a large fire and a new fire starts not too far away. Funeral oration or celebration, Eat or be eaten, Travelers from this or another world, Imagination knows no bounds in the the Wunderland. There are fire-breathers, travelling animals and surprisingly strong girls – in a world alternating between hectic and peaceful, between wild animals – and some that were already tamed, there are hunters – and some just hunting for the best pictures, there are holy sanctuaries, and some not quite so holy, there are people bursting with life, and some not so much… The Wunderland is absolutely diverse and unique. Travel from the highest mountain with over six meters… over dreamy streets to the Grand Canyon… snow-covered landscapes… through idyllic villages to below the surface of the earth. In the Miniatur Wunderland, a day lasts 15 minutes. At dusk, over 300.000 LEDs ensure that the layout shines in a captivating light. Then, the night life of the various regions really becomes visible. And amidst all this, more hidden stories emerge at the push of a button. There are over 200 push-button actions spread across the edge of the layout, where the visitors can actively participate in various forms. For example, in a sweet way, at the chocolate factory, or in the daily struggle with the pitfalls of technology, or in the creation of life, or with a bit too much craftsmanship. The technology behind it all is monitored by human eyes from a control console and with the help of more than 40 computers. These are controlled by a complex, self-developed software. The Miniatur Wunderland is internationally well known through more than 1.000 TV-Reports The 260 people on the Wunderland team are never short on new ideas. Until 2020, there will be new sections covering France, Italy, England and parts of Africa… and who knows what’s next. But there’s no end in sight. To convey this marvel in five minutes – impossible! Just come by and see for yourself. You will be amazed!

    Talking Train Sign | Railroad Crossings Gates  | Train Safety | Lots & Lots of Trains
    Articles, Blog

    Talking Train Sign | Railroad Crossings Gates | Train Safety | Lots & Lots of Trains

    August 17, 2019


    Hello! Trains are cool and fun to watch, but you have to be careful whenever you and your family are around trains and train tracks. Safety is important. You know, every 3 hours, a person or vehicle is hit by a train. So, when you see tracks, think train. There are all kinds of signs and signals to let you know when and where there are trains around. Want to see them? Okay. Just look at me. When you see a round yellow sign with a big black X on it, that means the road you’re on has train tracks up ahead. It means you should slow down and look and listen for any trains that might be coming. There are also big markings painting on the road that also warn of train tracks ahead, and where cars should stop safely. At the railroad tracks, there’s a cross-buck, a big white X with the words, “Railroad Crossing” on it. Just like me, the yellow warning sign, it means to look and listen for a train before crossing the tracks. There might also be a sign below it showing how many sets of tracks are at the crossing. Nearby, there should also be a rectangular blue sign with a phone number on it. If your car should get stuck on the tracks, get out immediately and call this number. This is the first number you should call, but if this sign isn’t around, call 911. Many railroad crossings have lights and a bell along with the cross-buck. When a train is coming, the red lights flash, the bell rings, and if there are gates, they come down across the road. It is illegal to drive around lowered gates, not to mention very, very dangerous. Some roads with a lot of traffic have an additional set of flashing lights mounted up high on what’s called a cantilever. This let’s everyone- cars, busses, and trucks- to see when there’s a train coming. Safety is important even if you’re walking, or riding your bike or skateboard. Never walk on or along railroad tracks. It can take a train more than a mile to stop when it’s running. So, if you can’t get off the tracks for any reason, you could be in big trouble. Anyway, railroad tracks, railyards, and trains are private property and you’re not supposed to be on them anyway. Never dash across the tracks as soon as a train passes. There could be another one coming from the other direction, and you’d never see them until it was too late. Wait until the gates go up and the lights are off before crossing the tracks. Trains are fun to watch, and they carry people, and all sorts of goods, all over the country. But, being too close to them can be dangerous. So, when you see tracks, think train. Captions by
    GetTranscribed.com

    Railroad Trespassing – Find a Different Way: Cody Paugel’s Story
    Articles, Blog

    Railroad Trespassing – Find a Different Way: Cody Paugel’s Story

    August 15, 2019


    It was October 12th, 2012. I was 16 years old. I was walking on the tracks. I had headphones in, music blaring, walking
    the same way I do every single day. I heard a noise in the background and I turned
    around and I saw the Amtrak train right behind me. All I could think of doing at that point was
    just jump, try to get away from it, and unfortunately it still got me. I remember seeing my shoe fly off and then
    hitting the ground. You know when I got to the hospital I was
    in pretty rough shape. The initial impact broke my pelvis, my hip,
    four cracked ribs. I remember waking up, my leg was in traction. All in all, I had 31 surgeries, a lot of physical
    therapy. I had to relearn how to walk, how to use the
    bathroom, but I did survive. I was lucky. It doesn’t always happen that way. All in all, I just wasn’t thinking about what
    I was doing. Don’t go on the train tracks. Don’t take that shortcut. There’s different ways to get to where you
    need to go.

    電車 西武 東村山第7号 踏切動画 japan train railroad crossing
    Articles, Blog

    電車 西武 東村山第7号 踏切動画 japan train railroad crossing

    August 15, 2019


    This is the Higashi-Murayama No. 7 railroad crossing in the Ikebukuro Line and Shinjuku Line of Seibu Railway.
    This signal is located on the south side Tokorozawa Station. Tokyu Corporation 5050-4000 series. Commuter-type train. Seibu Railway 10000 series Limited Express (NRA New Red Arrow). Limited Express-type train. Seibu Railway 2000 series (Yellow Train). Commuter-type train. Seibu Railway 30000 series (Smile Train). Commuter-type train. Seibu Railway 30000 series (Smile Train). Commuter-type train.
    Seibu Ikebukuro line opening 100 anniversary. 30101F Seibu Railway 20000 series. Commuter-type train. Tokyo Metro 10000 series. Commuter-type train. Seibu Railway 9000 series RED LUCKY TRAIN. Commuter-type train.
    Red and white. It is a good luck in Japan. Seibu Railway 2000 series (Yellow Train). Commuter-type train. Please use the Google map of the shooting point. Link to the text field. Seibu Railway 6000 series. Commuter-type train.
    Yellow 6000 series train. No fires. Seibu Railway 30000 series (Smile Train). Commuter-type train. Seibu Railway 6000 series. Commuter-type train. Earth. Fire protection water tank? Old symbol of Seibu Railway. Seibu Railway 10000 series Limited Express (NRA New Red Arrow). Limited Express-type train. Seibu Railway 30000 series (Smile Train). Commuter-type train. Seibu Railway 6000 series. Commuter-type train. Seibu Railway 6000 series. Commuter-type train. Seibu Railway 2000 series (Yellow Train). Commuter-type train. Seibu Railway 6000 series. Commuter-type train. Seibu Railway 2000 series (Yellow Train). Commuter-type train. Seibu Railway 2000 series (Yellow Train). Commuter-type train. Seibu Railway 30000 series (Smile Train). Commuter-type train. Seibu Railway 30000 series (Smile Train). Commuter-type train.