Misplaced Pages

#794205

131-623: Traffic on the road declined significantly after the 1920s. CSX , the B&;O's successor, abandoned a third portion of the line in 1984, and the line was acquired by the National Park Service three years later. Since 1975, the Cuyahoga Valley Scenic Railroad (CVSR) has operated seasonal tourist excursion trains on this portion of the line. CSX sold about 12 miles (19 km) of track south of Canton to

262-480: A 2-mile (3.2 km) spur from Mineral City to a nearby Sieberling-owned coal mine. It linked northeast Ohio's three largest cities, creating a regional transportation corridor. The Valley Railway originally built 16 depots. North to south, these were located at: In 1884, Akron granted permission for the Valley to build a spur into the heart of the city. On this spur the railroad built a new, larger passenger depot at

393-524: A combined NS/Conrail system. The railroad fiercely argued against allowing the sale to go through, even arguing that monopoly concerns precluded a Conrail sale to either NS or CSX. Despite his history in organizing the NS merger while leading the Southern Railway, Crane was a strong advocate for Conrail's independence and proposed an alternative: privatizing Conrail through an initial public offering to

524-512: A contract with Wabtec for modernizing their fleet of CW44s. The modernized locomotives, nearly thirty in number as of June 2020, are being classified as CM44AC . In February 2024, CSX and Wabtec reached a new agreement, of which, involves the modernization of over 200 locomotives. This accounts for the rest of the active roster of CW44ACs & CW44AHs . The locomotives will be modernized through 2028. On April 30, 2019, CSX unveiled locomotives 911 and 1776, two ES44AH locomotives created to honor

655-601: A crash safe cab, a new electronic control stand, and Positive Train Control (PTC). In 2019, 25 SD70AC locomotives were rebuilt at the CSX Huntington Heavy Repair Facility, with rebuilt prime movers, in-cab electronic and comfort improvements, New York Air Brake CCB II airbrake systems, and new Mitsubishi drive controls. CSX has also partnered with Wabtec to rebuild GE locomotives at their Fort Worth facility with prime movers upgraded to

786-699: A link to the B&O's main line and threaten to eat significantly into traffic on both the C&;M and the W&;LE. To avoid construction of an independently owned new main line, the Pennsylvania Railroad agreed to give the B&O subsidiary trackage rights between Valley Junction and Canal Dover. At Canal Dover, the CT&;V connected with the Lake Shore and Tuscarawas Valley Railroad (now operating as

917-521: A major source of the company's revenue. The Valley defaulted on its bills and interest payments and went into full bankruptcy on August 2, 1895. The company was reorganized as the Cleveland Terminal and Valley Railroad (CT&V) on October 3, 1895. As part of the reorganization, the Valley transferred property worth about $ 250,000 ($ 9,200,000 in 2023 dollars) to the LS&;MS as payment for

1048-799: A merger in 1960, which was authorized by the Interstate Commerce Commission in late 1963 and finally completed in 1967, forming the Seaboard Coast Line Railroad . The combined company absorbed the Piedmont and Northern Railway in 1969. In the Midwest, the Louisville and Nashville Railroad (L&N) went on an acquisition spree, splitting the Chicago and Eastern Illinois Railroad (C&EI) with

1179-502: A practical measure. In cases where the difference between sin and tan is significant, the tangent is used. In either case, the following identity holds for all inclinations up to 90 degrees: tan ⁡ α = sin ⁡ α 1 − sin 2 ⁡ α {\displaystyle \tan {\alpha }={\frac {\sin {\alpha }}{\sqrt {1-\sin ^{2}{\alpha }}}}} . Or more simply, one can calculate

1310-518: A profit for the first time under the leadership of L. Stanley Crane in the wake of the Staggers Rail Act . The Reagan Administration wished to privatize Conrail now that it had shown it could stand on its own and placed it for sale in 1983. While CSX expressed interest, it ultimately did not place a bid for Conrail; Norfolk Southern did, however. When the government identified NS' bid as the winner, CSX realized it faced financial peril from

1441-457: A ship (even if on navigable waters) was not a cause for action under United States maritime law . In June 1909, the B&O assumed active management of the CT&V. This ended a process initiated in 1901, when the parent company began unifying operations with the subsidiary (beginning with a single ticket structure). During this period of active management, the B&O built a CT&V rail yard at Canal Dover in 1911. The B&O fully absorbed

SECTION 10

#1732781097795

1572-407: A small hill as cars are uncoupled at the crest of the hill and allowed to roll down the hump into the appropriate tracks for outbound trains. Grade (slope) The grade (US) or gradient (UK) (also called stepth , slope , incline , mainfall , pitch or rise ) of a physical feature, landform or constructed line refers to the tangent of the angle of that surface to the horizontal . It

1703-520: A total of 21 heritage locomotives would be painted over the coming months, with the locomotive number coinciding with the year the railroad was founded or the name began being used. In 1995, CSX started a new liability insurance requirement of $ 200 million to introduce their official policy, "no steam on its own wheels", banning the operation of steam locomotives and other antique rail equipment on their trackage due to safety concerns, and increased risk. In hump yards , trains are slowly pushed over

1834-701: A tributary of Huff Run as well as two roads. The CT&V abandoned its main line north of Walnut Street in Massillon due to straightening of the Tuscarawas River, and converted its industrial spur on the city's east side into a new main line. The railroad abandoned and removed the Huff Run Branch from Valley Junction to Mineral City in 1938 following eight years of disuse. In June 1934, the CT&V moved its passenger station to Cleveland's new Terminal Tower . The 1897 passenger station on Canal Road

1965-687: A vehicle can ascend while maintaining a particular speed is sometimes termed that vehicle's "gradeability" (or, less often, "grade ability"). The lateral slopes of a highway geometry are sometimes called fills or cuts where these techniques have been used to create them. In the United States, the maximum grade for federally funded highways is specified in a design table based on terrain and design speeds, with up to 6% generally allowed in mountainous areas and hilly urban areas with exceptions for up to 7% grades on mountainous roads with speed limits below 60 mph (95 km/h). The steepest roads in

2096-558: A wealthy attorney in Akron, obtained a state charter for an "Akron and Canton Railway" in 1869. This charter was turned over to the Valley Railway in 1871. Ohio state historian Simeon D. Fess , however, mentions no charter for the Akron & Canton effort. Rather, he says Akron and Canton residents attempted to persuade the B&O to build a line between those two cities. They raised $ 300,000 ($ 7,200,000 in 2023 dollars) in 1870 for

