Wissahickon station is a passenger rail station on SEPTA 's Manayunk/Norristown Line in Northwest Philadelphia . In FY 2013, Wissahickon station had a weekday average of 410 boardings and 452 alightings.
76-468: The station was recently upgraded as part of a major reconstruction project that involved the integration of a former trackless trolley electrical substation and short-turn loop known as the Wissahickon Transfer Center , located across Ridge Avenue and downhill from the rail station. On a typical weekday, the transfer center sees around 7,000 riders. This article related to SEPTA is
152-476: A stub . You can help Misplaced Pages by expanding it . This Pennsylvania train station-related article is a stub . You can help Misplaced Pages by expanding it . Trolleybuses in Philadelphia The Philadelphia trolleybus system forms part of the public transportation network serving Philadelphia , in the state of Pennsylvania , United States. It opened on October 14, 1923, and is now
228-427: A 1955 Marmon-Herrington TC49; it is not currently in operating condition. A few other ex-Philadelphia ACF-Brill and Marmon-Herrington trolley buses have been saved by private individuals, including one Marmon TC46. No other types of Philadelphia trolley buses, such as AM Generals or earlier types of Brill vehicles, have been preserved. Pullman Company The Pullman Company , founded by George Pullman ,
304-408: A builder of large, cast-in-place smokestacks, silos and chimneys. Wheelabrator-Frye retained both Pullman and Kellogg as direct subsidiaries. Later in 1982 Signal acquired Wheelabrator-Frye. In 1990, the entire Wheelabrator-Frye group was sold to Waste Management, Inc. The Pullman-Kellogg interests were spun off by Waste Management as Pullman Power Products Corporation, and by late 2004 that company
380-762: A company town and factory. Pullman's plan included an expectation that rent collected on the houses in the town would produce a 6% return on investment (ROI), but the ROI never exceeded 4– 4 + 1 ⁄ 2 %. The company built Pullman, Illinois on 4,000 acres (1,600 ha), 14 mi (23 km) south of Chicago, contracting Solon Spencer Beman for design and Nathan F. Barrett for landscaping. Both were considered experts in their respective fields. Beman interned under architect Richard Upjohn. Barrett landscaped areas in Staten Island and Tuxedo, New York, as well as Long Branch, New Jersey. George Pullman 's governing concept placed
456-563: A controlling interest in the Standard Steel Car Company . The vast majority were built for U.S. cities, with only 24 being supplied to Canadian cities and a total of 136 built for cities in South America. The last trolleybuses built were an order of 30 for Valparaíso, Chile , in late 1952. That city's Pullman trolley buses have far outlasted any others, and as of 2015 about a dozen were still in regular service there, four from
532-555: A distance of 5.6 miles (9.0 km). Service began on October 14, 1923, with a fleet of 10 vehicles: nine 23.2-foot (7.1 m) built by the J. G. Brill Company (a major U.S. streetcar manufacturer) and called the "Rail-less Car" model, and one experimental unit built by the Commercial Truck Company (the only trolley bus ever built by that company). A tenth Brill unit was acquired the following year. All were replaced by more modern Brill T30 trolley buses in 1935. After
608-457: A large freight car leasing operation under the parent company's control. Pullman, Inc., remained separate until a merger with Wheelabrator, then headed by CEO Michael D. Dingman , in late 1980, which led to the separation of Pullman interests in early and mid-1981. Operations of the Pullman Company sleeper cars ceased and all leases were terminated on December 31, 1968. On January 1, 1969,
684-594: A quieter and smoother ride than conventional cast iron wheels from 1867 to 1915. Once a household name due to their large market share, the Pullman Company is also known for the bitter Pullman Strike staged by their workers and union leaders in 1894. During an economic downturn , Pullman reduced hours and wages but not rents, precipitating the strike. Workers joined the American Railway Union , led by Eugene V. Debs . After George Pullman's death in 1897, Robert Todd Lincoln , son of Abraham Lincoln , became
760-468: A resumption of trolley bus service in Philadelphia after a suspension of nearly 5 years. Trolley bus service resumed on routes 66 and 75 on April 14, 2008, and on route 59 the following day, but it was initially limited to just one or two vehicles on each route, as new trolley buses gradually replaced the motor buses serving the routes over a period of several weeks. In October 2023, the system became only
