Geskiedenis Podcasts

Bevat foto's van die Libanon -treinstasie - Geskiedenis

Bevat foto's van die Libanon -treinstasie - Geskiedenis



Libanon


Turtle Creek Valley Flyer

Ervaar 'n historiese treinrit op die Libanon Mason Monroe Railroad. U reis deur die landkant van Warren County in die suidweste van Ohio. Vra gerus tydens u rit enige vrae oor die spoorweggeskiedenis en -operasies aan enige van ons passasiersgeleiers.

Die Turtle Creek Valley Flyer is 'n heerlike opvoedkundige ervaring wat pas by die skedules van skole en dagversorgings. Ons is nie net tot skoolgroepe beperk nie. Bring u senior sentrum en laat u inwoners dink aan die goeie ou dae van treinreise!

Die Turtle Creek Valley Flyer bevat Lackawanna -busstoele en luukse sitplekke in ons 3200 -motor.

Caboose -huur:

Op sekere dae in Junie en Julie het groot partye die opsie om ons kajuit te huur (kajuit sitplekke tot agt mense).


Vroeë geskiedenis van Middel -Tennessee

Dit is 'n wonderlike boekie vir diegene wat in die middel van die provinsies van Tennessee soek, en bevat name van baie van die gesinne wat daar gewoon het, gevegte met Indiërs en forte wat vir hul beskerming gebou is. Bevat foto's van individue, huise en monumente.

Die geskiedenis van Tennessee, en veral die van ons eie deel van die staat, is ongelukkig lank agterweë gelaat, en dit is nou met die grootste moeite dat baie van die geïsoleerde tradisies in 'n deurlopende draad van die geskiedenis verweef kan word.

Die mislukking van vorige generasies om baie van die opwindende gebeure uit die vroeë tye in die Cumberland-vallei bymekaar te maak en op te neem, het die taak van die historiese skrywer van vandag vergroot. Slegs 'n ander poging is aangewend om 'n geskiedenis van Middel -Tennessee te skryf, en dit was deur kolonel AW Putnam, van Nashville, in 1859. Uit hierdie werk het ek baie waardevolle inligting versamel, sowel as uit Carr's Early Times, die geskiedenis van die Staat geskryf deur regter Haywood, dr. Ramsey, mnr. Phelan, prof. McGee, Garrett en Goodpasture en ander. Ek is ook dank verskuldig aan Imlay's Historical Works, Roosevelt's Winning of the West en Washington Irving se verslag oor Spaanse reise.

Baie van die laasgenoemde tradisies wat bestaan ​​in beide die Sumner- en Davidson-graafskappe is versamel en geharmoniseer, en ek erken dat ek skuldig is aan die vele bronne waaruit dit verkry is. Veral wil ek dankie sê aan dr. J. H. McNeilly, Nashville, dr. R. V. Foster, Libanon, en kolonel Ruben T. Durrett, van Louisville, vir die vriendelikheid en hulp en baie gunsies. Sonder die hulp van hierdie en van ander wat genoem kan word, moes ek verby die historiese akkuraatheid gewees het, wat volgens my die kenmerk van die komende werk is:

Vir my eie bevrediging sowel as vir die van die komende geslagte, het ek die feite uit elke beskikbare bron versamel, en dit nou aan die publiek gegee, met die vertroue dat hulle kan onderrig en vermaak,


Bevat foto's van die Libanon -treinstasie - Geskiedenis

MSA SC 985 - Mame Warren -versameling


MSA SC 1353 -Wilson -versameling van Baldwin -familie -glasplaatnegatiewe

  • Beperkings: Die negatiewe glasplaat sirkuleer nie. Vyftig afdrukke uit 'n verskeidenheid negatiewe kan by die staatsargief besigtig word. Kontak die kurator van foto's vir meer inligting oor hierdie versameling.

MSA SC 1406 - Hayman -versameling

  • Beperkings: Daar is geen beperkings op hierdie versameling nie. 'N Rekenaarindeks is beskikbaar in die soekkamer in die Staatsargief.
  • 'N Kort biografie van E. H. Pickering.
  • Die Meade -versameling bestaan ​​uit 90 afdrukke en ongeveer 530 negatiewe, geneem deur Rowland H. Meade, 'n kommersiële fotograaf in Annapolis, MD, tussen ongeveer. 1930 en c. 1950. Die foto's is hoofsaaklik onderwerpe in Annapolis, soos die City Dock, St. John's College, die US Naval Academy, die Historic Homes en ander belangrike plekke in en rondom Annapolis.
  • Beperkings: Daar is geen beperkings op hierdie versameling nie. 'N Rekenaarindeks is beskikbaar in die soekkamer in die argief.
  • 'N Kort biografie van E. H. Pickering.
  • Beperkings: Daar is geen afdrukke vir negatiewe bo 500 nie, en negatiewe kan nie versprei word nie. Beskermers moet 'n afdruk bestel om die prentjie te sien. 'N Rekenaarindeks is beskikbaar in die argief se soekkamer.
  • 'N Kort biografie van E. H. Pickering.
    'N Kort biografie van Howard Hayman [aan die gang]


MSA SC 1805 - Henry Schaefer -versameling

  • Beperkings: Daar is geen beperkings op die afdrukke in hierdie versameling nie. Die leergebinde album in die versameling versprei nie sonder toestemming van die kurator van foto's nie. 'N Rekenaarindeks is beskikbaar in die soekkamer in die argief.
  • 'N Kort biografie van Henry Schaefer.

MSA SC 1887 - Versameling van geskenkte foto's in Maryland State Archives

  • Beperkings: Alle foto's met getalle onder 30 000 is beperk. Marion Warren moet gekontak word vir afskrifte van hierdie foto's. 'N Rekenaarindeks word tans aan die gang vir hierdie versameling, maar kontak die kurator van foto's totdat toegang tot die versameling voltooi is. Nie alle negatiewe het afdrukke nie. Negatiewe sirkuleer nie.
  • 'N Kort biografie van Marion E. Warren


MSA SC 1951 - Versameling stereo -aansigte

MSA SC 2140 - The Annapolis I Remember Collection

  • 152 foto's van brande, brandweerwaens, brandweermanne, vroue -bykomstighede en parades in die deelstaat Maryland, sowel as brandweerbyeenkomste in Frederick, Annapolis, Ocean City, Hyattsville, Mount Rainer en College Park. Die foto's dateer tussen 1900 en 1960.

MSA SC 3544 - Thomas Baden -versameling

  • Beperkings: Daar is geen beperkings op hierdie versameling nie. 'N Rekenaarindeks is by die Argief beskikbaar.
    'N Kort biografie van Thomas Baden [aan die gang]
  • 48 afskriffoto's van foto's van Frederick, Maryland, meestal geneem deur Frederick fotograaf J. D. Byerly. Die datums van die foto's wissel tussen c. 1860 en c. 1890. Onderwerpe sluit in straattonele, parades, geboue, vloede, die Maryland Institute for the Deaf, onder andere geleenthede en geboue.
  • Beperkings: Daar is geen beperkings op hierdie versameling nie. 'N Rekenaarindeks is by die Argief beskikbaar.
    'N Kort biografie van J. D. Byerly


Hierdie webwerf word aangebied vir verwysingsdoeleindes onder die leerstelling van billike gebruik. As hierdie materiaal geheel of gedeeltelik gebruik word, moet die Maryland State Archives die regte aanhaling en krediet toeskryf. LET WEL: die webwerf kan materiaal uit ander bronne bevat wat onder outeursreg is. Beoordeling van regte en volledige bronvermelding is die gebruiker se verantwoordelikheid.