2227-739: Is 23.1% by the 67-Bernal Heights on Alabama Street between Ripley and Esmeralda Streets. Likewise, the Pittsburgh Department of Engineering and Construction recorded a grade of 37% (20°) for Canton Avenue. The street has formed part of a bicycle race since 1983. Grade, pitch, and slope are important components in landscape design , garden design , landscape architecture , and architecture ; for engineering and aesthetic design factors. Drainage, slope stability, circulation of people and vehicles, complying with building codes, and design integration are all aspects of slope considerations in environmental design . Ruling gradients limit

2358-493: Is a special case of the slope , where zero indicates horizontality . A larger number indicates higher or steeper degree of "tilt". Often slope is calculated as a ratio of "rise" to "run", or as a fraction ("rise over run") in which run is the horizontal distance (not the distance along the slope) and rise is the vertical distance. Slopes of existing physical features such as canyons and hillsides, stream and river banks , and beds are often described as grades, but typically

2489-555: Is designated as local O823. CSX operates Coke Express unit trains . They carry coke for steelmaking , power generation and other various uses, running between Pittsburgh and Chicago , and other places in the Rust Belt . CSX has rebuilt a significant number of locomotives. Some of their EMD GP38-2 , GP40-2 , and SD40-2 locomotives have been rebuilt to Dash 3 standards with updated Wabtec Electronically Controlled Air Brakes, air conditioning, automated starting controls,

2620-654: Is expressed as a percentage, the angle can be determined as: If the angle is expressed as a ratio (1 in n) then: For degrees, percentage (%) and per-mille (‰) notations, larger numbers are steeper slopes. For ratios, larger numbers n of 1 in n are shallower, easier slopes. The examples show round numbers in one or more of the notations and some documented and reasonably well known instances. In vehicular engineering , various land -based designs ( automobiles , sport utility vehicles , trucks , trains , etc.) are rated for their ability to ascend terrain . Trains typically rate much lower than automobiles. The highest grade

2751-469: Is now W. 3rd Street and Harrison Street), and purchased 3.4 acres (14,000 m) between end of its tracks and Lake Erie for use as a rail yard . This land was obtained from the city of Cleveland for $ 6,000 ($ 200,000 in 2023 dollars). The CT&V subsequently built up the land so it would no longer flood. On November 9, 1898, the Sandyville and Waynesburg Railroad was chartered to build a line between

SECTION 20

#1732781097795

2882-617: Is the leading subsidiary of CSX Corporation , a Fortune 500 company headquartered in Jacksonville, Florida . CSX Corporation was formed in 1980 from the merger of Chessie System and Seaboard Coast Line Industries , two holding companies that controlled railroads operating in the Eastern United States . Initially only a holding company, the subsidiaries that made up CSX Corporation completed merging in 1987. CSX Transportation formally came into existence in 1986, as

3013-667: Is the result of a number of mergers among railroads operating in the eastern United States, the earliest among them the Baltimore and Ohio Railroad (B&O) which formed in the 1820s. Many of the competing railroads along the east coast began merging from the 1950s onward as part of a broader trend of consolidation. An announcement from the New York Central (NYC) and Pennsylvania (PRR) railroads in November 1957 that they were considering combining set off discussions between

3144-662: The Cleveland Short Line Railway near what is now E. 73rd Street and Deveny Avenue in Cleveland. That same year, the railway spent $ 115,000 ($ 3,900,000 in 2023 dollars) strengthening all the bridges along its route, and even rebuilding some older ones, so that it could haul heavier loads and use new, heavier, more powerful locomotives. In 1905, the Jaite Paper Mill opened 2 miles (3.2 km) north of Boston Mills to take advantage of open land near

3275-499: The Cleveland and Marietta Railway . In 1872, it built a branch line from Marietta, Ohio , to the B&O main line at Harmer Junction. This allowed B&O and CT&V freight to be shipped on the Cleveland and Marietta (C&M) directly to Cleveland (or to be transferred at Canton and shipped to Cleveland). The Cleveland and Marietta said it would no longer accept freight for either railroad beginning January 1, 1900. That same year,

3406-576: The Cleveland, Lorain and Wheeling Railroad ). The CT&V thrived financially, and so did business along its route—and the railway expanded to meet this demand. In 1900, the Cleveland-Boston Bag Co. built a large mill near the tiny hamlet of Boston Mills to take advantage of the railroad. Boston Mills soon grew into a town. In 1904, the railroad built a 4-mile (6.4 km) spur from Willow (the modern intersection of Fuhrmeyer Road and Old Brecksville Road) along Mill Creek to connect with

3537-779: The Missouri Pacific Railroad in 1969. This was followed in 1971 with the acquisition of the Monon Railroad , which had complained bitterly about the C&EI split. The L&N also purchased a portion of the Tennessee Central Railway in 1969. While still independent, the L&;N had long standing links to the Atlantic Coast Line, and other railroads in the region began to worry about a combined L&N/SCL system. In 1969,

3668-454: The Norfolk and Western Railway and Southern Railway unveiled their own plans for a merger. The Southern was opposed to the planned CSX merger, but soon came to terms with Chessie and SCL and dropped its objections. On November 1, 1980, following ICC approval, CSX Corporation officially came into being as the successor of Chessie System and Seaboard Coast Line Industries. In 1982, N&W and

3799-549: The Pennsylvania Railroad 's Fort Wayne Line in Canton, and followed the valleys of various streams and creeks to reach Mineral City, Ohio , which it did on July 15, 1882. There, it crossed the Pennsylvania Railroad's Tuscarawas Branch. It reached Valley Junction ( Zoarville, Ohio ) a few months later. Track work beyond Valley Junction was delayed because the Valley Railway had yet to negotiate trackage rights with

3930-643: The Surface Transportation Board . The STB approved the purchase on April 14, 2022. As part of the acquisition, Norfolk Southern Railway will gain trackage rights over several CSX lines, and Pan Am Southern , 50 percent owned by Pan Am Railways, will be operated by the Berkshire and Eastern Railroad , a new Genesee & Wyoming subsidiary formed explicitly for this purpose. CSX completed the purchase on June 1, 2022. On June 28, 2023, CSX and Canadian Pacific Kansas City (CPKC) announced

4061-531: The Three Rivers Railway as a subsidiary and purchased several key P&LE lines through it. CSX did not want the entire railroad, so some lines and company assets were instead retained by the P&;LE's parent company, which ultimately sold them off. The company introduced its current slogan, "How Tomorrow Moves", in 2008. In 2014, Canadian Pacific Railway approached CSX with an offer to merge

