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Louisianna Railroad Stations - History

Louisianna Railroad Stations - History

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Lost Railroad Stations

Kansas City Southern's passenger terminal built in 1925 was located at the corner of Ryan Street and Pryce (originally Lawrence) Street. Kansas City Southern connected north to the main line at DeQuincy, La. The terminal was demolished in 1989. The 1925 station replaced an earlier Union Station (circa 1894) located at Pryce and Front Street.

This was the site of the Iron Mountain – Missouri Pacific Terminal, circa 1892. The rail line for this station curved south on Common Street and east and north to connect to Alexandria and points north. The terminal was demolished in the late 1960's.

Kansas City Southern's passenger terminal built in 1925 was located at the corner of Ryan Street and Pryce (originally Lawrence) Street. Kansas City Southern connected north to the main line at DeQuincy, La. The terminal was demolished in 1989. The 1925 station replaced an earlier Union Station (circa 1894) located at Pryce and Front Street.

This was the site of the Iron Mountain – Missouri Pacific Terminal, circa 1892. The rail line for this station curved south on Common Street and east and north to connect to Alexandria and points north. The terminal was demolished in the late 1960's.

Erected by Calcasieu Historical Preservation Society.

Topics. This historical marker is listed in this topic list: Railroads & Streetcars.

30° 13.414′ N, 93° 13.072′ W. Marker is in Lake Charles, Louisiana, in Calcasieu Parish. Marker is on Clarence Street east of Ryan Street, on the right when traveling east. Touch for map. Marker is in this post office area: Lake Charles LA 70601, United States of America. Touch for directions.

Other nearby markers. At least 8 other markers are within walking distance of this marker. Lake Charles High School Kilties (approx. 0.3 miles away) St. Charles Academy (approx. 0.3 miles away) Majestic Hotel (approx. 0.3 miles away) The Arcade Theatre and Miller Building, the Paramount and the Weber Building (approx. 0.3 miles away) Captain Daniel Johannes Goos (approx. 0.3 miles away) Lake Charles 9/11 Memorial (approx. 0.4 miles away) Christian Science (approx. 0.4 miles away) Louisiana Baptist Orphanage (approx. 0.7 miles away). Touch for a list and map of all markers in Lake Charles.

Also see . . . Lost Landmarks of Lake Charles. (Submitted on April 13, 2018, by Cajun Scrambler of Assumption, Louisiana.)

The Importance and Role of the Red River

The Red River of the South meanders 1,360 miles through Texas, Arkansas and Louisiana before emptying into the Mississippi River. It forms the border between present-day Texas and Oklahoma for significant distances.

The Red River has played key roles in Alexandria and Pineville through the decades, and centuries, through peaceful times and through the Civil War, through low stages of the river, and during floods.

The river was not navigable above Alexandria for many months each year due to the rapids. For practically half of the year (from July to January), Alexandria was at the head of navigation on Red River.

During this time, boats could not ascend above this point due to the rapids in the river. All cargoes had to be transported by land around this impediment and re-shipped. In some seasons of the year, the upper river was so shallow that boats could not make the trip. As a result of this condition, a number of warehouses were built to store goods moving from South Louisiana to Western Louisiana and Texas.

The merchants who owned these warehouses purchased the products that were brought overland to this point and supplied the planter and trader with the necessary goods.

Southern Pacific Historical & Technical Society

The mission of the Southern Pacific Historical and Technical Society is to preserve and disseminate the historical record of the Southern Pacific Railroad and its affiliates by promoting preservation, industrial archeology and accurate scale modeling of this great pioneer company which built the Western United States.

We welcome all to become members of the Society regardless of race, color, religion, national origin, disability, age, marital status, or sexual orientation.
Please click here to access the "Diversity" section of the Society's website.

Available for Pre-Order

El Paso and Southwestern Railroad System

By Vernon J. Glover

In the late 1800s and early 1900s, copper was a growth industry in the nation. The rapid growth of copper production and the surrounding towns in southeastern Arizona made clear that wagon freight from main line railheads was no longer sufficient — there was a need for more direct rail connections to the east.