Bevat foto's van die Libanon -treinstasie - Geskiedenis

Top tien historiese plekke in Stony Valley en omgewing
No 7 - Rausch Gap

Die geskiedenis van Rausch Gap het begin toe dr. Kugler 'n steenkoolmyn in die laer Antrasiet -gebied van Pennsylvania in die noordelike helling van Sharp Mountain in die huidige Cold Spring Township, Libanon County, in 1823 geopen het. Dit was vyf jaar later, in 1828, toe die Dauphin & Susquehanna Coal Company, waarby Kugler deel was, die kersdorp Rausch Run in 'n baie klipperige vallei gebou het waar die huidige spoorweg deurloop.

Tussen die jare 1850 en 1851 het die steenkoolmaatskappy 'n spoorlyn van Dauphin, Dauphin County, na Rausch Run (wat tussen 1839 en 1851 hernoem is), Libanon County, gebou. Teen Junie 1851 was daar bykans twee dosyn bord- en kliphuise saam met ander verspreide strukture. Omstreeks hierdie tyd het die stad waarskynlik die meerderheid begrafnisse in die plaaslike begraafplaas ontvang. In 1854 is die spoorlyn uitgebrei na Auburn, Schuylkill County, en voltooi die een-en-vyftig myl lyn. Die stad Rausch Gap het in 1872 afgeneem toe die spoorweghoofkwartier, wat voorheen by die stad gestasioneer was, na Pine Grove, Schuylkill County, verskuif is. As gevolg van die verskuiwing van die hoofkwartier, die gebrek aan steenkool van goeie gehalte en die Amerikaanse burgeroorlog, het die stad teen 1900 feitlik verlate geraak.


Ruïne van 'n huisstigting en 'n verlate put by Rausch Gap.
Foto's deur Annette (Watts) Logan

In 1945 is die spore geskeur en die hele stad, saam met die res van Stony Valley, is verlate. Rausch Gap en Cold Spring (die stasie in die weste) is albei in die veertiger- en vyftigerjare as oefenterrein vir Fort Indiantown Gap gebruik. Die Pennsylvania State Game Commission het die grond rondom hierdie tydperk gekoop en die gebied in State Game Lands #211 verander, met die ou spoorwegbed wat 'n spoorweg geword het. Van 1972 tot 1974 is 'n argeologiese opgrawing gedoen deur 'n groep studente in die Noord -Libanon op die terrein van die voormalige stad. In 1973 het die Blue Mountain Eagle Climbing Club ook die Rausch Gap Shelter vir die Appalachian Trail gebou (die oorspronklike skuiling hieronder getoon). In 2012 is die "Hilton of the AT" herbou deur die Blue Mountain Eagle Climbing Club. Die Susquehanna Appalachian Trail Club onderhou tans die Rausch Gap -gedeelte van die Appalachian Trail.

Die spruite was tot 1986 besoedel deur die dreinering van suur myn, toe die Dauphin County Chapter van Trout Unlimited en die Pennsylvania State University 'n kalksteen -neutralisasiestelsel op Rausch Creek geïnstalleer het om die gesondheid in die waters te herstel. Rondom die nuwe millennium is 'n ander neutralisasiestelsel geïnstalleer, ook op Rausch Creek, en nou ondersteun die waters allerhande lewens.

Orkaan Ivan het egter beide die neutraliseringstelsels uitgeskakel. Een is vir 'n kort rukkie herstel met kleeflint totdat albei weer deur 'n ander reënbui uitgeslaan is. Die orkaan het ook gedeeltes van die spoorweg en die boonste spoorweg verwoes, asook 'n gedeelte van een van die klipbrug-aanslae op die boonste spoorweg. Die orkaan het saam met die vallei die stad verlaat en 'n paar herstelwerk nodig gehad.

AANWYSINGS: Parkeer by die Western Rail-Trail parkeerterrein op Gold Mine Road. Gaan verder weswaarts op die spoorweg na Dauphin, ongeveer 3 myl. Voordat u die groen brug bo-op die oorblyfsels van die klipboogbrug oorsteek, sal daar aan die suidekant van die spoor 'n houtbord wees wat die geskiedenis kortliks beskryf en enkele van die belangrikste ruïnes in die stad beklemtoon (hierbo getoon) .


Spoorweë


1905 1905 1916 1949 1952
Spoorweg depot plekke

Al vyf die beelde hierbo toon die liggings van die Cincinnati -depots. Die eerste kaart van 1905 toon die spoorwegdepots baie mooi, maar dit sal baie lank neem om te laai as gevolg van die grootte daarvan. Die tweede beeld toon basies dieselfde beeld, maar toon 'n kleiner oppervlakte en laai dus baie vinniger. Die derde kaart van 1916 gee 'n nader kyk na die sentrum van Cincinnati. Die laaste beeld is in 1949 geneem en toon baie duidelik al die depots wat nog langs die rivier bestaan. Hierdie beeld is ook baie groot. Die laaste een is nou verwant aan die vierde beeld, net op 'n ander manier.

PENNSYLVANIA en L. & amp N. STATION (PAN HANDLE) / LITTLE MIAMI RAILROAD

Op 11 Maart 1836 is die Little Miami Railroad gehuur en word dit dus die eerste spoorwegonderneming wat die stad Cincinnati bedien het. Die lyn het van Cincinnati na Springfield, Ohio, gegaan. Van daar af het dit verbind met die Mad River en Lake Erie Railroad, en sodoende 'n roete van die Ohio -rivier na Lake Erie by Sandusky gelewer. Die eerste trein ry na Loveland in 1843, Xenia in 1844 en na Springfield in 1846. Binne 20 jaar het die stelsel by Cincinnati met Pittsburgh aangesluit.
Die eerste Cincinnati -terminale mag nie naby die stad gebou word nie, omdat die stadsraad geglo het dat die lokomotiewe perde ernstig sou steur. Die depot is dus 3 myl van die stad in Pendleton gebou. Hierdie uitspraak veroordeel die spoorpassasiers om in die motors te ry vanaf die voorstraat se depot wat perde na die korporasie se lyn by Pendleton getrek het, waar die motors na die lokomotief oorgeplaas is. Die eerste prentjie toon die depot in Pendleton en die volgende een is 'n uitleg van hierdie fasiliteit.