Valley Railway - Misplaced Pages Continue

4192-651: The United Kingdom , a banking panic which spread to the United States and caused a major recession in 1891. The Valley Railway went into receivership in 1892. The railroad might have recovered, but the Panic of 1893 led to another significant downturn in both passengers and freight traffic. The railroad tried to build revenue by constructing a 3-mile (4.8 km) branch from the main line at Willow (Old Brecksville Road) along Mill Creek to E. 76th Street, and then E. 76th Street and Jones Road to Broadway Avenue. This track

4323-597: The United States Army Corps of Engineers (tasked under federal law with improving navigable waters) asserted the right to regulate the bridge. The Corps wanted the bridge removed or replaced, since the center pier of the bridge hindered traffic in the Old Ship Channel and the embankment spans, when open, used up space which the Corps wished to use for new docks. The CT&V, however, argued that

4454-684: The Western Maryland Railway until it was able to take full control in February 1967, bringing a third railroad into the combined entity, which in 1973 became formally known as the Chessie System after the C&O's historic cat mascot Chessie. While the railroads in Appalachia were merging, southern railroads (and historical competitors) Seaboard Air Line Railroad and Atlantic Coast Line Railroad decided to pursue

4585-558: The Wheeling and Lake Erie Railroad (W&LE). An agreement was finally reached in late 1882, and became effective January 1, 1883. The remainder of the line was completed swiftly, and in 1884 the Valley Railway between Bowerston and Valley Junction was completed—linking the Valley Railway with the W&LE and points east. At the time of its completion, the Valley Railway had 75 miles (121 km) of main line track, 19 miles (31 km) of branch track, 35 miles (56 km) of siding, and

4716-400: The Wheeling and Lake Erie Railway in 1992, and 24 miles (39 km) the track between Akron and Canton to Akron's METRO Regional Transit Authority in 2000. CSX continues some freight operations on the remaining track, which is referred to as the Cleveland, Terminal and Valley Subdivision . The Valley Railway Historic District (a National Register of Historic Places site) encompasses

4847-441: The hypotenuse (the slope length). This is not the usual way to specify slope; this nonstandard expression follows the sine function rather than the tangent function, so it calls a 45 degree slope a 71 percent grade instead of a 100 percent. But in practice the usual way to calculate slope is to measure the distance along the slope and the vertical rise, and calculate the horizontal run from that, in order to calculate

4978-547: The 1825 changes to the river rendered the Old Ship Channel and the New Ship Channel man-made waterways and hence not subject to federal jurisdiction. Local hearings were held which documented the hindrance to water traffic, and the railroad agreed in April 1905 to remove the swing bridge no later than April 1, 1907. Secretary of War William Howard Taft then intervened, ordering the bridge gone by April 1, 1906. Although

5109-452: The 1879 loan. In February 1896, the CT&V announced it would construct new, larger freight and passenger facilities in Cleveland to accommodate the increased business it was doing in the city. The existing passenger depot at the foot of Seneca Street (now W. 3rd Street) would be demolished and a 500-foot (150 m) long, 125-foot (38 m) deep, two-story station built on the same spot. A 700-foot (210 m) long train shed, parallel to

5240-401: The 1990s, and Q740 in the 2000s. The Juice Train has previously been studied as a model of efficient rail transportation that can compete with trucks and other modes in the perishable-goods trade. In 2017, the train was abolished from north of Tampa, Florida , and now mixed freight trains deliver the cars to their respective destinations. It still operates between Bradenton and Tampa however, but

5371-455: The 50.4 miles (81.1 km) miles of line between Myrtlewood and Meridian. The agreement became effective 16 November, 2024. Initially, and for the next five years, CSX and CPKC will interchange across the line an average of two trains per day in each direction. In turn, the Board also required CSX to maintain its Selma, AL , gateway open and to provide one shipper access to the NS at Selma at

Valley Railway - Misplaced Pages Continue

5502-519: The 50.4 miles (81.1 km) segment of the line between Myrtlewood and Meridian. MNBR will cease operations between Montgomery and Myrtlewood although it may continue to operate between Myrtlewood and Meridian, and continue to serve existing customers on that segment of the line. If the STB approves the purchase, it will provide a connection between the two companies' networks and allow CSX traffic destined for Mexico to be delivered directly to CPKC, eliminating

5633-599: The B&O began reducing the reach of the old Valley Railway. The B&O abandoned the Magnolia Branch in January 1924. It abandoned its track between Valley Junction and Mineral City in 1936, due to construction of the Dover Dam flood control project and realigned another 2.5 miles (4.0 km) of track to avoid the new reservoir. About 5.25 miles (8.45 km) of track were also realigned due to construction of

5764-551: The B&O ceased to run passenger trains through Wheeling, and all of its passenger service went through Akron. The B&O the CT&V line between Akron and Cleveland early in the 20th century to make it a better freight route. However, the rapid availability of the automobile led to severe losses in passenger revenues, and the increasing use of trucks to move bulk goods significantly reduced freight traffic. Passenger service to Marietta ended on July 18, 1933, and passenger service to Valley Junction ended on September 30, 1934. Slowly,

5895-541: The B&O merged into the C&O. With the Western Maryland having already merged into the C&O, this left the C&O as the sole operating railroad under the Chessie System banner. Finally, on August 31, 1987, C&O/Chessie System merged into CSX Transportation, bringing all of the major CSX railroads under one banner. Government formed Conrail began to show promise in the early 1980s, showing

6026-572: The Baltimore and Ohio Railroad and the Chesapeake and Ohio Railway (C&O) on a merger. Ultimately, the financially stronger C&O took control of the B&O in December 1962, though the two railroads kept their separate identities. The NYC and PRR ultimately formed Penn Central Transportation Company in 1968, which by 1970 was bankrupt. The combined C&O/B&O purchased stock in

6157-505: The C&TV line at Sandyville northeast about 3 miles (4.8 km) to Waynesburg, Ohio . The line was completed on July 1, 1899, and leased to the CT&V. (The line was originally intended to be 9.5 miles (15.3 km) long.) In April 1899, the Davis Railway Co. constructed a 3.5-mile (5.6 km) extension of the spur at Mineral City. This branch pushed east along Huff Run to Linden (an unincorporated crossroads hamlet) and

6288-437: The CT&V in 1915. In the early 20th century, the B&O offered three round-trip passenger trains a day between Cleveland and Canton on the CT&V tracks. One of these continued to Marietta . The high frequency of passenger trains was needed because the B&O's Chicago-to-Jersey City service ran through both Akron and Wheeling. The connection between Cleveland and Akron took on additional importance when, in January 1918,