Discussions with the Southern Pacific led to building the El Paso & Southwestern Railroad, an independent railroad, to El Paso, Texas, financed entirely from cash reserves of the Copper Queen Consolidated Mining Company. In the meantime, the El Paso & Northeastern was building northward from El Paso, up through the Territory of New Mexico, creating new towns as it went along. In 1905, the two railroads were joined and their operations merged as rapidly as possible.

The EP&SW story is told in three parts: first, the origins of the western part of the system second, connecting El Paso with the coal mines of Dawson, New Mexico and third, the merger of the eastern and western lines in 1905 into a unified system. Throughout its story, strong personalities influenced the activities of the system: James Douglas of the Copper Queen at Bisbee, Arizona Charles Bishop Eddy and John Arthur Eddy, guiding the EP&NE Attorney William Ashton Hawkins who, along with Douglas, influenced the merged EP&SW system until its sale to the Southern Pacific in 1924.

216 pages, 11" x 8 1⁄2" library bound with dust jacket, with over 330 photographs, maps and diagrams.

Published by the Southern Pacific Historical & Technical Society.

New at the Company Store

Southern Pacific’s San Antonio Division 1960-1996

By David M. Bernstein

The San Antonio Division stretches 1,289 miles from Glidden to El Paso, Texas, and southward to the Rio Grande Valley. This territory encompasses the vast expanse of western Texas, the ports of Corpus Christi and Brownsville, the rich agricultural lands of southern Texas and the urban centers of San Antonio and El Paso. While focusing on the final four decades prior to Southern Pacific’s merger with the Union Pacific Railroad in 1996, Southern Pacific’s San Antonio Division: 1960-1996 also contains detailed history of the companies and lines constituting the San Antonio Division. For continuity, the small portions which constituted the Austin and the Houston Division in 1960 have been included.

The author worked in SP’s Operating Department from 1979 until 1994 and was granted access to company files, records and internal memoranda. This book is a very detailed and well researched insight into the operation of the San Antonio Division. Included are 480 photographs, many depicted in full page size, 25 maps and 24 detailed yard and terminal diagrams.

This is the first comprehensive book published on the San Antonio Division and will appeal to anyone interested in the history and operations of the Southern Pacific. Two future companion volumes are planned, the first covering the Dallas and Austin Divisions, the second covering the Houston and Lafayette Divisions.

600 pages, 11" x 8 ½" library bound with dust jacket, 480 photographs, 25 maps, 24 yard and terminal diagrams.

A Short History of Railroad Watches

When it comes to professional tool watches, divers’ watches like the Submariner, and chronograph icons like the Speedmaster, get all the glory. However, railroad watches were important precision tools, too, used by the professionals who worked in railroad companies around the world. A lesser-known Longines tool watch, the RR280 (pictured left) provides a fascinating window into the world of railroad watches – its development and evolution from late 19th century up until the mid-20th century.

In the beginning of railroad transport in the U.S. and Canada, no importance was given to the adoption of a standard time as is norm in all modes of transport now. Every city, town and railroad had their own standard time.

The Canadian Pacific Railroad (CPR) was a pioneer of accurate timekeeping. It was the CPR chief engineer Sir Sandford Fleming who first proposed the concept of Worldwide Standard Time in February 1879.

North American and Canada Railroads started the concept of Standard Time in May 1872, when the Association of Railroad Superintendents, a forerunner of the Association of American Railroads, met at the Southern Hotel in St. Louis, U.S.

In November 1883, almost 600 railroad lines dropped the 53 arbitrary times they were using and adopted the Greenwich indexed meridians that defined the times in each of the four new time zones (Eastern, Central, Mountain and Pacific).

However, it took a national tragedy in the U.S. for the authorities to realize the importance of watch standardization and a watch inspection system. This followed a collision in April 1891 between two trains in Elyria, near Cleveland. Despite written orders to stop and let the fast train pass, the engineer and conductor of the passenger train did not notice that his watch was running four minutes late. As result, the two trains collided, resulting in the loss of lives.