836-463: A separate company called Pullman Technology, Inc., in 1982. Using the Transit America trade name, Pullman Technology continued to market its Comet car design (first built for New Jersey Department of Transportation in 1970) for commuter operations until 1987, when Bombardier purchased Pullman Technology to gain control of its designs and patents. As of late 2004, Pullman Technology, Inc., remained
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#1732869187147912-573: A subsidiary of Bombardier. Pullman, Inc., spun off its large fleet of leased freight rail cars in April 1981 as Pullman Leasing Company, which later became part of ITEL Leasing , retaining the original PLCX reporting mark . ITEL Rail Leasing (including the PLCX reporting mark) was later divested to GE Rail Services . In mid-1981, Pullman, Inc., spun off its freight car manufacturing interests as Pullman Transportation Company. Several plants were closed and in 1984,
988-444: A train trip from Buffalo to Westfield, New York , George Pullman was inspired to design an improved passenger railcar which contained sleeper berths for all its passengers. During the day, the upper berth was folded up overhead similar to a present-day airliner's overhead luggage compartment. At night, the upper berth folded down and the 2 facing seats below it folded over to provide a relatively comfortable lower berth. Although this
1064-456: A transformative moment in American labor history. At the company's peak in the early 20th century, its cars accommodated 26 million people a year, and it in effect operated "the largest hotel in the world". Its production workers initially lived in a planned worker community, known as a company town , named Pullman, Chicago . Pullman developed the sleeping car , which carried his name into
1140-693: Is equipped with a second set of trolleybus wires (in each direction) to enable trolley buses on express runs to pass those on local service. (A second section of express wires, located farther out along route 66, between Ryan Street and Rhawn Street, was removed around 2007, its scheduled use having been reduced to just one trip per day by 1998.) Route 66 also has "Night Owl" (all-night) service. Until June 2002, five SEPTA routes used trolley buses, using AM General vehicles built in 1978–79. Routes 29 , 59 , 66 , 75 , and 79 used trolley buses, but were converted to diesel buses for an indefinite period starting in 2002 (routes 59, 66, 75) and 2003 (routes 29, 79). In
1216-630: Is the second-oldest, exceeded in longevity only by that of Shanghai , China (in operation since 1914). That also makes it the oldest system in the Western Hemisphere . The three Northeast Philadelphia trolley bus lines operating out of Frankford Depot, and the two South Philadelphia lines which operated out of Southern Depot, always existed in isolation from each other; there was never any trackless route or non-revenue 2-wire connection between those two networks. In addition, from 1941 to 1961, there were actually three disconnected trackless networks in
1292-557: The Pullman-Standard Car Manufacturing Company . Pullman-Standard remained in the rail car manufacturing business until 1982. Standard Steel Car Co., had been organized on January 2, 1902, to operate a railroad car manufacturing facility at Butler, Pennsylvania , and, after 1906, a facility at Hammond, Indiana , was reorganized as a subsidiary of Pullman, Inc., on March 1, 1930. In 1940, just as orders for lightweight cars were increasing and sleeping car traffic
1368-488: The Shore Line Trolley Museum in 1981, when withdrawn from service in Philadelphia. Number 205 is in operating condition, and in 2009 it became the first trolley bus ever to operate at the museum (powered normally, from overhead wires ), when it tested the first section of a short trolley bus line that is under construction there. The Seashore Trolley Museum 's collection includes ex-Philadelphia trolley bus 336,
1444-612: The deadhead route (running along Frankford Avenue, directly beneath the El viaduct) connecting routes 59 and 75 to the garage. Other reasons prompted the suspension of trolley bus service on routes 29 and 79, in 2003. At the time, the cessation of trolley bus service was expected to be permanent; the 110 AM General vehicles that had provided service on SEPTA's then-five trolley bus routes never returned to service (and all were scrapped in 2006). However, in early 2004 SEPTA began to consider reinstating trolley bus service at Frankford Division after