6419-559: The Connotton Valley Railway, which opened in January 1882 and had a similar route into the Tuscarawas County coal fields. Yet, coal was the key to the Valley's financial success: By 1888, 75 percent of the Valley Railway's income came from freight, and 40 percent of its freight tonnage was coal. The Baltimore & Ohio Railroad (B&O) wanted to gain access to Cleveland, but lacked a route of its own into

6550-758: The Conrail network on June 1, 1999. CSX now serves much of the Eastern United States , with a few routes into nearby Canadian cities. The two competitors were unwilling to give one company full control of busy industrial areas in Detroit , Philadelphia , and northern New Jersey (the Chemical Coast ). A compromise solution was reached by creating Conrail Shared Assets Operations , a jointly owned switching and terminal railroad which would operate in these areas on behalf of both CSX and NS. Virginia shortline Richmond, Fredericksburg and Potomac Railroad (RF&P)

6681-590: The Cuyahoga at what is now Carter Road (on the west bank) and W. 3rd Street (on the east bank), began in June 1908. Originally, this rolling lift bridge was to be 160 feet (49 m) long and cost $ 200,000 ($ 6,800,000 in 2023 dollars). Construction of the bridge was delayed, however, when the city of Cleveland began planning for a new viaduct over the Cuyahoga River valley near the same location. By November 1908,

SECTION 50

#1732781097795

6812-509: The Davis Mine No. 2 coal mine. The entire 4.9-mile (7.9 km) length of the spur from Valley Junction to the mine became known as the Huff Run Branch. Mining was so important in the area that the Huff Run Branch later added 2.63 miles (4.23 km) of second track and 7.53 miles (12.12 km) of sidings. The B&O was threatened with losing access to many of the southern Ohio markets it relied on in 1899. The first threat came from

6943-617: The FDL Advantage spec and new electronic controls such as the Wabtec Trip Optimizer Zero-to-Zero system. CSX has also obtained a few EMD F40PH -2s—nos. 9992, 9993, 9998, and 9999 (All locomotives except 9999 have been renumbered to CSX 1, 2, and 3 and were repainted into a heritage Baltimore and Ohio Railroad scheme)—that were retired from Amtrak for executive office car service and geometry trains . Another locomotive, ex- MARC GP40WH-2 no. 9969

7074-657: The First National Bank of Akron), James A. Saxton (Canton-based founder of the Stark County Bank), John Frederick Seiberling (Akron-based agricultural implement manufacturer), and Andros B. Stone (co-owner of the Cleveland Rolling Mill). The newly-constituted board on May 6 elected Farmer president, King vice president, and incorporator Warrick Price the secretary and treasurer. The board of directors appointed P.H. Dudley, engineer for

7205-466: The Great Western main line, nicknamed Brunel's Billiard Table, because the early locomotives (and their brakes) were feeble. Steep gradients were concentrated in short sections of lines where it was convenient to employ assistant engines or cable haulage , such as the 1.2 kilometres (0.75 miles) section from Euston to Camden Town . Extremely steep gradients require the use of cables (such as

7336-639: The Guinness Book. Drawing on the U.S. National Elevation Dataset, 7x7 (magazine) identified ten blocks of public streets in San Francisco open to vehicular traffic in the city with grades over 30 percent. The steepest at 41 percent is the block of Bradford Street above Tompkins Avenue in the Bernal Heights neighborhood. The San Francisco Municipal Railway operates bus service among the city's hills . The steepest grade for bus operations

7467-529: The M&;B rate for five years, subject to reasonable cost escalation. It also includes conditions protecting employees affected by the line sale, and requires noise mitigation efforts regarding the CSX portion. A few days before CSX and CPKC officially took over the former M&B line, Schneider National , CSX's one of major intermodal partners and CPKC's main partner, announced that a new interline service connecting

7598-590: The Milwaukee and Beloit Railroad and the Aetna Iron and Nail Company. The state-issued charter permitted the railroad to construct a line from the city of Cleveland on the shore of Lake Erie south-southeast to the village of Bowerston, Ohio . The sale of Valley Railway stock began in January 1872. The intent was to sell $ 150,000 ($ 3,800,000 in 2023 dollars) in stock in both Akron and Canton, and $ 500,000 ($ 12,700,000 in 2023 dollars) in stock in Cleveland. King,

7729-496: The STB approved the CSX–NS application and set August 22, 1998, as the effective date of its decision. CSX acquired 42 percent of Conrail's assets, and NS received the remaining 58 percent. As a result of the transaction, CSX's rail operations grew to include some 3,800 miles (6,100 km) of the Conrail system (predominantly lines that had belonged to the former New York Central Railroad ). CSX began operating its trains on its portion of

7860-684: The Scenic Railway at Katoomba Scenic World , Australia, with a maximum grade of 122% (52°), claimed to be the world's steepest passenger-carrying funicular ) or some kind of rack railway (such as the Pilatus railway in Switzerland, with a maximum grade of 48% (26°), claimed to be the world's steepest rack railway ) to help the train ascend or descend. Gradients can be expressed as an angle, as feet per mile, feet per chain, 1 in n , x % or y per mille. Since designers like round figures,

7991-482: The Seaboard Coast Line created Seaboard Coast Line Industries as a holding company. The Seaboard Coast Line Railroad had already held some of L&N's stock, but the new holding company began buying up as much as it could find and held nearly total control of shares by 1971. With this also came control of the Clinchfield Railroad and Georgia Railroad , both of which were nominally jointly owned by SCL and L&N. The resulting railroad conglomerate began operating under

SECTION 60

#1732781097795

8122-417: The Southeast (Florida and Georgia) with the Texas and Mexico markets via the route between Montgomery and Meridian will be launched beginning in December. CSX operated the Juice Train which consisted of Tropicana cars that carried fresh orange juice between Bradenton, Florida , and the Greenville section of Jersey City, New Jersey . The northbound train was originally designated on CSX as K650 during

8253-443: The Southern completed their merger and formed Norfolk Southern Railway , creating a competitor to CSX. One of the first issues the new railroad grappled with was the choice of name. Chessie and SCLI leadership agreed that, as a merger of equals, neither of the existing names could be used. A call for suggestions went out to employees of both railroads, who responded with a wide variety of initialisms combining C and S in some form. At

8384-399: The State of Virginia, which held partial ownership of the RF&P, was displeased with the merger agreement created by CSX. In particular the status of Potomac Yard , then a major classification yard in the RF&P system, was a matter of disagreement. The yard had potential for redevelopment, and as part of negotiations with the state, CSX ultimately agreed to decommission the rail yard by