During an inquiry into the incident, it was learned that the passenger train’s engineer was wearing a cheap alarm watch. As a result, expert witness Webb C Ball, a known jeweler from Cleveland, was tasked with setting up a watch inspection system for railroad companies.

Ball was appointed general watch inspector for many North American, Canadian and Mexican Railroads. He would go on to establish later his own eponymous watch company. Railroad companies set up the Time Service Department based on the system invented by Ball.

The general railroad timepiece standards have been adopted since 1893 and any watch used in rail service by railroaders responsible for schedules has to meet the following mechanical standards: “Be open face, size 18 or 16, have a minimum of 17 jewels, adjusted to minimum five positions, adjusted to temperatures of 34 to 100 degrees Fahrenheit (-1 to +38 grade Centigrade), steel escape wheel, lever set, micrometric regulation, Lépine caliber. Some Railroads wanted Breguet hairspring, adjusted to isochronism and 30 degree Fahrenheit and minimum of 19 jewels.”

The following requirements for railroad-approved watches were set by RD Montgomery, general inspector of Santa Fé Railway system in 1930: “The regulation watch designated as of 1930 to be standard is described as follows: 16 size , American, lever-setting, 19 jewels or more, open face, winding at ‘12’, double-roller escapement, steel escape wheel, adjusted to five positions, temperature and isochronism, which will rate within a variation not exceeding 6 seconds in 72 hours tests, pendant up, dial up and dial down, and to be regulated to run within a variation not exceeding 30 seconds per week”.

Canadian Pacific and Canadian National sourced approved Swiss brands, both pocket and wristwatches. U.S. railroad companies opted for American watches, probably down to a traditional policy of “buying American” although some exceptions are known. According to a Wittnauer Material catalogue from 1911, Longines pocketwatches were used by U.S. railroad staff.

An exception is the Longines Ref T905, a railroad wristwatch that was on the Union Pacific Railroad approved list. More on this model later.

Interestingly, the railroad staff were compelled to buy these approved timepieces at their own costs. At CPR, the cost was deducted monthly from salaries in three-months installments. According to regulations, if the watch fell behind or gained 30 seconds in seven or 14 days it was required to be submitted for overhauling or repairs. Small cards were given to the engineers and conductors, the railroad timekeepers, and a complete record of the watch’s performances was written in ink.

All repairs, overhauling and adjustments were made by approved and experienced watchmakers. All the time keeping activity was subject to inspection by authorized inspectors. When a watch was under service, the CPR used to supply to his employees a temporary watch called “the loaner”. Watches were numbered and marked “Loaner” on the back case and in the event of a lost loaner, the cost of the watch was charged to the employee.

When first adopted in 1893, the regulations regarding dials stated, “Use plain Arabic numbers printed bold and black on a white dial, and have bold and black hands.” Though there were some elaborate enamel dials during the era, the railroad dials were more about being functional and legible.

The first dial design patented in the U.S. was the “Ferguson dial”. This dial emphasized the minutes over the hours – it featured large black Arabic numerals at the 5 minute marks on the main chapter ring, and an inner chapter ring printed in red that numbered the hours 1 through to 12 – and was patented in 1908 by LB Ferguson of Monroe, Louisiana. It wasn’t very popular because of issues with legibility.

In 1920, the Montgomery Safety Dial was invented by Henry S Montgomery, the General Watch and Clock Inspector from 1896 to 1923 for the Santa Fe Railway. The “Monty Dial” as it was referred to by collectors, featured an outer track with individual minutes numbered from 1 to 60. It is learned that Ball pursued legal action against the Monty dial stating his dials were the only approved ones.

The “Canadian dial” was adopted by the CPR in 1883. This featured 24-hour markings with double Arabic numerals. There was an internal ring of Arabic numerals with 24-13 hours (first printed in black and later in red) and an outer ring that marked the hours from 1 to 12.

This dial configuration came to be known as the“Canadian dial” or “Canadian railroad dials”. The same dial was adopted by Canadian National Railways (CNR), who was also known to use a version where the hour indexes started from 0-11 and 12-23 on the internal ring.