1520-572: The 1955 Montgomery bus boycott in Alabama, using Rosa Parks ' arrest as a catalyst and rallying cry to help organize it. Nixon, whose duties as a porter often saw him out of town for various lengths of time, had to enlist the help of a young, energetic black minister new to Montgomery to run the boycott in his absence: the Reverend Martin Luther King Jr. Pullman's streetcar building period lasted from 1891 until 1951. The company one
1596-511: The 1980s. Pullman did not just manufacture the cars, it also operated them on most of the railroads in the United States, paying railroad companies to couple the cars to trains. In return, by the mid-20th century, these railroads would own Pullman outright. A labor union associated with the company, the Brotherhood of Sleeping Car Porters , founded and organized by A. Philip Randolph , was one of
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#17328691871471672-551: The Florence Hotel was the only place within the town limits where alcohol could be served and consumed. In the residential section, 150 acres (61 ha) were dedicated to tenements, flats and single-family homes with rents from $ 0.50 to $ 0.75 per month ($ 16 to $ 24 in 2023 adjusted for inflation). The residences featured modern conveniences such as gas, running water, indoor sewage plumbing and regular garbage removal. By 1884, there were more than 1,400 tenements and flats. By July of
1748-474: The Philadelphia system as late as 1981. The next purchases were from the Marmon-Herrington Company . PTC brought 28 of that builder's model TC46 in 1949 and then 43 of the larger model TC49 in 1955. These were the last trolley buses acquired for more than two decades. Most of the older, pre-war trolley buses were scrapped in the 1960s. SEPTA took over the transit system in 1968, and by the 1970s
1824-527: The Pullman Co. reduced wages and laid off employees. Though wages were reduced, residential utility rates and rents remained unchanged. On May 11, 1894, the employees of the Pullman Co. walked off the job initiating the Pullman Strike . Thirty people were killed as a result of the strikes and sabotage. The loss of pride after the strike stayed with the town long afterward. In February 1904, the Pullman Company
1900-688: The Pullman Company was dissolved and all assets were liquidated. (The most visible result on many railroads, including Union Pacific, was that the Pullman name was removed from the letterboard of all Pullman-owned cars.) An auction of all Pullman remaining assets was held at the Pullman plant in Chicago in early 1970. The Pullman, Inc., company remained in place until 1981 or 1982 to close out all remaining liabilities and claims, operating from an office in Denver . The passenger car designs of Pullman-Standard were spun off into
1976-556: The Pullman-Standard Car Manufacturing Company (manufacturing). After three years of negotiations, the Pullman Company was sold to a consortium of 57 railroads for approximately US$ 40 million. In 1943, Pullman Standard established a shipbuilding division and entered wartime small ship design and construction. The yard was located near Lake Calumet in Chicago , on the north side of 130th Street. Pullman built
2052-565: The Rust Division of what is today Washington Group International , a specialty contracting firm that competes directly with Halliburton worldwide. Washington Group International is the successor to the Morrison Knudsen civil engineering and contracting corporation, and is also the owner of Montana Rail Link . After the last of the Kellogg interests of Pullman-Kellogg were spun off, and after
2128-598: The SEPTA board voted not to order additional vehicles for routes 29 and 79, and those routes became permanently operated with diesel buses. However, electric propulsion on these routes was expected to be resurrected upon the delivery of 25 new battery electric buses in 2017 using an FTA grant. The pilot new low-floor trolley bus arrived in June 2007, for testing, but not in passenger service. The production-series vehicles were delivered in 2008 and began to enter service in April, enabling
2204-574: The U.S. market for PCC cars, with the balance of around 25% being supplied by Pullman. In addition to rail vehicles, Pullman-Standard also manufactured trolley buses – or trolley coaches , as they were more commonly known at the time – starting in 1931 and concluding in late 1952. A total of 2,007 trolley buses were built by the company. Production took place at a former Osgood Bradley Car Company plant in Worcester, Massachusetts, which had come under Pullman control as part of its 1929/30 acquisition of