8515-462: The Valley Division had been reduced to limited mixed freight trains and once-a-day ore trains between Cleveland and the New Castle steel mills. CSX Transportation CSX Transportation ( reporting mark CSXT ), known colloquially as simply CSX , is a Class I freight railroad company operating in the Eastern United States and the Canadian provinces of Ontario and Quebec . Operating about 21,000 route miles (34,000 km) of track, it

8646-415: The Valley Railway. Canton railroad historian Craig Sanders also claims that area residents obtained a state charter for the Akron & Canton. However, Sanders says the line began construction 1873, and then ran out of funds. The route must have been different from the Valley Railway's route, as Sanders says both were being built in 1873. Whether there were antecedent roads or not, the Valley Railway Company

8777-475: The Wheeling & Lake Erie acquired the Cleveland, Canton and Southern Railroad , whose track from Cleveland to Canton and then to Coshocton and Zanesville . The W&LE said it would cancel the CT&V's trackage rights, which threatened to cut the CT&V completely off from all southern routes and markets. In response, the CT&V began to swiftly survey a route from Valley Junction to Canal Dover (now Dover ) and then to Newark, Ohio , which would give it

8908-430: The Wills Creek Dam, 8.1 miles (13.0 km) of track realigned due to construction of the Beach City Dam, and 5.3 miles (8.5 km) of track realigned due to construction of the Bolivar Dam . The new route involved building a four-span bridge over Sandy Creek. At Mineral City, the CT&V was forced to build two wooden trestles to accommodate flood control projects. One of these was 860 feet (260 m) long and crossed

9039-433: The attic was used for records storage. The entire interior was electrically lit. The train shed was just 300-foot (91 m) and 90-foot (27 m) wide. The cost of the new passenger station was estimated at $ 100,000 ($ 3,700,000 in 2023 dollars). The train shed behind the new station was only the second of its kind erected in the United States. Constructed by the Massillon Bridge Company , it consisted of two levels—one for

9170-447: The board instead opted for the more expensive standard gauge in order to better link with other railroads. The route was surveyed and land purchased during 1872. On February 3, 1873, the railway contracted with Arthur L. Conger and Nicholas E. Vansickle (both of Akron) to build the railroad. Ground was broken in Springfield Township in Summit County in March 1873. The work initially proceeded very swiftly. By mid-August, two-thirds of

9301-401: The board of directors meeting on January 8, 1890, the B&O installed three of its own candidates on the Valley's board of directors. Wade resigned as president, and the new board elected Thomas M. King (a B&O official from Baltimore) president in his place. Sylvester Everett was elected the railroad's new vice president. The Valley Railway was financially successful. In its first decade,

9432-577: The canal bed. Only a bill could have confirmed title, the state argued in March 1910. The district court held for the state of Ohio. The railway appealed, and an appellate court held for the state of Ohio. The railway appealed to the Supreme Court of Ohio . In late January 1912, the Supreme Court of Ohio held in favor of the railway. The Valley Railroad found itself in tight competition with

9563-421: The canal within the city limits to the city of Cleveland. On November 4, 1879, the city formally leased the canal bed to the Valley Railway for 99 years. Although the value of the land was estimated to be $ 280,000 ($ 7,500,000 in 2023 dollars), the city agreed to a one-time payment of $ 265,000 ($ 7,100,000 in 2023 dollars), payable in Valley Railway corporate bonds. The railway filled the canal with ballast to create

9694-471: The car is owned by a leasing company or private car owner. Chessie's public relations staff drafted a number of possible logos for the new railroad, but continued to strike out until it was suggested to combine the letters "C" and "S" in the shape of an X. Despite the merger in 1980, CSX was a paper railroad (meaning no CSX painted locomotives or rolling stock) until 1986. In that year, Seaboard System changed its name to CSX Transportation. On April 30, 1987,

9825-544: The chief organizer of the corporation, raised $ 191,700 ($ 4,600,000 in 2023 dollars) from Akron area investors. Sales fell far short in Cleveland, even after the Cleveland Rolling Mill bought $ 50,000 ($ 1,300,000 in 2023 dollars) worth of stock. The company was finally organized on April 24, 1872. Its directors were Farmer, King, and Payne, as well as George Cook (Akron-based director of agricultural implement manufacturer Aultman Miller & Co., and director of

9956-509: The city agreed to rebuild the CT&V's docks. The new passenger depot began construction in September 1897. Designed by local structural engineer A. Lincoln Hyde and architect William Stillman Dutton in a modified Gothic Revival style, it was built by contractor C.N. Griffin. The structure was much different than originally projected, just 100-foot (30 m) long and 43-foot (13 m) deep but with three stories rather than two. The roof

10087-514: The city had decided to widen the river at this location, and asked the railroad to construct a longer bridge. Discussions between the city and railroad ensued, and it was not until August 1909 that both sides agreed to a $ 275,000 ($ 9,300,000 in 2023 dollars), 200-foot (61 m) long rolling lift bridge. Built by the Pennsylvania Steel Co., construction took nearly 18 months. Taking into account its piers, abutments, and approaches, it

10218-407: The city of Akron, as chief engineer of the Valley Railway. Because the intent of the railroad was to carry very heavy loads of coal to Akron and Cleveland, the board of directors mandated that the route follow a downhill grade between the two cities and that track curves be extremely wide and easy. The board contemplated building a narrow-gauge railway because it would be cheaper. Pressured by King,

10349-470: The city. In the spring of 1889, Taintor & Holt, a New York City investment firm, began buying up the Valley Railroad's stock on behalf of the B&O. The firm turned this stock over to the B&O in the fall of 1889. With the assistance of Valley board member Sylvester T. Everett and Valley president Jeptha Wade , the B&O obtained majority ownership of the Valley Railroad in late 1889. At

10480-515: The company began laying rails south to meet the line coming up from Akron. Work was once again suspended on January 25, 1879, in a dispute over the quality of work provided by Walsh & Moynahan. A new contractor, the firm of Strong & Carey, was hired, and work resumed on June 3, 1879. When the Valley ran low on cash again, the Lake Shore and Michigan Southern Railway (LS&MS) loaned it about $ 250,000 ($ 8,200,000 in 2023 dollars) to finish

10611-444: The competitors struck a deal to split Conrail between them. On June 23, 1997, CSX and Norfolk Southern Railway (NS) filed a joint application with the Surface Transportation Board for authority to purchase, divide, and operate the assets of the 11,000-mile (18,000 km) Conrail, which had been created in 1976 by bringing together several ailing Northeastern railway systems into a government-owned corporation . On June 6, 1998,