Hierdie depot is van 1841 tot 1859 gebruik

Die eerste drie afbeeldings hieronder toon die oorspronklike voorstraat -depot waar alle treine deur die deure wat na die ooste kyk, moes inry. Die passasiersdepot teen 1848 het 60 'by 154' gemeet (1ste prent). Uitbreiding het nodig geword en in 1853-54 is 'n nuwe depot gebou. Treine van 90 'by 465' en 60 'lank, het weer slegs deur die oostekant ingegaan (2de en 3de beeld). Teen 1859 was dit duidelik dat die stad se vrees vir perde wat skrik, ongegrond was, en daarom is 'n nuwe depot gebou en die Pendleton -stasie is gesluit. Die vierde prent hieronder toon hierdie depot in 1875.


1848 1854 1854 1875 Poskaart

Hierdie depot het bestaan ​​tot 1889 toe dit deur 'n brand verwoes is, maar dit is reeds in 1881 tot die status van 'n vragstasie gereduseer deur die oprigting van 'n nuwe depot deur 'n huurder van die Miami Company, die Pittsburgh, Cincinnati en Saint Louis Railroad. Hierdie stasie was geleë in Pearl- en Butlerstraat, langs en een blok nader aan die middestad. Die ou depot is verwerk tot 'n vraghuis. Die laaste prent hierbo is 'n poskaart wat tussen 1926 en 1940 vervaardig is. Die uitleg vir die depot word hieronder getoon.

Teen 1868 is al die Little Miami -lyne aan Pittsburgh (PRR) verhuur en die aantal passasierstreine wat Cincinnati bedien, was 65 per dag, wat al die pos- en sneltreine en spesiale treine byvoeg, en dié wat uitsluitlik vir werknemers bedien word, en die totaal bereik 75 tot 89 wat aankom en vertrek per dag. Die stygende verkeer en algemene welvaart van die meeste spoorweë het die direkteure van hierdie lyne aangespoor om uit te brei. Die eerste wat uitgebrei het, was die maatskappy wat die Little Miami Railroad in 1868 oorgeneem het, die Pittsburgh, Cincinnati, Chicago en Saint Louis Railroad, waaraan die Miami -pad en sy filiaal, die Columbus en Xenia, in 1869 verhuur is. die Pan Handle -roete (later Panhandle) na die korporatiewe titel van een van die kiesers, was die PCC en St. L. in wese 'n lyn van Pittsburgh na Cincinnati.
Die eerste afbeelding hieronder is die lokomotief Rueben R. Springer van Little Miami wat in 1854 deur die Cincinnati Locomotive Works gebou is. Die foto is in die vroeë 1860's in Morrow, Ohio, geneem. Die tweede beeld is die Little Miami en Columbus & amp; Xenia lokomotief Dr. Goodale in 1865. Die Dr. Goodale is in 1853 deur die Cincinnati Locomotive Works gebou. Die foto is voor die hoteldepot van Xenia geneem.


Reuben R. Springer-1854 Dr Goodale-1865

Die konstruksie van die Newport Bridge (1868-1872) maak Kentucky oop en wys suid vir handel en dwing die Panhandle om 'n nuwe depot op te rig. Bouwerk het in 1880 begin met 'n blok wes en een blok noord van die ou depot in East Pearl- en Butlerstraat. Hierdie gebou, hieronder gesien, sal 52 jaar duur, tot 1933 wanneer alle depots by Union Terminal gekonsolideer word.
Die Newport -brug van die Louisville-, Cincinnati- en Lexington -spoorlyn is so geleë en gebou dat dit direk met die Little Miami -spore verbind kon word. Met die nuwe depot wat gebou is, is die spore langs die suidekant van die stasie verplaas. Die L & amp N Railroad en die PRR Railroad het 'n noue en lang vennootskap geniet. L & ampN -verkeer vanaf Louisville en verder suidwaarts is ooswaarts op die Pennsy gestuur. (PRR). Die twee spoorweë het saamgewerk aan die bou, eienaarskap en gebruik van baie geriewe in Cincinnati. Die vragmotors wat aan weerskante van dieselfde straat bedryf word, en die motorwisselaars is saam. Die naam van die L & ampN's & quot; Short Line & quot; verwys na die feit dat die pad na Louisville korter was as enige van die ander mededingende RR's. Die PRR het nou toegang suid tot by New Orleans.


Ca 1920/30s Bloudruk van depot

Die eerste nie-poskaart hieronder toon die ou 1854 Little Miami Depot-geboue na die omskakeling daarvan in 'n vraghuis in 1881 tydens die vloed 1883. Voor die ou depot kan u die nuwer vraghuis van PCC en St. Die 2de prentjie toon die laaiplatforms wat weswaarts na die depot kyk. Die verhoogde benadering tot die L & amp N -brug kan duidelik gesien word tussen die stasie en die vraghuis wat die tweede Little Miami -treinstasie was. Aan die verste punt van die klipmuur is die oorskakeling na die Eggelston Street -baan wat na die Court Street Depot gegaan het (sien hieronder). Die volgende twee regte poskaarte is wonderlike beelde van die vraghuis gesien vanaf die oostekant en die binnekant van die vraghuis.

.Die eerste nie-poskaartafbeelding hieronder is 'n lugfoto wat die vraghuis en stasie duidelik toon. Die 2de prent is 'n litografie van die depot uit 1880 en die 3de foto van 1929 kyk ooswaarts langs Pearl St. (Pearl St. is nou Pete Rose Way). Die vierde beeld toon die benadering tot die brug. Die volgende uitsig is 'n close-up van die brug, wat die Little Miami Bridge genoem word. Die laaste beeld is die vloed van 1884 wat uit Pearlstraat gesien is.

'N Seldsame nie-poskaartbeeld van die binnekant van die depot wat tydens die vloed van 1913 geneem is.

Spoorweë wat die Pennsylvania -stasie oor die jare gebruik het: Pennsylvania Railroad Pittsburgh, Cincinnati, Chicago en Saint Louis (PCC & ampStL) Louisville & Nashville (L & ampN) Norfolk & amp Western (N & ampW) en die Grand Rapids & amp Indiana (GR & ampI).


J. M. Harris J. A. McCrea R. F. Thayer Brent Arnold
Superintendent L & ampN vragagent

Behalwe wat in die prentjie verskyn, word daar geen ander inligting gegee oor die tekeninge van die koerantkunstenaars op hierdie webwerf nie. Ek probeer ondersoek instel na wie dit was, maar baie was blykbaar nie baie belangrik wat die geskiedenis betref nie, want ek kan tot dusver geen verwysing daarna vind nie. Thayer lyk asof hy 'n kaartjie -agent was, Harris, geen idee nie.

BAYMILLER STATION (C. H. & amp D.)

Die tweede spoorlyn van Cincinnati was die Cincinnati, Hamilton en Dayton (C. H. & ampD) wat in 1846 met diens aan Hamilton begin en in 1851 na Dayton. hierdie webwerf sou amper 'n eeu lank bly staan ​​(1933). Die oorspronklike gebou was 103 'by 500' met beide vrag en passasiers in dieselfde ruimte. Teen 1860 het die toename in verkeer gelei tot ondraaglike verwarring, foute, ongemak en opeenhoping by die depot dat 'n nuwe struktuur gebou moes word. Die ou depot is bewaar en is streng gebruik as 'n vragdepot nadat die nuwe depot heeltemal apart langs die ou gebou is. Dit is in 1864 voltooi en het sypaadjies vir 800 vragmotors en 'n ronde huis met 25 lokomotiewe. Meet 50 'langs 5th St. en strek 475' langs Baymiller St. tot 6th St. met die hoofhuis van 2 1/2 verdiepings op die hoek. Daar was ook 'n groot masjienwinkel. Die CH & ampD is in 1917 deur die Baltimore & Ohio Railroad verkry en was van toe af bekend as die B. & amp. Baymiller -stasie.