Longines-Wittnauer was the exclusive agent for U.S. and Canada in 1876. The pocketwatches Longines Express Monarch and Express Leader were on the first CPR-approved list since October 1899. There seems to be no record of the list of approved wristwatches but we can assume it was done around 1960 (the last addition on approved pocketwatches is dated 1957).

The list of approved wristwatches includes Cyma, Girard-Perregaux, Universal and Zenith besides Longines. The Longines RR280 references 7186 and 8303 were produced specifically for the Canadian Pacific Railroad.

The Longines RR280, or the “Canadian” as it has also come to be called, is a lesser-known vintage model. Thanks to its Sixties styling and slim 35 mm case, many collectors tend to overlook this watch, one of the best that Longines ever made.

The American variant – the aforementioned T905 Longines Railroad watch – retailed for $115 in 1964. The name RR280 is a reference to “Railroad” and Calibre 280 that serves as the movement of the watch. It was undoubtedly produced in small numbers. The Ref: 7186 was made in three or maybe four batches of production (7186-1-2-3). Having crunched a few numbers, I’m of the opinion that production of these Longines watches is under 1,000 pieces. Reference 8303 followed Ref. 7186 and was in steel with a gold bezel.

CASE: A stainless steel monoblock 35 mm case that was both waterproof and featuring an anti-magnetic inner case. It featured a screwed caseback just like in the Longines Jamboree. The caseback has six rectangular notches for a specific opening key and has the movement serial number engraved on it. Be aware that this light engraving is sometimes lost to over polishing of the case. The case itself is fully polished, only the notches and satin ring is brushed. Inside the caseback is stamped Longines Watch & Co – stainless steel – ref.7186-(123) and case number. The watch has faceted lugs that are slim and elegant. This case was produced by La Centrale SA/Hubert manufacturers. The only difference in the ref. 8303 is a 14k gold bezel, gold-plated crown.

DIAL: The dials of RR280 ref. 7186 and 8303 feature a white matte lacquered enameled look (façon émail). On the reverse of the dial are stamped the letters ‘R’ and a star symbol (indicating it was made by dial maker Stern Frère) and 71 (the number attributed to Stern client Longines). The dial features the classic “Canadian dial” layout. The white gold Longines logo sits below the name in bold capitals. The marking R.R.280 is seen at 6 o’ clock. The “Swiss” marking is also visible at 6 within the chapter ring. Ref. 8303 uses a yellow gold applied logo to match the bezel. The dial itself is believed to have an anti-magnetic shield, according to a Longines catalogue from the Sixties. Ref: T905 made for the U.S. market had a slightly different dial layout (see pic).

HANDS: Both references have black, baton hands that are easily readable against the white dial. The seconds hand is thin but legible. One version (dial reference 11-696) has “Pacific” hands. This is a dual time watch with one-hour hand in red and the other in black. This was used by employees operating in two time zones.

MOVEMENT: This was based on Calibre 280 launched in 1959. It was a size 11 and ¾ and had a 2.75 Hz (19,800 vph) escapement adjusted at five positions. In the Ref: T905, it was adjusted to three positions, temperature and isochronism.

It had a stop-second device to precisely set time. It featured a Glucydur balance wheel without compensating screws and a Breguet hairspring with a swan neck regulator. It had the same level of accuracy as a certified chronometer.

Very few RR280 are out there now. In my 20 years of collecting watches, I’ve seen no more than three pieces in good condition, though I have seen a couple with reprinted dials. In my opinion, the value of RR280 is underrated. This is a fine example of high-quality manufacturing from Longines (a level it has rarely reached since) to create a great tool watch for railroad professionals.

Historic Structures

In 1882 the Texas and Pacific Railroad Co. received the franchise for the Texas to New Orleans line of the New Orleans Pacific Railroad Co. and on September 11 of that year, the first regular service between New Orleans and Shreveport was established. This service was followed by five other lines connecting Alexandria to various locals in Louisiana, Texas and Arkansas. With the establishment of these lines, the lumber industry in central Louisiana, which was basically a "sleeping giant", gained considerable momentum, bringing Alexandria to the brink of its so called "golden age". Many Northern lumbermen came to Alexandria to capitalize on this new wealth in wood.