10742-506: The dispute. In late 1895, Ohio Attorney General John K. Richards announced that, in his opinion, the lease to the railroad was illegal. The state then sued to recover the canal bed and evict the railroad. The state legislature adopted a resolution later that year in which it expressed its opinion that the transfer of title to the city had been proper under state law. Discussions among the city, state, and Valley Railway continued until 1908. That year, an appraiser once more found in favor of

10873-584: The dock side alone, and traveling overhead cranes facilitated the movement of heavy loads onto pallets or into freight wagons. As part of the freight expansion, the CT&V built a second freight depot and docks on the Cuyahoga River between Main Avenue and Cathan Avenue (just west of the Superior Avenue Viaduct Bridge). The city of Cleveland, however, wished to widen the Cuyahoga River by 80 feet (24 m) at this point. The city and

11004-533: The double-track, 230-foot (70 m) bridge cost $ 180,000 ($ 6,100,000 in 2023 dollars). The B&O, of its own accord, then rebuilt two more bridges in Cleveland. The first was over the Cuyahoga River near what is now Quigley Road and W. 3rd Street. The 230-foot (70 m) rolling lift bridge was built by the King Bridge Co. and completed in July. Planning for replacement of a second bridge, this one spanning

11135-425: The first responders and veterans respectively. Another special unit, ES44AH 3194, was unveiled on August 22, 2019, in honor of the law enforcement. On September 13, 2022, CSX unveiled SD70AC 4568 painted in honor of Operation Lifesaver's 50th anniversary. In May 2023, CSX unveiled their heritage unit program, beginning with ES44AH No. 1827 being painted for the Baltimore and Ohio Railroad . CSX then stated that

11266-536: The former Valley Railway from Independence to Akron. The railway also passes through or is adjacent to a number of other sites listed on the National Register. The goal of the Valley Railway was to link the industrial centers of Cleveland and Akron, Ohio , with the coal fields of Stark and Tuscarawas counties. The genesis of the railroad is somewhat unclear, however. Railway historians Sam Tamburro and Juliet Galonska have written that David L. King,

11397-473: The general public. Crane's solution was ultimately adopted in 1987, keeping Conrail independent. This was not the end of CSX and NS interest in Conrail, and attempts by both competitors resumed in the 1990s. This time, CSX struck first, announcing a surprise deal to purchase Conrail in October 1996. NS promptly made an offer of its own and began a bidding war with CSX that was only resolved in January 1997 when

11528-407: The grade (100% × rise/run) or standard slope (rise/run). When the angle of inclination is small, using the slope length rather than the horizontal displacement (i.e., using the sine of the angle rather than the tangent) makes only an insignificant difference and can then be used as an approximation. Railway gradients are often expressed in terms of the rise in relation to the distance along the track as

11659-463: The horizontal run by using the Pythagorean theorem, after which it is trivial to calculate the (standard math) slope or the grade (percentage). In Europe, road gradients are signed as a percentage. Grades are related using the following equations with symbols from the figure at top. The slope expressed as a percentage can similarly be determined from the tangent of the angle: If the tangent

11790-466: The impasse and get construction going again, David L. King agreed to accept the position of president of the railway. He demanded, however, that the members of the board of directors personally assume financial responsibility for paying off the company's liabilities. The board agreed, and King was elected on September 25, 1874. To raise funds for construction, King traveled to Europe in February 1875, but failed to sell any bonds . Two years passed before King

11921-546: The intention to purchase Meridian and Bigbee Railroad (MNBR). The MNBR creates a connection 168 miles (270 km) between CSX in Burkville, Alabama near Montgomery , and Meridian, Mississippi , where it joins the Meridian Speedway heading west. Under the proposed agreement, CSX will resume operations between Montgomery and Myrtlewood, terminating the lease currently in place with MNBR, while CPKC will acquire

12052-652: The intersection of Canal and West Market Streets in 1887. The railroad continued to use the old station at Howard and Ridge Streets until 1971. A portion of the Valley Railway's route followed the bed of the abandoned Ohio and Erie Canal. The canal bed was originally owned by the state of Ohio. The railroad asked the Cleveland City Council if it would lease the canal bed to the company, and the council agreed to do so on March 24, 1879. On October 31, 1879, pursuant to previously enacted state law, Governor Richard M. Bishop transferred title to that portion of

12183-413: The inverse tangent of the standard mathematical slope, which is rise / run or the grade / 100. If one looks at red numbers on the chart specifying grade, one can see the quirkiness of using the grade to specify slope; the numbers go from 0 for flat, to 100% at 45 degrees, to infinity as it approaches vertical. Slope may still be expressed when the horizontal run is not known: the rise can be divided by

12314-399: The line and sparked an interest in purchasing it outright. An initial attempt to buy out the P&LE in partnership with an employee buyout by P&LE employees in 1988 failed when negotiations between CSX and the other railroad's unions could not come to an agreement. CSX instead purchased the P&LE main line outright in 1991, leasing it back to the P&LE. The next year, CSX formed

12445-455: The line had been graded (from Canton north almost to Cleveland), contracts for all the bridges had been let, and some bridges had even been partially completed. A financial panic hit in September 1873 , creating worldwide economic havoc. The Panic of 1873 forced the railroad to indefinitely suspend construction on May 14, 1874. By fall 1874, the railroad had run out of money and incurred debts of $ 150,000 ($ 1,300,000 in 2023 dollars). To resolve

12576-589: The line on December 7, 1962. The last passenger train to run on the old CT&V route was the Cleveland Night Express, which provided overnight service to Baltimore. It abandoned the Newburgh Branch in 1964. The Chesapeake and Ohio Railway (C&O) took control of the B&O on February 4, 1963. The two railroads retained their separate identities until merging into the Chessie System on June 15, 1973. By this time, freight service on

12707-546: The load that a locomotive can haul, including the weight of the locomotive itself. On a 1% gradient (1 in 100) a locomotive can pull half (or less) of the load that it can pull on level track. (A heavily loaded train rolling at 20 km/h on heavy rail may require ten times the pull on a 1% upgrade that it does on the level at that speed.) Early railways in the United Kingdom were laid out with very gentle gradients, such as 0.07575% (1 in 1320) and 0.1515% (1 in 660) on

12838-547: The lower level had an asphalt floor. At the main entrance on the first floor was a vestibule from which passengers could pass into the lobby. Men's and women's waiting rooms were located on either side of the lobby. First story flooring consisted of mosaic tile manufactured and installed by the Newcastle Block Pavement Co. of Pittsburgh . The walls were painted a reddish-orange and featured wood wainscoting painted dark green, with oak trim and moldings on