Die eerste nie-poskaartfoto hierbo is 'n baie vroeë aansig van die CH & ampD Baymiller-stasie, moontlik tydens die 1898 G.A.R. Nasionale kamp in Cincinnati. Die volgende prentjie is 'n baie vroeë foto en toon die agterkant van die vroeë geboue. Dit toon 3 treinstalle met die een aan die linkerkant die passasierstreinstasie. U kan die hoofstasiegebou, oftewel hoofhuis, bo -op die middelste vragskuur sien. Die derde skuur aan die regterkant was ook 'n vragskuur. Die middelste treinskuur was die oorspronklike passasiersfasiliteit van die depot. Een van die spoorweë wat hierdie fasiliteite gebruik het, was die Atlantic & amp; Great Western, wat op spore gery het wat bekend was as breedmeters, terwyl die CH & ampD standaard spore gebruik het. Dit is die rede waarom u sien dat al die spore op hierdie foto dubbelrail was. Hierdie seldsame reëling was 'n onderhoudsmerrie. Die meeste spoorweë met 'n tweespoor-operasie sou net 'n derde spoor byvoeg sodat beide treine dieselfde spoor aan die een kant gebruik. Die laaste afbeelding hierbo toon die hoofgebou in 1918 toe 'n groot wit bord bo -aan die ingang geplaas is om aan te kondig dat die stasie nou 'n B & ampO Railroad -fasiliteit is.

Die twee beelde hierbo is van die depot in die 1920's wat die voorkant van die stasie met Baymillerstraat aan die regterkant van die depot wys. Die 2de prentjie wat nie poskaart is nie, is uit die laaigebied met Baymillerstraat aan die linkerkant.

*
C. H. & amp D. Depot Parlour car-C. H. & amp; D. R. R. Lokomotief 2102 gebou 1892
(Baymiller -stasie)

Spoorweë wat oor die jare die Baymiller-stasie gebruik het: Baltimore en Ohio (B & amp) Cincinnati, Indianapolis & Western, die Cincinnati, Hamilton & amp; Dayton (CH & ampD) en die Chicago, Indianapolis en Louisville (CI & ampL) AKA Monon, Cincinnati en Westwood, Cincinnati- Noordwes.


J.A. Edson Hoofbestuurder CH & amp D

Die hoofbestuurder, Job Adolphus Edson, is in September 1904 aangestel. Soos in die 2de prent hierbo gesien kan word, was hy 'n persoon wat deur almal in die vervoerbedryf gewaardeer is. Hy is in Februarie 1854 gebore as 'n telegraaf. Daarna word hy 'n treinsender en daarna as hoofafsender vir die Indiana en Dayton -afdeling van die Chicago, Milwaukee & St. Daarna word hy afdelingsuperintendent vir die Missouri Pacific van 1887 tot 1889. Hy was toe superintendent van die Texas -afdeling van die St. Louis & amp Southwestern en daarna die hele stelsel. Hy was toe algemene superintendent en tweede vise-president van die stelsel en algemene superintendent van die St. Louis & amp Southwestern en Tyler spoorweë. Dan hoofbestuurder van die Kansas City, Pittsburgh en Gulfweg. In 1903 word hy hoofbestuurder van die Denver & Rio Grande. Daarna het hy die pos by die CH & ampD aangeneem.


C. A. Wilson D. G. Edwards E. Zimmerman A. H. McLeod Russell Harding
Hoofingenieur CH & amp D Passasierspresident CH & amp D Ch & amp D Vrag-ondervoorsitter
CH & amp D Verkeersbestuurder Verkeersbestuurder CH & amp D


W. H. Brimson W. M. Greene S. T. McLaughlin
Algemene superintendent vise -president en amp B. & amp; vragagent
B. & amp O. Hoofbestuurder B & amp O

OHIO & amp MISSISSIPPI STATION

In 1854 is die derde depot in Cincinnati geopen om 'n baan tussen Cincinnati en die weste, veral Saint Louis, oop te maak. Dit is die O. en M. of die Ohio & amp Mississippi Line genoem. Soos gesien kan word in die twee nie-poskaartbeelde hieronder, was die onderneming finansieel nie goed nie. Die lyn is langs die suidekant van Frontstraat tussen Mill- en Woodstraat gebou. Vir ongeveer vyf jaar het die O. & amp M. Railroad die handel in die weste vir hulleself gehad totdat die C. & amp I. Die stasie is in 1873 op dieselfde plek herbou.

Hierdie huislike stasie is binne 1882 in slegs drie maande deur die smalspoor Cincinnati Northern Railway gebou, vier jaar nadat die spoorweg die enigste spoorwegtunnel van Cincinnati gegrawe het om die kop van die steil dalende Deer Creek-vallei langs Gilbertlaan te bereik. Hierdie tonnel (soms na verwys as die Oak Street Tunnel) kan gesien word in die nie-poskaartbeelde hieronder. Dit is voltooi in 1881 en is ongeveer 1/3 myl lank met 'n boorgat van 19 '. Oorspronklik het dit twee smalspoorbane gehad, maar dit is later omskep in twee standaardspore, ondanks die feit dat die tonnel te klein was vir treine om by mekaar verby te kom. 'N Ongeluk in 1916 het die spoorlyn gelei om die twee spore deur 'n enkele spoor te vervang. Dit het beteken dat die treine aan weerskante moes wag totdat 'n duidelike sein gegee is. Daar is berig dat hierdie lyn in die 1920's meer vrag in 'n stuk van 5 myl gegenereer het as enige ander in die Cincinnati -omgewing. Die lyn was nog in gebruik tot in die laat 1980's. Dit is tans in besit van SORTA (Southwest Ohio Regional Transit Authority) en word onderhou vir moontlike gebruik in die toekoms vir passasierspoordiens. Die grootste probleem is die klein grootte daarvan. Die kaart in die middel toon die ligging van hierdie tonnel (in geel) met die noordelike ingang onder die noordoostelike hoek van Oak & amp; May Sts. en die suidelike ingang is in 'n snit tussen William Howard Taft en McMillan St. parallel aan die N I-71 ingang. 'N Kort ondergang van identiese baksteenkonstruksie is onder McMillan St. gebou en kan in rooi gesien word.