2280-472: The United States. The legacy of Pullman porters goes beyond the railway. A. Philip Randolph took the lessons learned and experience gained in organizing the Brotherhood of Sleeping Car Porters to help organize the nascent black civil rights movement . Likewise, E.D. Nixon , a Pullman porter and leader of a local chapter of the Brotherhood of Sleeping Car Porters, worked with one of his employees to help start
2356-502: The article offered praise for creating an elevated environment for its workers, it criticized the all-encompassing influence of the company ultimately concluding that "Pullman is un-American" and "benevolent, well-wishing feudalism." During the Panic of 1893, Pullman closed his manufacturing plant in Detroit to move all manufacturing to Pullman. Due to the soft economic conditions of this period,
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2432-406: The authority was informed that it would be required to repay some Federal Transit Administration (FTA) funds used in the 2002–2006 renovation of that garage (including renewal of the yard wires) and the adjacent route 66 terminal if trolley bus service did not resume. In early 2006, the authority ordered 38 new New Flyer low-floor trolley buses, enough for routes 59, 66 and 75. In October 2006,
2508-730: The boats in 40-ton blocks which were assembled in a fabrication shop on 111th Street and moved to the yard on gondola cars. In two years, the company built 34 Corvette Patrol Craft, Escorts (PCEs), which were 180 feet long and weighed 640 tons, and 44 Landing Ship, Medium (LSMs), which were 203 feet long and weighed 520 tons. Pullman ranked 56th among United States corporations in the value of World War II military production contracts. Pullman-Standard built its last sleeping car in 1956 and its last lightweight passenger cars in 1965, an order of ten coaches for Kansas City Southern . The company continued to market and build cars for commuter rail and subway service and Superliners for Amtrak as late as
2584-402: The case of routes 59, 66 and 75, which are based at SEPTA's Frankford depot (garage) , the initial reason for the conversion to buses was major reconstruction of the garage and the adjacent Market-Frankford "El" viaduct, and construction of a new Frankford Terminal . That work necessitated the temporary removal of the overhead trolley wires used by trolley buses both at the garage and along
2660-464: The city, as PTC Route 61 operated out of Ridge Depot (closed on December 4, 1960) and did not connect with any other trackless line. (Pre- MBTA Boston, and the former Toronto system, also featured two or more disconnected trolleybus networks.) The city's first trolley bus line was route 80-Oregon Avenue, an east–west route in South Philadelphia which ran from 22nd Street to Delaware Avenue,
2736-479: The company was ordered to divest itself of one of its two lines of sleeping car businesses after having acquired all of its competitors. After the 1944 breakup, Pullman, Inc., remained in place as the parent company, with the following subsidiaries: The Pullman Company for passenger car operations (but not passenger car ownership, which was passed to member railroads), and Pullman-Standard Car Manufacturing Co., for passenger car and freight car manufacturing; along with
2812-517: The company's president. In 1922, Haskell & Barker Car Manufacturing was acquired and in 1924 was merged with the other car manufacturing units of Pullman, and a new company was formed, Pullman Car & Manufacturing Company. In 1927, Pullman Company was created as a separate company and Pullman Incorporated was established as a holding company. In 1930, Pullman purchased the Standard Steel Car Company conglomerate which included Osgood Bradley , Standard Motor Truck, and Siems-Stembel. In 1934, it
2888-409: The following year, the population exceeded 8,600. In charge of the company town was the town agent who was responsible for all services and businesses including street and building maintenance, gas and water works, fire protection, the hotel, sewage farm, and the nursery and greenhouse. Reporting to the town agent were nine department heads and approximately 300 men. There were no elections except for
2964-734: The last AMG-built trackless trolleys in service anywhere, because the only other transit system to use such vehicles, Seattle, retired its last AM Generals in March 2003. For the 38 new vehicles from New Flyer, SEPTA reused the same fleet-number series as had been used for the AM Generals; the Flyers are numbered 800–837. The present Philadelphia trackless trolley fleet consists of 38 conventional-configuration (two-axle) trolley buses: SEPTA placed its order for these trolley buses in February 2006. The first vehicle
