Description: RailroadTreasures offers the following item: Providence & Worcester Railroad Portrait of a winner 1973-2006 by Robert Barnett Providence & Worcester Railroad Portrait of a winner 1973-2006 by Robert Barnett Soft Cover 2007 83 Pages Since resuming independent operations in 1973, the Providence and Worcester Railroad has grown from a 45-mile shortline to a regional rail system with more than 500 route miles in 2006. Although the P&W has been a viable company complete with stockholders since the 1840's, few people were aware of its existence prior to 1973 as its rail lines had been operated by other railroads since 1889. The Providence & Worcester Railroad was founded in 1844 for the purpose of building a railroad between its namesake cities in Rhode Island and Massachusetts. Construction started in 1846 and operations began on October 20, 1847. During the early years, the railroad prospered carrying passengers and transporting freight to and from the numerous factories located in the Blackstone Valley. In 1853, construction began on a second main track to be built from Providence to Worcester, and P&W extended its tracks to Fox Point in Providence to connect with steamship lines. During 1874, P&W constructed a branch line from Valley Falls to Wilkesbarre Pier in East Providence, where coal from Pennsylvania was transferred from ship to rail for transport inland. During this period, other improvements were made that greatly enhanced the safety of P&W's operations. In 1878, locomotives and passenger cars were equipped with Westinghouse air brakes. P&W also became the first railroad in the country to protect train movements with electric signals. In 1884, signals were installed on the main line between Providence and Worcester, and although the system was somewhat primitive, it proved to be quite effective and reliable. During the 1880's, many of New England's small railroads were being combined, through mergers and leases, to form larger systems. Faced with increased competition from the larger railroads and declining revenues, P&W realized that in order to survive it would need to expand or lease its properties to another railroad. Consequently, in 1889 P&W accepted an offer from the New York, Providence and Boston Railroad to lease its railroad for 99 years. Three years later, the New York, New Haven and Hartford Railroad acquired control of NYP&B and the lease was transferred to the New Haven under the same terms as the original lease. For the next 75 years, P&W existed in relative obscurity, collecting rental payments from the New Haven and paying dividends to its stockholders. When the New Haven filed for bankruptcy in 1961, it signaled the beginning of a period of uncertainty and turmoil for the P&W. During this time, officials of the Pennsylvania Railroad and New York Central Railroad had proposed a merger of their systems to form the Penn Central Transportation Company. New Haven's problems continued and with few options available, it petitioned the Interstate Commerce Commission for inclusion into the proposed Penn Central system. This action caused some P&W stockholders to become concerned about the future of their railroad. In 1966, Robert H. Eder was elected president of the P&W and he immediately took steps to protect its interest. In November 1967, the I.C.C. directed that the New Haven be included in the Penn Central system. New Haven officials subsequently notified P&W that its lease was to be terminated and it was at this point that P&W began to consider the possibility of independent operation. Penn Central was formed on February 1, 1968, and the New Haven was absorbed into hat system on January 1, 1969. Penn Central had no intention of operating the P&W .ender the terms of the old New Haven lease and actually planned to abandon a poi,. ion of the P&W. In addition, Penn Central rejected P&W's proposals for a new lease end by 1970 it was headed for bankruptcy itself. Therefore, on April 6, 1970, P&W petitioned the I.C.C. to resume independent operations. Penn Central opposed an ndependent P&W and made every attempt to block its efforts. Hearings were held in Washington, D.C., and on June 11, 1971 the I.C.C. approved P&W's request, but Penn central continued to protest and appealed the ruling. P&W's fate remained in the lands of the I.C.C. and the courts until finally, all disputed matters were settled in December 1972. The P&W had prevailed, and there would be no more delays. ndependent operations would commence on February 3, 1973. P&W could now turn its attention to assembling the necessary personnel and equipment to operate a railroad. A complete radio system was designed and a dispatcher's office was set up in East Providence. Employees were hired and arrangements made o lease five Alco RS3 locomotives from the Delaware and Hudson Railway. Five ;abooses were also purchased from the D&H. The D&H painted the engines and ;abooses in P&W colors of white, orange and brown before they were moved to Worcester in preparation for start-up. The public was invited to attend official ceremonies to observe the resumption of Operations, which were held at River Street in Woonsocket, Rhode Island on February 3, 1973. Promptly at noon, engine 161, named the "Robert H. Eder," and caboose #3 arrived from Worcester. After speeches by company president Eder, Rhode Island Governor Philip W. Noel and other dignitaries, P&W's senior employee, secretary Ann Coleman, christened the engine by breaking a bottle of champagne on its coupler. All pictures are of the actual item. 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Price: 113.74 USD
Location: Talbott, Tennessee
End Time: 2024-04-22T19:27:10.000Z
Shipping Cost: 13 USD
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