Die Court Street -stasie was aan die noordekant van Courtstraat tussen Broadway- en Gilbertstraat geleë. Die pad is in 1885 herorganiseer as die Cincinnati, Libanon en Northern en in 1894 omgeskakel na standaard gage, twee jaar voordat die Pennsylvania 'n beherende belang verkry het. Hierdie miniatuurstasie het 40 jaar lank bestaan, hoofsaaklik as gevolg van die talle gemeenskappe in die Cincinnati-Libanon-gang. Hierdie stasie was die enigste spoorlyn wat die vloede van 1913 en 1937 onaangeraak het. Die eerste twee beelde is nie poskaarte nie. Die eerste is die depot met die laaiplatform wat na links strek, en die 2de beeld toon die platform van die einde af na die stasie. Dit is die Times-Star-gebou op die agtergrond. Die depot is gesluit dieselfde jaar waarop die foto geneem is (1933), wat die onkruidgevulde aard van die depot verduidelik. In 1933 gebruik alle treine die nuwe Cincinnati Union Terminal toe hierdie foto's geneem is.

Hierdie baie mooi poskaart wys hoe die depot gelyk het toe dit in werking was.


Norfolk & amp; Western Station.
Hof St.


PRR Spoorwegramp in die oorname van Pleasant Ridge Lester

Die drie poskaarte hierbo toon die treinramp in Cincinnati, Libanon en Noordelike (PRR) wat op 2 Augustus 1922 plaasgevind het by die Lesterweg -kruising in Pleasant Ridge. Ses sterf en vyftig word beseer toe die ingenieur vergeet het om sy trein op te spoor sodat die daaglikse trein #11 uit Libanon op die enkelspoor kon verbygaan. Die trein wat noordwaarts was, was 'n spesiale uitstappietrein wat 200 lede van die Park St. Methodist Church (swart) van die Court Street -stasie na hul kerkpiekniek in Highland Grove geneem het, wat in besit was van die C.L. & ampN. by Kenwood en Pfeiffer Roads. Die twee treine breek reg van voor naby 'n draai wat nie veel kon rem nie. Die tenders agter die lokomotiewe is in die lokomotiewe ingedryf terwyl die houtwaens vorentoe in die tenders en mekaar ingedryf is.

Spoorweë wat deur die Court Street Station gebruik word: Cincinnati, Libanon en Northern (later die PRR) Ohio en Northwestern RR, (later die Norfolk & amp Western (N & ampW)), Cincinnati, Portsmouth en Virginia.

In 1861 het die Cincinnati & Indiana Railroad 'n handves ontvang om spore na die staatslyn te lê. Die maatskappy het 'n versiende daad gedoen deur die eiendomme van die verlate Whitewater -kanaal te koop. Hierdie eiendom het die weg baie vinniger en met baie minder koste gemaak. In 1863 het die C. & amp I. oorgegaan tot die beheer van die Indianapolis en Cincinnati, wie se direkteure onmiddellik begin beplan het vir 'n nuwe depot in Cincinnati. Die nuwe maatskappy versoek 'n versoek aan die stad Cincinnati om die Pearl Street Market House en die omliggende markruimte vir stasiegeriewe te huur. Hierdie gebied was oorspronklik die eindkom van die Whitewater -kanaal. Die spoorwegonderneming se plan was om die markhuis as 'n passasiersdepot te herbou en 'n vragstasie en pakhuis in die oorblywende ruimte te bou. Die versoekskrif is deur die raad toegestaan ​​en die huurkontrak is opgestel voor die einde van 1863. Die vragstasie is eers langs Pearlstraat tussen John en Sentraal in 1863-1864 opgerig. Die passasiersdepot, wat na Plumstraat in Pearl kyk, was oop in 1865. Dit is The Plum Street Depot genoem en is 'n kwotasie van die beste spoorwegdepots in die land. Drie verdiepings hoog was die oostelike helfte van die hoofverdieping vir kaartjieskantore, salonne, toilette, toilette en natuurlik 'n sitkamer. Die damestal grens aan die noordekant, die mat is 'n pragtige en pragtige Brussel, terwyl die meubels die beste van okkerneut is: spieëls, kandelare, ens., dra by tot die elegansie van die kamer. Die eet -afdeling is beslis die beste in die Verenigde State. & Quot The Indianapolis & amp Cincinnati (C. & amp I.) het vyf treine in elke rigting bestuur en die Marietta & amp; Cincinnati drie vir 'n totaal van 16 in en uit. Dit was destyds 'n kwart van die stad se passasiersdiens.
Hierdie depot word beskou as die stad se eerste vakbondstasie. Die I. & amp C. is in 1866 verhuur aan die Indianapolis, Cincinnati en Lafayette Railroad, en hierdie spoorlyn is daardie jaar saam met nog ander maatskappye gekonsolideer om die Cincinnati, Indianapolis, Saint Louis en Chicago Railroad (Big Four) te vorm.
Met die bou van die Central Union Station in 1883 is die Plum Street Depot uitgebrei tot die nuwe depot. Plum Street Depot staak as 'n passasiersdepot en word die middelpunt van 'n groot kompleks pakhuise van die Groot Vier wat in die daaropvolgende jare gebou is. Gedeeltelik deur 'n brand in Julie 1944 vernietig, is dit herbou en is dit steeds gebruik tot 1961 toe dit geskeur is om die weg na die Mill Creek -snelweg skoon te maak.


Planne om die spookspoorweë van Libanon te laat herleef, versamel stoom

Die treinstasies in Libanon het sedert die negentigerjare nog nie 'n trein sien vertrek nie, en die sentrale stasie van Beiroet is in 2014 in 'n opelug-nagklub verander, met 'n DJ-stand by 'n ou lokomotief.

"Toe ek jonk was, het my gesin vir my stories vertel oor die treine in Beiroet, so ek het besluit om die stasie te huur en 'n nuwe lewe te gee," het Alain Hasbani, mede-eienaar van die treinstasie Mar Mikhael, aan Al-Monitor gesê .

Hasbani het eenvoudig 'n kroegtoonbank, stoele en tafels by die ruimte gevoeg. Die stemming word snags feestelik, maar min partytjiegangers besef die belangrikheid van hierdie historiese ligging wat in die 19de eeu die middelpunt van die spoorweë in die Midde -Ooste was.

'Die ou spoorwegmotors lyk baie mooi - dit gee die kroeg 'n industriële aanraking, maar dit is beslis net 'n versiering, nie waar nie?' vra Lara Khoury, 'n jong Libanese vrou wat graag hier wil kom drink.

Soos Lara, dink die meeste ander gaste by die treinstasie Mar Mikhael dat die spoorwaens en spore die dekor van die kroeg is. Oor die algemeen weet die Libanese weinig oor die voormalige spoorwegstelsel van hul land.

Namate die Ottomaanse Ryk besig was om te verswak, het buitelandse kundiges ekonomiese toegewings gekry om die land se infrastruktuur te moderniseer. Dit is hoe Edmond de Perthuis, 'n Franse aristokraat en voormalige vlootoffisier, 'n spoorlyn kom bou en bestuur het wat Damaskus met Beiroet verbind met die eerste trein wat in 1895 vertrek het. Die reis het net minder as 9 uur geneem om die 147 kilometer (91 myl) af te lê. ) wat die twee stede skei. Dit was ook die eerste treinreis in die streek.