12969-490: The main tracks, the railway asked the city to close Lime Street. The total cost of the project was estimated at $ 500,000 ($ 18,300,000 in 2023 dollars). The freight station, which also featured derricks to assist with the loading of heavy cargo, was completed in June 1896 and the old freight depot retained as a storage facility. The steel-frame station was 50 feet (15 m) deep and 500 feet (150 m) long, with walls and roofing of sheet metal . There were 25 loading bays on

13100-753: The method of expression can affect the gradients selected. The steepest railway lines that do not use a rack system include: Gradients on sharp curves are effectively a bit steeper than the same gradient on straight track, so to compensate for this and make the ruling grade uniform throughout, the gradient on those sharp curves should be reduced slightly. In the era before they were provided with continuous brakes , whether air brakes or vacuum brakes , steep gradients made it extremely difficult for trains to stop safely. In those days, for example, an inspector insisted that Rudgwick railway station in West Sussex be regraded. He would not allow it to open until

13231-545: The name "Family Lines". Despite this wave of mergers, one more was yet to come - the combination of Chessie System and the Family Lines. To this end, the CSX Corporation was organized on November 14, 1978, as a future vehicle for such a merger. Chessie and SCL Industries formally applied for ICC approval of their merger plans in January 1979, causing a rapid reaction from the region's other railroads. By April,

13362-630: The need for a third intermediate railroad to move such traffic. Currently, CSX traffic bound for Mexico is exchanged with the Union Pacific Railroad in New Orleans , who then takes it to the cross-border gateway in Laredo, Texas , where it is delivered to CPKC. In October 2024, the STB approved CSX's resumption of operations on the 93.7 miles (150.8 km) leased from M&B between Burkville and Myrtlewood and CPKC's purchase of

13493-459: The purchase of land and for construction. But when the railroad declined to build the line, the citizen-investors turned this money over to the Valley Railway in 1871. Akron area historian Samuel A. Lane also discusses the fundraising attempt. He notes that King was a primary backer of the effort, but mentions no charter. Lane says the effort to build a railroad ended in the spring of 1871 for reasons which were unclear. The idea, however, gave rise to

13624-420: The railroad as well. In 1906, the B&O closed the existing CT&V roundhouse and built a $ 400,000 ($ 13,600,000 in 2023 dollars), much larger roundhouse and rail yard on W. 3rd Street in Cleveland. The 10-stall semicircular roundhouse measured 280 feet (85 m) on the outside and 145 feet (44 m) on the inside and cost $ 45,347 ($ 1,500,000 in 2023 dollars). Another $ 200,000 ($ 6,800,000 in 2023 dollars)

13755-636: The railroad objected to the tight timeframe, it went ahead with plans for the new bridge as ordered. The railroad proposed a replacing the existing structure with a Scherzer rolling lift bridge , a plan which was approved in August 1905. The new bridge opened in September 1906. Designed by the Scherzer Rolling Lift Bridge Co. , manufactured by the King Bridge Co., and erected by the Pittsburgh Construction Co.,

13886-465: The railroad's main cargoes were coal, copper ore, iron ore, lime, sand, and stone, but it carried much less agricultural produce than had been estimated. By 1892, four trains a day ran the entire length of the railroad, with two additional trains running each day between Cleveland and Akron. Worldwide financial difficulties led to the Valley Railway's collapse in 1892. They began with the Baring crisis in

14017-431: The railway came to an agreement whereby the city would close West River Street and give this 80 feet (24 m) of land to the railroad. The 80 feet (24 m) of land on which the CT&V docks sat would be removed to allow for the widened river channel. Since the river was a "highway" under state law, the railway agreed to pay an assessment of about $ 16,500 ($ 600,000 in 2023 dollars) for "highway improvements"; in return,

14148-414: The railway. Frustrated, the state attorney general filed a motion in state district court in early March 1908 demanding title to the canal bed. In October of that year, the railway filed a demurrer in the case. The case dragged on into 1910. The 1896 legislative resolution became an issue before the courts, with the state attorney general arguing that a resolution was inadequate to affirm the city's title to

14279-417: The rear of the depot, would also be built. A trestle would bring the trains up to the level of the station and train shed. The CT&V also acquired 2,500 feet (760 m) of riverfront along Columbus Road, south of Center Street. The company said it would build a second freight station and extensive new docks there, complete with McMyler rotary car dumpers . To connect the new freight station and docks with

14410-552: The receiving of incoming and outgoing passenger traffic, and the other for the making up of trains and the loading of special trains. With the depression caused by the Panic of 1896 ending, the CT&V did very well financially. It gave the Wheeling & Lake Erie trackage rights over the entire length of the CT&V, built a new freight depot in Cleveland on Seneca Street near the Central Viaduct (a block north of what

14541-517: The same time, the two companies' lawyers needed a name to use as part of their proceedings with the ICC. "CSC" was chosen but belonged to a trucking company in Virginia . "CSM" (for "Chessie-Seaboard Merger") was also taken. Needing some sort of identifier for the new railroad, the lawyers decided to use "CSX", and the name stuck, despite only being intended as a placeholder. In the public announcement, it

14672-442: The steel industry in the 1980s crippled the railroad. As local traffic dried up, conditions reached the point that the B&O was running as many as 20 trains per day on the P&LE main line versus just one run by the line's owner. When P&LE employees went on strike to protest a change in ownership of the railroad, the company cut maintenance and reduced its main line to one track to cut costs. This adversely affected CSX usage of

14803-456: The successor of Seaboard System Railroad . In 1999, CSX Transportation acquired about half of Conrail in a joint purchase with competitor Norfolk Southern Railway . In 2022, it acquired Pan Am Railways , extending its reach into northern New England . Norfolk Southern remains CSX's chief competitor; the two share a duopoly on transcontinental freight rail lines in the east half of the US. CSX

14934-572: The time a deal was reached in October 1991 whereby CSX and the State of Virginia each purchased part of the RF&;P. From the 1930s, the B&O had used part of the Pittsburgh and Lake Erie Railroad (P&LE) main line from McKeesport, Pennsylvania , to West Pittsburg via a trackage rights agreement. The P&LE remained healthy enough to escape inclusion in Conrail, but a severe downturn in

15065-536: The track bed. The state of Ohio was displeased that the city had leased the canal bed, and challenged the lease in 1879. A special joint committee was appointed by the Ohio Senate that year to examine the issue, but concluded that the city properly held title to the canal bed and could do with it as it wished. The joint committee's report was subsequently adopted by the Ohio Senate. This did not put an end to