3040-588: The late 1970s and early 1980s. Beginning in 1975, Pullman started delivery of the massive 754 75 ft (23 m) stainless steel subway cars to the New York City Transit Authority . Designated R46 by their procurement contract, these cars, along with the R44 subway car built by St. Louis Car Company , were designed for 70 mph (110 km/h) speeds in the Second Avenue Subway . After it
3116-406: The manufacturer had introduced in 1938. In 1944, six new trolley coaches were purchased from Pullman-Standard , but that small batch was not followed by any other purchases from Pullman. In 1947, PTC purchased another 65 Brill vehicles, these being ACF-Brill model TC44, Brill having merged in 1944 with American Car and Foundry Company . Some of these 1947 TC44 trolley buses remained in service on
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3192-408: The most powerful African-American political entities of the 20th century. The company also built thousands of streetcars and trolley buses for use in cities. Post- WWII changes in automobile and airplane transport led to a steep decline in the company's fortunes. It collapsed in 1968, with a successor company continuing operations until 1981. After spending the night sleeping in his seat on
3268-564: The normal operating practice was for the Brill TC44 trolley buses to be used on the two South Philadelphia routes, 29 and 79, and Marmon-Herrington vehicles to be used on the three Northeast Philadelphia routes, 59, 66 and 75. In the late 1970s, SEPTA partnered with Seattle's trolley bus system to place a joint order with AM General for new trolley buses, 110 for Philadelphia and 109 for Seattle. Numbered 800–909 in SEPTA's fleet, these 40-foot (12 m) vehicles were model 10240T, but had
3344-1027: The opening of route 80, 18 years would pass before a second trolley bus line was opened. Route 61-Ridge Avenue became a trolley bus line on October 5, 1941, converted from streetcar operation. It was a much longer (11 miles) and more heavily used route. It ran from the Manayunk neighborhood , in the northwest, to the city center (locally known as Center City), and ultimately it was the only trolley bus route ever to serve Philadelphia's city center. PTC purchased 50 new, larger Brill trolley buses for this conversion, bought another 10 in 1942 and six vehicles from Pullman-Standard in 1944. A total of five additional routes were opened later: 29-Tasker-Morris in 1947, 75-Wyoming Avenue in 1948, 59-Castor Avenue in 1950, 66-Frankford Avenue in 1955, and lastly 79-Snyder Avenue in June 1961. However, routes 80 and 61 were converted to diesel buses in May 1960 and March 1961, respectively, so
3420-450: The passengers and the Pullman company itself, the porters organized and became the first African-American labor union. Founded by A. Philip Randolph the porters formed the Brotherhood of Sleeping Car Porters (BSCP), which after years of effort, fought for and won a collective bargaining agreement in 1937. At its height the Brotherhood of Sleeping Car Porters had a membership of over 18,000 passenger railway workers across Canada, Mexico, and
3496-440: The perfect servants. This led the company to hire black men (many, if not all, of whom were newly freed chattel slaves) almost exclusively for the porter positions. This decision by Pullman wasn't one of altruism but one primarily driven by economics: Pullman paid the black porters a pittance, forcing them to rely on tips from their white clientele for most of their earnings. This allowed the company to increase profits by minimizing
3572-414: The railcar manufacturing plants were sold, and with the formal dissolution of the old Pullman Company (the operating company from the 1944 split), the remaining portions of the Pullman interests were spun off in May 1985 by Signal into a new Pullman Company. In November 1985, Pullman bought Peabody International and the new company took the new name of Pullman Peabody. In April 1987 (after Pullman Technology
3648-552: The remaining railcar manufacturing plants and the Pullman-Standard freight car designs and patents were sold to Trinity Industries . After separating itself from its rail car manufacturing interests, Pullman, Inc., continued as a diversified corporation, with later mergers and acquisitions, including a merger in late 1980 with Wheelabrator-Frye, Inc., in which Pullman became a subsidiary of Wheelabrator-Frye, Inc. In January 1982, Wheelabrator-Frye merged with M. W. Kellogg Company ,