'Hierdie spoorlyn het 'n stywe klim gekry oor die hoofreeks van die Libanonberge wat van Beiroet kom [...], dit gaan verder na die Anti-Libanon-reeks na Damaskus, en die tandheugeltoestelle is nog steeds nodig, want die stad is ongeveer 2000 voet bo seespieël, ”het die joernalis Roswell Rand in 'n 1916 -artikel in die New York Times geskryf.

Ander getuienisse en foto's beskryf 'n pragtige rit deur velde van olyfbome en vrugteboorde wat handelaars op die passasiers by elke stasie sou wag en hoop om hul plaaslike produkte te verkoop.

Twee ander lyne is gebou: een in 1902 wat Beiroet met Homs in Sirië verbind het, en die ander in 1911 wat Tripoli met Homs verbind het. Teen 1930 was die Libanese spoorlyn ook verbind met die beroemde Orient Express -netwerk, waar die luukse sleepwaens uit stede in Europa na Istanbul aangekom het en drie keer per week na Damaskus en Beiroet vertrek het.

Die uitbreiding van die Libanese spoorlyn het 'n aansienlike wending geneem met die aanvang van die Tweede Wêreldoorlog. Die Geallieerdes, wat hul troepe so vinnig as moontlik in die streek moes skuif, het 'n nuwe lyn langs die see gebou wat die Libanese kusstede verbind het en na Haifa in Palestina en na Egipte gereis het.

Die spoorwegprojek was egter van korte duur. The creation of the state of Israel in 1948 caused a shutdown of the southern Lebanese border. The Israelis bombed the bridge and a train tunnel near Naqoura for fear of an Arab invasion using the tracks from the north. Up until today, this zone, now under the control of the United Nations, contains the remains of the former bridge that still hangs in the air above the sea.

With private vehicles becoming more common in the 1960s, trains become less popular. Travelers realized that a car ride was often up to four times faster than the train, especially for mountain destinations.

The Lebanese civil war (1975-1990) was the final blow to the Lebanese railway system. In 1976, virtually all the trains came to a halt. The train tracks were severely damaged by the fighting, and many of the stations were turned into military bases.

Elias Maalouf, who grew up in Ecuador, lives in the village of Rayak, in the central Bekaa Valley. The history of Lebanon or its trains mattered little to him. It was only as he was filming a documentary about the retreat of the Syrian army in 2005 — which had occupied Lebanon since 1976 — that he learned about the history of the Lebanese railway system.

"I was filming Syrian soldiers leaving a military base, located in the old train station of Rayak. I saw one of them burn documents in an old wagon, so I ran to get closer. I saw he was destroying military archives. There was shooting around me so I had to leave, and of course when I came back it was too late. To this day, I feel guilty and I promised myself that I would protect the history of the Lebanese trains,” he told Al-Monitor.

In 2010, he founded a nongovernmental organization called Train/Train, which advocates the rehabilitation of some parts of the Lebanese rail network and the creation of a train museum in Rayak.

The end of the war in neighboring Syria would one day mean that the Lebanese economy would get a boost. According to World Bank estimations, the reconstruction efforts will cost at least $170 billion, and Lebanon is anticipating an increase in trade.

The northern city of Tripoli is already gearing itself up to become the main point of entry toward Syria. The city's port is undergoing a massive extension and a Special Economic Zone is expected to be launched in the near future. Old roads are giving way to brand-new highways, and there is serious talk of rehabilitating the rail network toward Homs.

Since 2014, the project has been in the hands of the Council for Development and Reconstruction, which has dealt with all of Lebanon’s infrastructure projects since the end of the civil war.

"It is a question of months. We are talking about it every day,” said Toufic Dabbousi, the president of Tripoli’s Chamber of Commerce, in an interview to the local press. According to him, negotiations are underway with potential Chinese investors.

Regardless of when the Syrian conflict actually ends, Ziad Nasr, the head of the National Railway and Public Transportation Authority, claims that rehabilitating the train line to Homs has become a priority. ”The project has been given a high priority,” he told the local press. “We believe it is very important for this line to be implemented, done and ready.”


Chatham Division, The "Corkscrew"

The Rutland's Chatham Division was its longtime southern outlet to central New England, connecting with the New York Central and Boston & Albany (a longtime NYC subsidiary) at the small town of Chatham in eastern New York. 

What was essentially a long branch soon earned the nickname as the "Corkscrew" for its infinite curves and steep grades.  It was long an operational headache but since it provided the Rutland's only southerly connection the corridor survived much longer than it probably otherwise should have.   

Perhaps if this corridor had been better constructed it would have proven a valuable asset to the Rutland's system.  The company's early leadership certainly had the right idea but unfortunately chose a poor routing.  The secondary hope of luring New York Central's Cornelius Vanderbilt to utilize Rutland trackage rights in reaching Montreal, Quebec also fell through when the Commodore elected to piece together his own line.

Ultimately, there was little online traffic and as through freight dried up the railroad became fed up with the entire operation, which regularly required double-heading during the steam era.  After gaining trackage rights over the nearby Boston & Maine the Corkscrew Division was abandoned during the early 1950s.

The history of the Chatham Division is a long and complicated affair involving a number of different railroads, lack of funds, bankruptcies, and reorganizations. 

During 1852 the NY&B's charter was acquired by the Lebanon Springs Railroad, which completed a short section to Lebanon Springs near the Massachusetts state line before funds were exhausted and construction halted.

More Reading About The Rutland

The Whippet: (Fast freight service between New England and Chicago.)

The B&R was a modest railroad, which connected its namesake cities in Vermont and dated back to its chartering of November 5, 1845.  By May of 1852 the 55-mile line was opened for service.  Its majority owner, T.W. Park, attempted to convince the Commodore that funding the Lebanon Springs towards completion would provide him a much shorter direct route between Montreal, Quebec and New York. 

The legendary, Vanderbilt, while intrigued thought the project far too circuitous and said it would be abandoned within three generations.

Undaunted, Park found his own investors and completed the 57-mile Lebanon Springs by 1869.  After a series of failed mergers and chartered lines, one of which included acquisition by the Central Vermont in an attempt to form its own New York-Montreal route, the B&R and Chatham & Lebanon Valley (the last railroad to bear the Chatham line's name) were taken over by the Rutland Railroad in a two-step process.

During February of 1900  the former was acquired followed by the latter a year later in June of 1901 the combined properties finally offered the road its own outlet to the south.  While the new acquisition was believed to offer new sources of revenue and traffic, in the end the Commodore's foretelling would prove correct. 

For a time, however, the Corkscrew Division (the entire Chatham Division ran from Rutland south to Chatham via Bennington) did prove itself useful and somewhat profitable. 

By 1904 the Rutland was fully under the control of the NYC, which used its newly acquired subsidiary as an outlet for traffic to the north at Ogdensburg, shipping freight to and from Chicago via the Great Lakes and St. Lawrence River. 

In actuality, however, the NYC's interest in the Rutland was largely as a pawn in its vast empire.  The Vanderbilt road, of course, already had its own, superb, rail route to the Wind City that was far more direct than sending freight up the Rutland and across the lakes. 

However, its subsidiary provided competition against the Delaware & Hudson to Montreal and the Rome, Watertown & Ogdensburg across New York State (the RW&O eventually became part of the NYC system), and other trunk lines like the Erie, Vanderbilt's longtime nemesis.