15196-413: The track. The 57-mile (92 km) line between Cleveland and Canton was completed on October 27, 1879. The first train (which carried important businessmen, civic leaders, clergy, industrialists, and politicians) ran on the line on January 28, 1880. Regular freight and passenger traffic began running on February 2, 1880. Work on the remainder of the railroad slowed appreciably. The Valley Railway crossed

15327-593: The two companies, but CSX declined, and in 2015 Canadian Pacific made an attempt to purchase and merge with Norfolk Southern , but NS declined to do so as well. In 2017, CSX announced Hunter Harrison would become its new chief executive officer; a settlement with activist investor Paul Hilal and Mantle Ridge. CSX added five new directors to their board, including Harrison and Mantle Ridge founder Paul Hilal. Mantle Ridge owns 4.9% of CSX. Harrison quickly moved to convert CSX rail operations to precision railroading . On December 14, 2017, CSX announced that Hunter Harrison

15458-447: The walls and ceiling. An elevator and stairs led from the vestibule to the upper floors. The second floor housed the CT&V's corporate headquarters, and featured mosaic tile flooring and walls painted ecru with oak trim. A large brick pillar, running through the building to the foundation, supported the heavy safes in the auditor's and engineer's offices. The third floor contained the railway's engineering and telegraphy offices, while

15589-417: The word "grade" is used for human-made surfaces such as roads, landscape grading, roof pitches , railroads , aqueducts , and pedestrian or bicycle routes. The grade may refer to the longitudinal slope or the perpendicular cross slope . There are several ways to express slope: Any of these may be used. Grade is usually expressed as a percentage, but this is easily converted to the angle α by taking

15720-715: The world according to the Guinness Book of World Records are Baldwin Street in Dunedin, New Zealand, Ffordd Pen Llech in Harlech, Wales and Canton Avenue in Pittsburgh, Pennsylvania. The Guinness World Record once again lists Baldwin Street as the steepest street in the world, with a 34.8% grade (1 in 2.87) after a successful appeal against the ruling that handed the title, briefly, to Ffordd Pen Llech . A number of streets elsewhere have steeper grades than those listed in

15851-557: Was able to interest bankers and investors in Cleveland and New York City to purchase the $ 6.5 million ($ 186,000,000 in 2023 dollars) in bonds the railroad needed to complete work. Walsh & Moynahan, new contractors, were hired, and work resumed on August 7, 1878. Once grading was complete, track began to be laid. The first rail was laid near Old Forge in Akron (near the present-day intersection of N. Arlington Street and North Street) on October 26, 1878. From Akron, rails were laid north toward Cleveland and south toward Canton; in Cleveland,

15982-557: Was acquired by CSX in February 1990. The RF&P had historically been jointly owned by a number of connecting railroads through a holding company and operated as a bridge line . All of these owners except the Pennsylvania Railroad and the Southern Railway eventually became part of CSX, and the PRR stake was given up during the bankruptcy of Penn Central. This purchase added a new connection between Alexandria and Richmond , linking former B&O lines with those of C&O and Seaboard. However,

16113-408: Was acquired for the same purpose. With the arrival of Hunter Harrison , CSX began to store many locomotives. Following Harrison's death, his replacement James Foote largely continued his policies. The company had over 900 locomotives in storage in January 2018. CSX ordered ten SD70ACe-T4s in August 2018, which were delivered in July the following year. They are classified as ST70AHs. CSX also has

16244-542: Was converted into a freight depot. The CT&V realigned the entire 14.4-mile (23.2 km) route between Beach City and Mineral City and 1.5 miles (2.4 km) around East Sparta in 1938, to accommodate the Muskingum River Conservation District 's flood control initiatives. Passenger travel on the former CT&V increased somewhat during World War II, but declined sharply again afterward. The B&O ceased all passenger service on

16375-685: Was incorporated in the state of Ohio on August 21, 1871. The incorporators consisted of Henry Chisholm , co-founder and primary investor in the Cleveland Rolling Mill (a steel mill); James Farmer, president of the Ohio National Bank; Samuel Augustus Fuller , founder of the Union Iron Works (a Cleveland iron foundry); David L. King; Nathan P. Payne , a Cleveland coal dealer; and Warrick B. Price, Midwestern real estate developer and former secretary and treasurer of

16506-515: Was intended to serve the old Newburgh area's steel industry , and became known as the Newburgh Branch. Expansion proved unsuccessful. The Valley Railway had been the primary means of travel from Canton to Akron to Cleveland, but in 1895 the Northern Ohio Interurban Railroad opened. This inexpensive light rail service effectively destroyed the Valley Railway's passenger traffic between Cleveland and Akron, eliminating

16637-429: Was of slate, mined in Virginia . The building's steel frame had a first floor facade of rock-faced blue sandstone, while the upper floors were of buff pressed brick trimmed with stone. Turrets at the corners helped to strengthen the building, and clock tower illuminated by floodlights rose from the steeply pitched roof. The clock mechanism was designed and built by the local firm of Scribner and Loehr. The baggage room on

16768-734: Was on medical leave. Two days after the announcement, Harrison died, one day after being hospitalized for complications of an ongoing illness. CSX initially saw a 10% drop in its stock price, but turned around to hit a new 52-week high less than a month later (January 2018). Harrison's successors have continued the shift to precision railroading, with most hump yards converted to flat yards, low volume shipping lanes eliminated and reductions in rolling stock and work force. On November 30, 2020, CSX Transportation's parent company CSX Corporation announced on social media that they had come to an agreement with Pan Am Systems to purchase New England based Class II Pan Am Railways , pending regulatory approval from

16899-458: Was said that "CSX is singularly appropriate. C can stand for Chessie, S for Seaboard and X, the multiplication symbol, means that together we are so much more." However, an August 9, 2016, article on the Railway Age website stated that " ... the 'X' was for 'Consolidated' ". A fourth letter had to be added to CSX when used as a reporting mark because reporting marks that end in X mean that

17030-418: Was spent building the rail yard. Other improvements included: A controversy broke out in 1905 over whether the CT&V would be required to replace its railroad bridge over the Cuyahoga River. At issue was a swing bridge over the Old Ship Channel of the Cuyahoga River. The Constitution of the United States and various federal court rulings gave the federal government control over all navigable waters, and

17161-779: Was the largest rolling lift bridge in the world. The company also repaired a swing bridge just downstream from what is now the Center Street Bridge. This swing bridge was severely damaged when floods sent three ships crashing against the bridge. The CT&V sued for damages, and the case went to the United States Supreme Court . The Supreme Court held in Cleveland Terminal and Valley R. Co. v. Cleveland S. S. Co. , 208 U.S. 316 (1908), that bridge piers, bridge protective pilings, and docks were not "aids to navigation" and thus damage to them by

#794205