1910 Florida Cuba Carolina Seaboard Airline Railroad Train Travel Ad Fda91

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The  Seaboard Air Line Railroad   (reporting mark  SAL ), which styled itself as "The Route of Courteous Service", was an American  railroad  which existed from April 14, 1900, until July 1, 1967, when it merged with the  Atlantic Coast Line Railroad, its longtime rival, to form the  Seaboard Coast Line Railroad. Predecessor railroads dated from the 1830s and reorganized extensively to rebuild after the  American Civil War. The company was headquartered in  Norfolk, Virginia, until 1958, when its main offices were relocated to  Richmond, Virginia. The  Seaboard Air Line Railway Building  in Norfolk's historic  Freemason District  still stands and has been converted into apartments.

At the end of 1925 SAL operated 3,929 miles of road, not including its flock of subsidiaries; at the end of 1960 it reported 4,135 miles. The  main line  ran from Richmond via  Raleigh, North Carolina,  Columbia, South Carolina, and  Savannah, Georgia  to  Jacksonville, Florida, a major interchange point for  passenger trains  bringing travelers to the Sunshine State. From Jacksonville, Seaboard rails continued to  Tampa,  St. Petersburg,  West Palm Beach  and  Miami.

Other important Seaboard routes included a line from Jacksonville via  Tallahassee  to a connection with the  Louisville and Nashville Railroad  (L&N) at  Chattahoochee, Florida, for through service to  New Orleans; a line to  Atlanta, Georgia, and  Birmingham, Alabama, connecting with the  main line  at  Hamlet, North Carolina; and a line from the main at  Norlina, North Carolina, to  Portsmouth, Virginia, the earliest route of what became the Seaboard.

In the first half of the 20th century, Seaboard, along with its main competitors  Atlantic Coast Line Railroad,  Florida East Coast Railway  and  Southern Railway, contributed greatly to the economic development of the  Southeastern United States, and particularly to that of  Florida. Its trains brought vacationers to Florida from the  Northeast  and carried southern timber, minerals and produce, especially Florida  citrus  crops, to the northern states.

The complex corporate history of the Seaboard began on March 8, 1832, when its earliest predecessor, the  Portsmouth and Roanoke Railroad  was chartered by the legislatures of Virginia and North Carolina to build a railroad from  Portsmouth, Virginia, to the  Roanoke River  port of  Weldon, North Carolina. After a couple of months of horse-drawn operation, the first locomotive-pulled service on this line began on September 4, 1834, with a twice-daily train from Portsmouth to  Suffolk, Virginia, 17 miles away.[1]

By June 1837 the railroad was completed to Weldon, where a connection was made with the tracks of the  Wilmington and Raleigh Railroad  (later part of the  Atlantic Coast Line Railroad). In 1846, after suffering financial difficulties, the P&R was reorganized as the  Seaboard and Roanoke Railroad, known informally as the  Seaboard Road .[citation needed ]

Meanwhile, the  Raleigh and Gaston Railroad  had begun construction on November 1, 1836, with the first scheduled service between its endpoints beginning on March 21, 1840. After the  American Civil War, this was advertised as the  Inland Air-Line Route . By 1853, the Raleigh and Gaston had connected with the Seaboard and Roanoke at Weldon, thus offering travelers through service on the 176-mile route from Portsmouth to Raleigh.[1]  Both railroads were built to  4 ft 8+ 1 /2  in   (1,435 mm )  standard gauge , rather than the  5 ft   (1,524 mm ) gauge favored by most other railroads in the South; therefore, cars of both roads could run on the entire route, eliminating the need for travelers or freight to make a  change of cars.[citation needed ]