According to Jim Shaughnessy's book, "The Rutland Road: Second Edition," the Chatham Division truly was an operational nightmare it featured 263 curves, heavy grades, and no major sources of online revenue. 

The line's only benefit was interchange with the NYC and B&A at Chatham as well as the Boston & Maine at Petersburg Junction.  Unfortunately, the Rutland's picturesque New England setting could not pay the bills as originating freight, in general, was difficult to come by. 

The road's primary shippers were located only around Rutland and Burlington despite the fact that it operated a nearly 500-mile system.  During the Corkscrew Division's prosperous years it sent timed freights of milk  to the Chatham interchange, bound for New York City.

Rutland 4-6-2 #81 (K-1) is seen here in a postcard likely dating to the early 1950s.

Interestingly, and in no doubt due to the line's operational problems, the Rutland opted against sending its top passenger trains, the Green Mountain Flyer en Mount Royal, over the Corkscrew.  Instead, it utilized the Boston & Maine as far north as the White Creek, New York interchange before continuing on towards Montreal. 

Local passenger service on the Chatham Division ended in 1931, no surprise considering there were only a few small towns along the branch such as Berlin, Stephentown, and Petersburg.  Finally, with the railroad again running into financial difficulty and the route yielding negligible freight, Rutland received permission to abandon the line from Bennington to Chatham in 1953. 

Following rail removal that summer the work was completed to Bennington by August 7th.  The Rutland's remaining shippers in Chatham were served via trackage rights over the B&M and B&A.


5 Comments on Streets and Streetcars of St. Louis, Part 1

I don’t know when this article was posted, but I just found it today. My grandfather, Louis H. Niewald, drove a streetcar in St. Louis for 50 years. He drove the very last trip to Creve Coeur Lake and had his picture next to his street car in the Post-Dispatch. After that he drove the Hodiamont Streetcar until he retired, I believe in the 50’s or 60’s. Will you please relate to me how I can obtain a copy of “Streets and Streetcars of St. Louis”? Thank you very much! — Pat “Niewald” Barton

I’ve never been to St. Louis, and I’m, just now, learning about the Hodiamont Streetcar Line. It appears to have run past the back yard of 5135 Kensington Ave. Sally Benson, who lived at 5135 Kensington Ave., mentions this streetcar line frequently in her book ‘Meet Me in St. Louis’, and anyone who has seen the film should know that this was the line that Tootie and Agnes put the dummy on one Halloween evening to try to make the car jump her tracks. Now, that’s my kind of history!

I was born and raised in St. Louis, my dad was a cab driver. The streetcar was THE way to get around in the city and suburbs. As a young child I remember taking a trip downtown with an older gentlemen (the reason escapes me now) and I was fascinated by how the driver could remember all of those street names as they passed by. He would call out the cross street and people would reach up and pull the strap cord and the car would stop to let them off. I though tit was the coolest thing in the world.On the way back home I kept asking my friend, who seemed to know all of the streets too, to tell me what the next one was. As we approached, I would loudly call out the street name to the cackling of all of the passengers, and the “approval” of the motorman. At out designated stop (Sarah Street and Olive) we got off and I remember seeing a man selling papers on the corner, button holing the disembarking passengers. He wore large, silver sunglasses (ala the Bull in the movie “Cool Hand Luke”) and he had a ferocious looking black Shepard laying under the paper box,. We bought a paper and I noticed that the man was looking off in the distance as he handed us the change. Come to find out, he was blind and the dog was a service animal. When I turned 12 I made friends with this man (and his blind wife) as they took up residence in a house just a few doors down from us. I would go up to their apartment (made friends with the dog) and would help them cut out coupons from the news paper. I learned a lot about how people worked around a handicap. It was absolutely inspiring to see their cleverness. I also learned how he would handle paper money (folding it to make it identifiable later if he had to give out change) but he also shared the greed and stupidity of people as they would try to put one over on the blind paperman. A newspaper back then was a nickel. A streetcar token was a dime. Many people would get of the Streetcar and give him their unused paper transfer and he would resell it to a waiting passenger. Some people would hand him a token for the paper and would tell him it was a dime and wait for change. He would give them their nickel and calmly put the token in his pocket, reselling it for a dime later. For a nickel and a newspaper, he would make about 7 cents. Not high finance, but in 1960’s St. Louis, it would help out some.

Darrow…for the Prosecution

I am trying to find out if Alexander Easton was involved in the construction of the first street railways in St. Louis. The similarity of the St. Louis track gauge to that in Totonto makes me suspect an Easton involvement. Thanks, John Stevens.

I had a grandfather name George groeteke who was a street car conducter in 1920s do you have info and pictures relating


Guide to Historic Landmarks

The Historic Commission was established by Ordinance #67 in accordance with Chapter 673 of New Hampshire State Law. The Commission was responsible for drafting Lebanon’s Historic District, the Colburn Park District. The Commission is also responsible for administering regulations within the historic district. The Commission is also responsible for the dissemination of information regarding the City’s historical resources and for conducting the landmark program.

The Historic District Landmark Designation Program was created to identify and aid in the protection of sites and significant architectural and historical value in the City. The landmark program aims to conserve property values and strengthen the local economy as well as encourage property owners to invest in the rehabilitation of their buildings. For a building to receive Historic Landmark Designation it must possess historical architectural or cultural significance. For example, qualifying sites may be associated with historical events or with the lives of significant persons in our past or the site may embody the distinctive characteristics of a particular style.

The following buildings and sites have been selected by the Historic District Commission as Historic Landmarks:

Lebanon City Hall – 51 North Park Street

Built in 1923/1924 in the New Federal style. displaying symmetry, proportions, cupola and ornamentation characteristic of the Federal style, popular about 100 years before this structure was built The architect was Jens Frederic Larson of Larson & Wells. One of the dominant buildings in the city center, the city hall remains virtually intact.

Lebanon Public Library – 9 East Park Street

Built in 1909 in the Classic Revival style. Nearly half of its cost came from Andrew Carnegie funds. The architects were Dedian & Wright of Boston, Massachusetts, and the contractor was E. Findley Phelps of Lebanon. Lebanon has a long and rich history which is reflected in numerous structures, natural areas, and roads. By living in the midst of the remainders of the past, Lebanon’s inhabitants still enjoy many of the aesthetic and cultural benefits which have developed from the Community’s history. The City has taken measures to protect and conserve its historic resources.

Soldiers Memorial Building – North Park Street

Built from 1886-1890 by Civil War Veterans as a memorial to their comrades and as a free public library. After the library moved to another building in 1909, the first floor was converted into a war museum. The building now serves as a memorial to veterans of all wars. The Memorial chamber, a consecrated chapel, contains marble tablets with the names of all Lebanon’s Civil War Veterans. The building appears to be the first of its use in New Hampshire. The architect was a local war veteran Ferdinand Davis. It is in Vernacular Queen Anne style.

Whipple Block – West Park Street

Built in 1882 in the Queen Anne style. The architect was 1. F. Davis with Muchmore and Whipple the builders. It originally contained the Masonic Temple and a Public Hall on the top floor known as the Whipple Hall. It had stores on the ground floor and offices on the second floor. It was twice gutted by fire in 1894 and again in 1930.