3724-550: The same body style as Flyer Industries' model E800 , used on several other U.S. and Canadian trolley bus systems from the 1980s to the 2000s, because the two manufacturers had worked together on the body design. These 219 vehicles were the only trolley buses AM General ever built. The first one built, SEPTA's No. 800, was tested on the Dayton trolley bus system in fall 1978. The remainder of SEPTA's 110 units were built in 1979, and they arrived and entered service in 1980. They were
3800-610: The school board, as all officials were selected by Pullman. After its completion, the Pullman company town attracted national attention. Many critics praised Pullman's concept and planning. One newspaper article titled "The Arcadian City: Pullman, the Ideal City of the World" praised the town as "the youngest and most perfect city in the world, Pullman; beautiful in every belonging." In February 1885, Harper's Monthly published and article by Richard T. Ely entitled "Pullman: A Social Study". Though
3876-464: The second trolley bus system in world history to reach 100 years of age, after the system in Shanghai, China . Trolley buses currently still operate on only the following three SEPTA routes: Philadelphia's first trackless trolleys were supplied by the J. G. Brill Company in 1923. Brill was based in Philadelphia, but was one of the largest manufacturers of trolley cars (streetcars, or trams) in
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#17328691871473952-619: The second-longest-lived trolleybus system in the world. One of only four such systems currently operating in the U.S., it presently comprises three lines and is operated by the Southeastern Pennsylvania Transportation Authority (SEPTA) , with a fleet of 38 trolleybuses, or trackless trolleys as SEPTA calls them. The three surviving routes serve North and Northeast Philadelphia and connect with SEPTA's Market–Frankford rapid transit line. The first trackless trolley (trolley bus) service in Philadelphia
4028-507: The system never had more than six routes in operation concurrently. The conversion of route 79 may have been prompted by a desire or need by PTC to make use of some of the trolley coaches made surplus by the conversion of routes 61 and 80 to diesel buses. The five trackless routes in place in mid-1961 continued to be served by trolley buses for the next four decades, and three remain so in 2011. The rush hour service on route 66 includes several express trips, and one section of Frankford Avenue
4104-600: The system's first air-conditioned trolley buses. The last active Brill and Marmon-Herrington trolley buses were retired in 1981. Because of service reductions in the 1980s and 1990s, the number of trolley buses needed for scheduled peak-period service on the five routes had declined to only 51 (plus spares) by at least the mid-1990s. Forty-four of the 110 AM Generals were placed in storage and later used for parts; in 2002, these were sold for scrap. The remaining 66 were placed in storage when all five routes were converted temporarily to diesel buses in 2002 and 2003. That conversion
4180-409: The thoroughfare it is located on: Pullman Avenue. Another site was Pullman Car & Manufacturing Corp. of Bessemer , Alabama , incorporated on January 15, 1929. The Pullman Company was also noted for its porters . The porters served first-class passengers traveling in the luxurious Pullman sleeping cars. When George Pullman began hiring porters in 1868, he sought people who had been trained to be
4256-450: The town not within the city limits of Chicago but in the adjoining town of Hyde Park . On April 24, 1880, groundwork began. Throughout construction, Pullman sought to minimize costs and maximize efficiency adopting techniques of mass production whenever possible. Some of the earliest departments and shops created included painting, iron, and woodworking. These could then be employed to contribute to continuing construction. By January 1, 1881,
4332-498: The town was ready for its first resident. A foreman from the Pullman Company's Detroit shop, Lee Benson, moved his wife, child, and sister into the town. Building exteriors were red brick with limestone trim. Interiors featured high ceilings and large windows. Interior walls were purposefully painted in light colors to provide a cheerful environment. When completed, the town included a library, theater, hotel, church, market, sewage farm, park, and many residential buildings. The bar in