The R&G takeover also gave the P&R control of the Raleigh & Augusta Air-Line Railroad which the former road controlled. This was the first time "Air Line" appeared as part of a Seaboard predecessor. The R&AA-L began as the Chatham Railroad, chartered by the state on February 14, 1855 (from the 1877 booklet, "History Of The Raleigh & August Air-Line Railroad" compiled by Walter Clark, Attorney At Law) to build a rail line, "...between Deep River, at or near the Coalfields,  Moncure, NC  in the county of Chatham, and the City of Raleigh or some point on the North Carolina Railroad." The project was riddled with delays and finally reorganized as the Raleigh & Augusta Air-Line in 1871. It eventually reached Hamlet in 1877 which in later years was a major SAL terminal point. With a route that now extended through North Carolina the three roads offered a competitive network serving several important cities. The South was also blossoming into an industrial giant in the area of cotton, agriculture/farming, textiles, and manufacturing.

The American Civil War devastated railroads, particularly in former Confederate territories including Virginia and North Carolina. After the war,  Moncure Robinson  and  Alexander Boyd Andrews  organized the Seaboard Inland Air Line to connect Georgia and South Carolina to  Portsmouth, Virginia  (in the Hampton Roads area across from  Norfolk, Virginia).[2]  They worked with Confederate general turned Republican political boss  William Mahone  to work against the conglomeration of railroads reorganized by Thomas A. Scott, who had moved up the ranks of the Pennsylvania Railroad, took control of the Chesapeake and Ohio Railroad after the Civil War, and tried to work with African American legislators to acquire (and rebuild) railroads further South. As it had before the Civil War, Virginia paid millions to get railroads rebuilt and commerce moving through its cities. Charges of corruption against Scott, and resentment against northern and black workers led to volatile situations in many areas. Eruptions of  Ku Klux Klan  violence centered on railroads through interior North and South Carolina.[3]  Together the R&G, P&R, and R&AA-L formed the backbone of the future Seaboard Air Line. Moncure Robinson's son John M. Robinson acquired financial control of the trio in 1875. As a marketing tactic they were collectively known as the "Seaboard Air-Line System." The name initially had no legal authority, although that changed as Robinson continued to extend southward. The first known official use of "Seaboard Air Line" appeared when the system was pushing towards Atlanta. It had already acquired the Georgia, Carolina & Northern Railway which intended to reach that city from Monroe, North Carolina. Construction began in 1887 and was completed as far as Inman Park, east of Atlanta, by 1892. However, an ordinance prevented it from reaching the city directly. To circumvent this issue the Seaboard Air Line Belt Railroad (SALB) was chartered in 1892 to build an 8-mile branch and a connection with the Nashville, Chattanooga & St. Louis at Howells. From there the SALB utilized trackage rights over the Dixie Line to reach the downtown area. Just prior to this event Robinson would link Rutherfordton and Wilmington, North Carolina via Charlotte and Hamlet by acquiring the Carolina Central Railroad in 1883. Rail service between these cities opened in 1887.

The  air line   name [ edit] Further information:  Air-line railroad

In the days before air travel,  air line   was a common term for the shortest distance between two points: a straight line drawn through the air (or on a map), ignoring natural obstacles (i.e., "as the crow flies"). Hence, a number of 19th-century railroads used  air line   in their titles to suggest that their routes were shorter than those of competing roads: see list at  Air-line railroad.

The Seaboard never owned an airplane. In 1940 the railroad proposed the creation of "Seaboard Airlines," but this idea was struck down by the  Interstate Commerce Commission  as violating federal  anti-trust legislation.[citation needed ]

During a spate of interest in aviation shares on  Wall Street  following  Charles A. Lindbergh's trans-Atlantic flight in 1927, Seaboard Air Line shares actually attracted some investor curiosity because of the name's aviation-related connotations; only after noticing that Seaboard Air Line was actually a railroad did investors lose interest.[4]

The railroads' prosperous operations of the 1850s, hauling passengers as well as valuable cargos of cotton, tobacco and produce from the  Piedmont  to the tidewater port of  Portsmouth, were interrupted by the  Civil War, during which bridges and tracks of both railroads were destroyed at various times by  Union  or  Confederate  troops.