The Wood House – 4 South Park Street

Built around 1830 by Wareham Morse, an early merchant of Lebanon. It is constructed in the Transitional Federal Greek Revival with Colonial Revival style details. Portions of the house may date to the late 1700′ s. Much of it was restored in 1991 due to fire.

The Willis House – 2 South Park Street

Built in 1842 for William P. Willis by Alpheus Baker, the brickmason. It originally faced School Street, but was turned in the 1850’s to face South Park Street. The Wareham Morse store stood north of the home on what is now the front lawn. The store building was moved to Green Street where it exists today.

The Kendrick-Wood Brick House – 8 South Park Street

Dates back to 1819. It is in the Federal style with Colonial Revival additions. In the early 20th century, it had a large Victorian front porch. The present front porch and Palladian window above it are later additions. It was a single family residence for the same family from 1818 until 1984.

Churchill House and Carriage House – 3 Campbell Street

Built for Colonel Frank C. Churchill in 1892 by plans from architect John A. Fox of Boston, Massachusetts. The house is of the Queen Anne style. Originally it was a single family dwelling, but was later converted into apartments. Colonel Churchill was a prominent citizen and Inspector of Indian Affairs under President Theodore Roosevelt. His wife was an artist, musician, and discriminating collector of Native American Art.

Campbell-Carter Mansion – Campbell Street

Built in 1845 for Henry H. Campbell, the designing engineer for the Northern Railroad, from plans of local architect Ammi B. Young. It was built in Italianate style with Colonial Revival alterations at the turn of the century. Henry Carter was a noted traveling merchant with magnificent peddler wagons and later manufactured ‘Carter Overalls’. He was known as the ‘Prince of Peddlers’ and the ‘Merchant Prince of Northern New England’. Marion Jackson Carter, Henry Carter’s granddaughter, left this lovely home endowed for the use of certain chosen organizations that contribute to Lebanon’s betterment.

The First Congregational Church – 10 South Park Street

Built in 1828. It was designed by architect was Ammi B. Young and is in the Federal style. Its south end was lengthened by thirty-five feet for an organ chancel and vestry in 1866. It has been further lengthened, but the sanctuary exterior remains the same with tall side windows, which is believed to be an innovation of Young.

Lebanon Baptist Church – 9 School Street

Built in 1869 by local builders Muchmore & Sons. It was designed by S.S. Woodcock of Boston, Massachusetts in the Gothic Revival style. The interior contains ash pews with black walnut trim and are adorned by trefoils and ash wainscotting. C.V. Cobb, a deacon of the Church, crafted the pulpit and three chairs in the Gothic Revival style when the church was constructed.

Rivermill Complex – 85 Mechanic Street

Built in 1882 and historically known as Mascoma Flannel Mill. It was Lebanon’s first woolen mill and one of the few mill structures surviving basically intact. The original small brick mill with tower has been added to over the years. It became part of the American Woolen Co. in 1899 and was utilized into the 1930’s.

The Lyman Whipple House – 19 Parkhurst Street

Built in 1868. It is an intact example of the Vernacular Gothic Revival style. A single story porch encircles the gable front and is supported by open slotted posts setting on pedestals with recessed panels. Lyman Whipple, who purchased the unfinished house from W.H. Harris, probably completed it and is responsible for its appearance.

Stone Arch Underpass – Glen Road

The only one of Lebanon’s railroad bridges to remain unchanged for over 150 years. It was constructed in 1848. The designer is unknown, but H.R. Campbell, Chief Engineer for the Northern Railroad, supervised the construction of numerous bridges between 1848 and 1859. The Stone Arch Bridge was listed in the National Register of Historic Places on September 25, 1985.

Westboro Yard and Roundhouse – Railroad Avenue

Originally named the West Lebanon Station, but due to accidents, all stations were renamed and given one-word names to eliminate confusion. The first train arrived in Lebanon on November 17, 1847, and was the force behind Lebanon’s early development.

Seminary Hill School – Seminary Hill

Formerly known as the Tilden Female Seminary. The building is mostly brick and the original stone foundation is still intact. A charter was granted by the state to establish a private school for the education of women. The school opened in 1855 and closed in 1890 due to declining enrollment. The building is now used as the SAU offices for the Lebanon School District.

West Lebanon Congregational Church – Maple Street

Built in 1849. It is of the Greek Revival style. It was designed by Moses Wood, the son of a member of the church’s building committee. The builder was Colonel Charles Eggleston, who also built several churches in Plainfield and Cornish.

Dana House – Elm Street West

Built about 1765. lt is a good example of an 18th century cape which has undergone minimal alterations over the past 200 years. It is the oldest existing house in Lebanon and was the pioneer home of the Dana family who were amongst the earliest settlers of Lebanon. The City now owns Dana House and will convert it into a museum and education facility.

Old Pine Tree Cemetery – Old Pine Tree Cemetery Road

Lebanon’s first “burying grounds” established in 1768 by a land swap between the town and one of the town’s first residents. Many of the stones date back before this country’s founding.

Nathanial Porter-Stearns-Wood Farm – Poverty Lane

Built in 1792. It is in the Georgian-Colonial style with its hip roof well preserved. The adjacent farmland and orchards remain undeveloped which contribute to the integrity of the site.

Ascutney View Farm – Poverty Lane

Built as early as 1776. Legend states that the original owner, Moses Hebard, could hear the distant cannons of the battle of Bunker Hill while shingling his roof that year. The addition is built in the Greek Revival style and is unaltered by later additions. The interior still contains a large brick arch. The buildings are still owned by relatives of the original builder.

The MacLeod House – Hardy Hil l

Built in the 1700’s in the Dutch Colonial style with a gambrel roof. Most of the original structure is retained with additions, but the central chimney and handsome paneled wainscot have been removed.

The Middleton House – Great Brook Road

Built in the 1770’s to 1797. It is in the Georgian style. It retains most of its original details and has been professionally restored to beautiful condition. It has also retained its original graining and Indian Shutters inside. The first wife of Ammi B. Young, a prominent architect, was born in this house.

Benwood Tavern – Meriden Road

Built in the 1790’s and was the tavern of Benjamin Wood for a time. It is in the Georgian style with unusual splayed lintel door frame which is indicative of the Georgian style and seen throughout the region. It is the only known house in Lebanon with stenciled walls throughout the structure.

The Cooper-Dwinell House – 94 Bank Street

Built in 1901 for a banker names Charles Cooper. It is an excellent example of the Colonial Revival style, characterized by freely combined details of the Georgian and Federal styles with Queen Anne influence as well. From 1943 to 1987, it was the home of Lane Dwinell, the 69th Governor of the State of New Hampshire.

Young-Dulac House – 55 Mascoma Street

Built by Samuel Young in the 1790’s in the Classic Italianate style. Ammi Young was born here. Ammi was a nationally known architect.


Kyk die video: Studienreise durch den Libanon - رحلة سياحية في لبنان - Study trip through Lebanon (Desember 2021).