4408-509: The wages paid to one of its most important, and numerous, positions. Being a Pullman Porter was seen as safe, steady work and allowed tens of thousands of African-Americans access to middle-class life . This had little to do with the wages being paid to them by Pullman, and more to do with the reliable income stream. Former slaves working in a servile position were treated harshly, and were frequently subject to verbal and physical abuse. In 1925, after decades of discrimination and mistreatment by
4484-444: The world from the 1890s to the 1920s (last making streetcars in 1941), and produced trolley buses from 1921 to 1954. Philadelphia purchased more trolley buses from Brill than from any other manufacturer, a total of 133. However, vehicles were also purchased from other builders, most notably Marmon-Herrington (71 units) and AM General (110). The original fleet of ten 23-foot-2-inch (7.06 m) Brill "Rail-less Cars" of 1923–24
4560-612: Was deferred in 1975, the Transit Authority assigned the cars to other subway services. Pullman also built subway cars for the Massachusetts Bay Transportation Authority , which assigned them to the Red Line. Pullman-Standard was spun off from Pullman, Inc., as Pullman Technology, Inc., in 1981, and was sold to Bombardier in 1987. In United States v. Pullman Co. , 50 F. Supp. 123, 126, 137 (E.D. Pa. 1943),
4636-492: Was a manufacturer of railroad cars in the mid-to-late 19th century through the first half of the 20th century, during the boom of railroads in the United States . Through rapid late-19th century development of mass production and takeover of rivals, the company developed a virtual monopoly on production and ownership of sleeping cars . During a severe economic downturn, the 1894 Pullman Strike by company workers proved to be
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#17328691871474712-687: Was a somewhat spartan accommodation by today's standards, it was a great improvement on the previous layout. Curtains provided privacy, and there were washrooms at each end of the car for men and women. The first Pullman coach was built at the Chicago & Alton shops in Bloomington, Illinois in the spring of 1859 with the permission of Chicago & Alton President Joel A. Matteson . Pullman established his company in 1862 and built luxury sleeping cars which featured carpeting, draperies, upholstered chairs, libraries, card tables and an unparalleled level of customer service. Patented paper car wheels provided
4788-430: Was delivered in June 2007, and the remaining 37 were received by SEPTA during 2008. These trolley buses have a diesel-driven auxiliary power unit , which provides electric power to the motors to enable limited operation away from overhead trolley wires . A few retired Philadelphia trolley buses have been saved for historical preservation, including at public museums. 1947-built ACF-Brills 205 and 210 were acquired by
4864-681: Was doing business as Pullman Power LLC, a subsidiary of Structural Group, a specialty contractor. As a side note, other construction engineering portions of Pullman-Kellogg were spun off as a new M. W. Kellogg Corporation, and in December 1998, became part of the merger that formed Kellogg, Brown & Root , a specialty contractor which itself was later sold to Halliburton , an oil well servicing company. In an eventual competitive move, other Kellogg engineering interests were merged with Rust Engineering becoming Kellogg Rust, which itself became The Henley Group , and later Rust International before it became
4940-809: Was established as a National Monument by President Barack Obama. The Pullman Company operated several facilities in other areas of the US. One of these was the Pullman Shops in Richmond, California , which was linked to the mainline tracks of both the Southern Pacific and the Santa Fe , servicing their passenger equipment from throughout the Western US. The main building of the Richmond Pullman Shops still exists, as does
5016-544: Was formed on June 21, 1927. The best years for Pullman were the mid-1920s. In 1925, the fleet grew to 9800 cars. Twenty-eight thousand conductors and twelve thousand porters were employed by the Pullman Co. Pullman built its last standard heavyweight sleeping car in February 1931. Pullman purchased controlling interest in Standard Steel Car Company in 1929, and on December 26, 1934, Pullman Car & Manufacturing, along with several other Pullman, Inc. subsidiaries, merged with Standard Steel Car Co. and its subsidiaries to form