Prosperity returned after the war, with the efficiently managed Seaboard Road showing a profit even during the  Panic of 1873, and paying stockholders an annual dividend of 8 percent for many years.[1]  In 1871, the Raleigh and Gaston acquired the Raleigh and Augusta Air-Line Railroad, which, however, reached only to  Hamlet, North Carolina. When the R&G and its subsidiary fell into financial straits in 1873, the Seaboard's president, John M. Robinson, acquired financial control of them, becoming president of all three railroads in 1875.

The Seaboard Air-Line System [ edit]

By 1881, the Seaboard and Roanoke, the Raleigh and Gaston, and others were operating as a coordinated system under the  Seaboard Air-Line System   name for marketing purposes, combining the nicknames of the two principal roads.[5]  In 1889, the Seaboard leased the still-unfinished  Georgia, Carolina and Northern Railway, providing a link from  Monroe, North Carolina, (on the Seaboard line to  Charlotte, North Carolina, acquired in 1881) to  Atlanta, Georgia, (completed in 1892).

During its heyday in the 1890s, the system prided itself on offering excellent passenger service between  Atlanta  and the  northeast. A daily coach and  Pullman  train, the  S.A.L. Express , ran from Atlanta to the Seaboard Road's depot and wharf at Portsmouth, where passengers could transfer to steamships for direct passage to  Baltimore,  Philadelphia  and  New York. The system's premier train, however, was the  Atlanta Special , running in daily service between Atlanta and Washington, using the  Atlantic Coast Line's tracks from Weldon to Richmond, and the tracks of the  Richmond, Fredericksburg and Potomac  from Richmond to Washington.

Between 1898 and 1900, Seaboard affiliate  Richmond, Petersburg and Carolina  completed the laying of track from Norlina to Richmond, thereby providing an all-Seaboard route from Atlanta to Richmond.

As important as the route to the major railroad hub of Atlanta was, access to Florida resorts and markets would be even more important to the railroad's success in years to come. In the last two decades of the 19th century, the pieces of the route to Florida began to fall into place. Between 1885 and 1887, the  Palmetto Railroad, later reorganized as the  Palmetto Railway, had built southward from Hamlet, North Carolina, on the Seaboard  main line, to  Cheraw, South Carolina. In 1895, the Seaboard took control of the Palmetto Railway and extended the tracks to  Columbia.

Also in 1895, the  Savannah, Americus and Montgomery Railway, a Savannah-to-Montgomery route, was bought by a syndicate that included the Richmond bankers John L. Williams and Sons.  John Skelton Williams, a son of John L. Williams, became president of the line, renaming it the  Georgia and Alabama Railway. In January 1899, the Williams syndicate offered to purchase a majority of shares in the Seaboard and Roanoke, which included controlling interests in each of the affiliated companies and subordinated railroads in the Seaboard Air Line system.[6]  Although a New York syndicate of various stockholders headed by  Thomas Fortune Ryan  bitterly opposed the deal, control of all of the railroad properties comprising the Seaboard system was formally transferred to the Williams syndicate in February 1899.[7]  Immediately, Williams and his financial backers sought to expand into the Florida market.

Seaboard predecessors in Florida [ edit]

In 1860, the  Florida, Atlantic and Gulf Central Railroad  (FA&GC) completed construction of a line running west from  Jacksonville, Florida, to  Lake City, Florida.[8]  That same year, the  Florida Railroad  opened from  Fernandina, just north of Jacksonville, southwest to  Cedar Key  on the  Gulf Coast. In 1863, the  Pensacola and Georgia Railroad  (P&G) completed a line running east from  Quincy, Florida, through  Tallahassee  to Lake City, where it connected with the FA&GC.[8]