By the last decade of the century, visible signs of this new railroad-based economy began to appear: 1888 saw the opening of the town's first bank since the Civil War and the first large lumber mill was established by two Pennsylvania natives -Mr. Joseph A. Bentley of Hotel Bentley fame and Mr. Zimmerman.

With all this railroad activity, the need for a new passenger station was popularly recognized. The LA Railroad Commission ordered the Texas and Pacific and the St. Louis, Iron Mountain and Southern Railway companies to build a brick, stone or concrete depot. Ultimately, the depot was built and opened on December 3, 1909. At one point in the cities' history 28 passenger trains reached Alexandria in any given 24 hour period. Because of the railroad facilities, the Catholic See City was moved from Natchitoches to Alexandria in 1910. The Second World War, with the many troop installations around the area, only added to the train depot's necessary contribution to the city, its economy and its social status.

The original plans for the building which were executed between 1908-1909 called for the best materials, the most commodious surroundings and the most lavish details both within and without. The building is one story, rectangular shaped, detached brick and stone structure. It contains 10 distinct bays, excluding the covered passageway which separates the passenger service area from the baggage and express area.

The interior of the station was made of curly pine.

The white waiting room was 36 x 34 feet. Doors led from the waiting room into a retiring room for the ladies which was 17.5 x 14 feet in size. The adjoining toilet facilities were 12.5 x 8.5 feet in size. The men's room was similar in size and layout, except that the anteroom was called the "smoking room", instead of the "retiring room". The black ("colored") waiting room was 36 x 34 feet. The adjacent men's and ladies' washrooms were 17 x 14 feet in size, including the adjoining toilet facilities.

The ticket office was 14 x 19 feet. This room projected toward the track side of the building. In the north end of the building, separated from the passenger department by a 20 foot open space, but under the same roof, was where the baggage room and express room was located. The baggage room had a concrete floor and was 26 x 34 feet. The express room had a concrete floor. It was 26 feet square. There was over $1500.00 worth of copper gutters, and copper finishings on the building.

The Missouri-Pacific railroad station virtually remained in its original condition from its opening in 1909 to its closure in the mid 1960s, except for some minor upgrading and renovations.

Besides the formal gardens on the 10th Street side of the station, the paving pattern of the surrounding walkway around the station was laid in a herringbone pattern.

Vitrified paved bricked platform 700 feet long from Jackson Street past the station and down into yards existed at the time of the station's completion.

Louisianna Railroad Stations - History

Although migration from the South had contributed to Chicago&aposs black community since the 1840s, the city offered few opportunities to dissatisfied black southerners until World War I. Chicago, like the rest of the North, offered freedom from legally sanctioned racial discrimination, but industrial employers turned away African Americans who approached the factory gates. Widespread beliefs about the aptitudes of racial and ethnic groups on the part of employers relegated East and South European immigrants to the least skilled jobs in industry, and African Americans had even fewer opportunities. Allegedly incapable of regular, disciplined work, they were virtually excluded except as temporary strikebreakers, notably in the meatpacking industry in 1904.

Subscribers to the Defender, 1919 (Map)
When World War I halted immigration from Europe while stimulating orders for Chicago&aposs manufactured goods, employers needed a new source of labor for jobs assumed to be “men&aposs work.” Factories opened the doors to black workers, providing opportunities to black southerners eager to stake their claims to full citizenship through their role in the industrial economy. For black women the doors opened only slightly and temporarily, but even domestic work in Chicago offered higher wages and more personal autonomy than in the South. Information about these differences and about “the exodus” spread quickly through the South, partly because of the Chicago Defender newspaper, which was so influential that many black southerners going to other northern cities went with images of Chicago. Equally important were the correspondence and visits that established “migration chains,” linking Chicago with numerous southern communities, especially in Mississippi.