5092-493: Was given a court order to sell the company town but delayed compliance until 1907. Today, Pullman is a Chicago neighborhood , and a historical landmark district on the state , National Historic Landmark and National Register of Historic Places lists. In 2014, the National Park Service initially considered the concept of turning Pullman into a new, urban National Park. On February 19, 2015, Pullman's company town
5168-487: Was growing, the United States Department of Justice filed an anti-trust complaint against Pullman Incorporated in the U.S. District Court at Philadelphia (Civil Action No. 994). The federal government sought to separate the company's sleeping car operations from its manufacturing activities. In 1944, the court concurred, ordering Pullman Incorporated to divest itself of either the Pullman Company (operating) or
5244-450: Was later made permanent for routes 29 and 79. The stored AM General trolley buses, which were already 24 years old by 2003, did not return to service and were scrapped in mid-2006, but earlier the same year, SEPTA placed an order with New Flyer Industries for 38 new low-floor trolley buses. Philadelphia's AM General trolley buses operated in service for the last time on June 30, 2003, the last day of trolley bus service on route 79. They were
5320-635: Was merged with Pullman Car & Manufacturing Company to be known as Pullman-Standard Car Manufacturing Company . The company closed its factory in the Pullman neighborhood of Chicago in 1955. The company ceased production after the Amtrak Superliner cars in 1982 and its remaining designs were purchased in 1987 when it was absorbed by Bombardier . The original Pullman Palace Car Co. had been organized on February 22, 1867. On January 1, 1900, after buying numerous associated and competing companies, it
5396-544: Was one of just three builders (and one of only two in the U.S.) of the PCC streetcar , a standardized type of streetcar purchased by numerous North American transit systems between 1936 and 1952 and nearly 5,000 of which were constructed. Pullman built the body of the very first all-new PCC car, a prototype called "model B", in 1934, but the first production-series Pullman PCC cars were not built until 1938 (and delivered in early 1939). The St. Louis Car Company captured about 75% of
5472-678: Was operated by the Philadelphia Rapid Transit Company, which had been established in 1902 by the merger of several then-independent transit companies operating within the city and its environs. Through a reorganization, the company became the Philadelphia Transportation Company (PTC) on January 1, 1940. The PTC was transferred from private to public ownership on September 30, 1968, when SEPTA (formed in 1964) took it over. Of more than 300 trolley bus systems in operation worldwide (as of 2011), Philadelphia's
5548-552: Was reorganized as The Pullman Co., characterized by its trademark phrase, "Travel and Sleep in Safety and Comfort." In 1924, the Pullman Car & Manufacturing Corporation was organized from the previous Pullman manufacturing department and recently acquired Haskell & Barker Car Company, to consolidate the car building interests of The Pullman Co. The parent company, The Pullman Co. was established as its own company and Pullman, Inc.,
5624-406: Was replaced in 1935 by eight Brill T30 vehicles, another short vehicle. With the conversion of the major Ridge Avenue route (61) to trolley buses in 1941, Philadelphia Transportation Company (PTC) again turned to Brill for the needed additional vehicles. PTC purchased 60 Brill trolley coaches (as such vehicles were then commonly called in the U.S. ) in 1941–42, this time of the larger model 40SMT that
5700-459: Was sold to Bombardier), the name was changed back to Pullman Company. In July 1987 the company acquired Clevite Industries . By 1996, Pullman Co., with its Clevite subsidiary, was almost solely a supplier of automotive elastomer (rubber) parts, and in July 1996 the company was sold to Tenneco . As of late 2004, Pullman Co. (now the brand name Clevite), as a manufacturer of automotive elastomer products,
5776-544: Was still under the control of Tenneco Automotive. In 1877, the United States experienced the Great Railroad Strike. Part of its legacy included more powerful unions and a tendency for employers to consider the broader well-being of their employees. Pullman's objective in building a company town was to attract a superior type of employee and further elevate these individuals by excluding baneful influences. In late April 1880, George Pullman announced his plans to build
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