In 1868, the P&G and the FA&GC were acquired by  carpetbaggers, with the P&G being renamed the  Jacksonville, Pensacola and Mobile Railroad  (JP&M), into which the FA&GC — now called the  Florida Central Railroad  — was consolidated in 1870.[8]  Meanwhile, in 1871, the Florida Railroad was reorganized as the Atlantic, Gulf and West India Transit Company.[8]  Through two new subsidiaries, the Peninsular Railroad and the Tropical Florida Railroad, the Atlantic, Gulf and West India opened two new lines, one running to  Ocala  and  Tampa  from a junction with the main line at  Waldo, and another running from Ocala to  Wildwood.[8]

In 1881,  Sir Edward Reed  acquired the Atlantic, Gulf and West India and its subsidiaries and reorganized them as the Florida Transit Company.[8]  The following year, Reed acquired the JP&M along with its subsidiary, the Florida Central, both of which he combined together as the  Florida Central and Western Railroad.[8]  In 1883, Reed reorganized the Florida Transit Company as the Florida Transit and Peninsular Railroad.[8]  Then, in 1884, Reed brought both the Florida Central and Western and the Florida Transit and Peninsular under the umbrella of a single entity, the Florida Railway and Navigation Company, which instantly became the largest railroad in Florida. In 1886, the company was reorganized as the  Florida Central and Peninsular Railroad  (FC&P).[8]

In late 1892, the FC&P began construction of a new line running north from a junction near Jacksonville to  Savannah, Georgia.[9]  The FC&P had that same year already leased the  South Bound Railroad, which ran north from Savannah to  Columbia, South Carolina.[9]  Thus, when the FC&P finished construction in late 1893, it had 1,000 miles of rail and a new "air line" extending straight from a connection with the  Richmond and Danville Railroad  in South Carolina into Jacksonville, resulting in not only a saving of several hours of travel time, but also connecting New York and Tampa.[9][10][11]

This direct entrée into Florida did not escape the notice of John Skelton Williams and his financial backers. In April 1899, only two months after assuming formal control of the various railroads in the Seaboard system, the Williams syndicate purchased a majority stock interest in the FC&P for $3.5 million.[12]

 

On April 14, 1900, the  Seaboard Air Line Railway   was incorporated, comprising 19 railroads in which it owned all or most of the capital stock. Williams was the first president of the new corporation, which advertised its north–south route as the "Florida-West India Short Line."  James H. Dooley, veteran of several rail mergers in the South, helped organize the SAL and served as chairman of SAL's executive council.[13]

On June 3, 1900, through service from  New York  to  Tampa, Florida, was inaugurated, with trains operated by the  Pennsylvania Railroad  from New York to  Washington, D.C.; by the  Richmond, Fredericksburg and Potomac Railroad  from Washington to Richmond; and by the Seaboard from Richmond to Tampa, an arrangement that lasted until the creation of  Amtrak  in 1971. On July 1, 1900, the Seaboard formally assumed operation of the Georgia and Alabama, the FC&P and the  Atlantic, Suwannee River and Gulf  railroads. In 1903, the FC&P, which had been controlled through stock ownership and operated separately under a lease agreement, was formally consolidated within the Seaboard.[14]

In 1904, Seaboard subsidiary  Atlanta and Birmingham Air Line Railway, purchased the previous year, completed construction and extended the Atlanta route to  Birmingham, Alabama, the largest center of iron and steel production in the South, and a valuable endpoint for the Seaboard.

Unfortunately, the new 2,600-mile railroad did not prosper as expected in its early years. Thomas Fortune Ryan, who had opposed the Williams syndicate when it purchased the controlling interests in the various Seaboard companies, succeeded in assuming control of the railroad in 1904. Ryan's policies, however, proved disastrous for the Seaboard's finances. Following the  Panic of 1907, the railroad went into receivership and Ryan was ousted.[15]  S. Davies Warfield, a Seaboard director and member of the railroad's executive committee, who had assisted Williams in forming the corporation, was appointed one of the receivers, and was subsequently named chairman. In 1912, Warfield — who was the uncle of the Baltimore-born Wallis Warfield Simpson, the future  Duchess of Windsor  – became the majority stock owner of the Seaboard.[16]  By 1915, the railroad had recovered. However, along with most other U.S. railroads, the Seaboard was  nationalized  during the railroad crisis brought on by  World War I  and was run by the  United States Railroad Administration  from December 28, 1917, to March 1, 1920.