Illinois Central Railroad Station, 1964
Migration ebbed and flowed for six decades, accelerating rapidly in the 1940s and 1950s. The expansion of industry during World War II again provided the stimulus. This time, however, the invention of the mechanical cotton picker toward the end of the 1940s provided a push from the South that outlasted the expansion of Chicago&aposs job market. By the 1960s Chicago&aposs packinghouses had closed and its steel mills were beginning to decline. What had once been envisioned as a “Promised Land” for anyone willing to work hard now offered opportunities mainly to educated men and women.

The Great Migration established the foundation of Chicago&aposs African American industrial working class. Despite the tensions between newcomers and “old settlers,” related to differences in age, region of origin, and class, the Great Migration established the foundation for black political power, business enterprise, and union activism.

The Great Migration&aposs impact on cultural life in Chicago is most evident in the southern influence on the Chicago Renaissance of the 1930s and 1940s, as well as blues music, cuisine, churches, and the numerous family and community associations that link Chicago with its southern hinterland—especially Mississippi. To many black Chicagoans the South remains “home,” and by the late 1980s increasing evidence of significant reverse migration, especially among retired people, began to appear.

Louisianna Railroad Stations - History

The Santa Fe Railway Historical & Modeling Society is an independent non-profit corporation devoted to preserving, studying, and sharing information about the former Santa Fe Railway from its rich history and fascinating operations, to its distinctive equipment and facilities.

2021 Virtual Convention Registration Now Open! June 26, 2021, 11-5:45 EDT. Click to see the PROGRAM or to REGISTER. [Posted 5/1/2021]

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NOTICE: The members’ discount coupon code has CHANGED. Click here to obtain.

The London and Southampton Railway (L&SR) was authorised on 25 July 1834. [1] It was built and opened in stages, and the second section, that between Woking (then known as Woking Common) and Winchfield, was opened on 24 September 1838 [2] there was only one intermediate station on this section, at Farnborough. [3] On 4 June 1839, the L&SR was renamed the London and South Western Railway (LSWR). [4]

Funeral trains from London to Woking Cemetery first ran in 1849. The opening of Brookwood Cemetery (and the associated London Necropolis railway station close to London Waterloo) led to an increase in the funeral traffic. [5] A branch line left from the main line station to serve two stations within the cemetery, Brookwood Cemetery North and Brookwood Cemetery South. In June 1863, the LSWR agreed to provide a station on the main line, to serve both the adjacent cemetery and Brookwood village this opened on 1 June 1864. [6]

A branch line to the north of the line at Brookwood was opened on 14 July 1890. It served Bisley Camp of the National Rifle Association. [7]

The station was reconstructed in 1903, with a new down platform, 576 feet (176 m) long, being built to the south of the original. It was connected to the up platform by a new subway, the footbridge being removed. This made room for the double-track main line to be quadrupled the new tracks through the station (1 mile 70 chains (3.0 km) between Brookwood East and Pirbright Junction) being brought into use on 15 November 1903. [8] New pneumatic signalling between Woking and Basingstoke was provided between 1904 and 1907 the stretch between Farnborough and Woking was brought into use during June–July 1907, and included a new signal box at Brookwood, having 35 working levers. [9] This box, like the previous Brookwood East manual signalbox, was on the down side of the line. [10]

Operation of the Bisley branch was transferred to the War Office on 1 March 1917, but was returned to the LSWR on 8 August 1918. [11]

The cemetery branch line (and stations) have now closed, but the main line station remains and is now a popular commuter station on the South Western Main Line between London Waterloo and Basingstoke, served by South Western Railway. The exit to the cemetery remains.

Baltimore & Ohio (B&O) Railroad Museum: Hays T. Watkins Research Library

Some records of Baltimore & Ohio Railroad employees (some but certainly not all) between 1905 and 1971 are available from the collection of the Hays T. Watkins Research Library at the B&O Railroad Museum. These records consist of several thousand individual payroll records, which give the person’s name, date of birth, job title, division, department, station, salary (sometimes), and subsequent changes in the job or salary, including date of retirement, resignation, or dismissal, and in some instances, date of death. You can submit a request online for a staff member to research these records for a B&O employee.