Warfield and the South Florida expansion [ edit] See also:  Seaboard-All Florida Railway

With an influx of tourists traveling to rapidly developing Florida, the Seaboard enjoyed a prosperous decade in the 1920s.[17]  In 1924, Warfield, now president and CEO of the railroad, began building a 204-mile extension, called the  Florida Western and Northern Railroad, from the Seaboard mainline in  Coleman, Florida  south to  West Palm Beach, which for almost thirty years had been the exclusive domain of the  Florida East Coast Railway. Some 35 miles northwest of West Palm Beach, the extension ran through  Indiantown, which Warfield planned to make the new southern headquarters of the Seaboard.[18]  The extension was constructed in record time, and opened in January 1925.

Later in 1925, Warfield constructed the  Gross-Callahan Cutoff, which allowed time-sensitive trains to bypass congested Jacksonville, and built the  Valrico Cutoff, which provided a direct route from Tampa to West Palm Beach. Warfield also leased the  Charlotte Harbor and Northern Railway, which ran from central Florida to  Boca Grande, as well as the  East and West Coast Railway  between  Arcadia  and  Manatee County.

Warfield, however, was not content with what seemed to be a complete Seaboard system in Florida, and at the end of 1925, announced two new extensions, one from West Palm Beach to  Miami  and another from Arcadia to  Fort Myers  and  Naples. Groundbreaking for the Miami extension took place in  Hialeah  in January 1926, and by December 1926, the line was open for freight. From January 7 though January 9, 1927, Warfield took a large faction of dignitaries on a special run of the luxurious  Orange Blossom Special , beginning at Arcadia and proceeding south to Naples, then doubling back over to the east coast and proceeding south from West Palm Beach to  Miami.

Warfield had the West Palm Beach architectural firm of Harvey & Clarke, led by  Gustav Maass, design a series of now historic  Mediterranean Revival  stations in  West Palm Beach, Lake Worth, Boynton Beach,  Delray Beach,  Deerfield Beach,  Fort Lauderdale,  Hollywood, and  Hialeah, as well as in  Naples  and Fort Myers. In April 1927, Warfield completed a push of the Miami extension even further south to  Homestead, and had his architects erect a  Mediterranean Revival station  there as well.

The Great Depression and World War II [ edit]

Warfield died in October 1927 and was succeeded by Legh R. Powell, who had worked his way up on the financial side of the railroad.[1]  The railroad was in an unfortunate position due to being geographically sandwiched in the South between two well-to-do rivals, the  Atlantic Coast Line Railroad  (ACL) and the  Southern Railway.[1]  In addition, Warfield's expansion down the west coast of Florida was seen as an unnecessary extravagance due to the presence of the ACL in the same area.[1]  In December 1930, the Seaboard again entered bankruptcy following the collapse of the  Florida land boom  and the onset of the  Great Depression. The  United States District Court  in Norfolk, Virginia—which would oversee the railroad for the next 14½ years—appointed Powell as a  receiver.[1]

With loans obtained from the federal government's  Reconstruction Finance Corporation, the railroad set about modernizing its equipment with new steam freight locomotives and new and rebuilt passenger cars. In 1942, to cut expenses, the SAL abandoned a 27-mile section of its then only 15-year-old Fort Myers-Naples extension between South Fort Myers and Naples, along with sections of two other little-used branch lines from the extension.[19]  By aggressive marketing and technological innovations that drew travelers to the line, such as the highly popular  Silver Meteor   streamliner, introduced in 1939, Seaboard managed to regain its financial footing. The economic boom of  World War II  also helped replenish the railroad's coffers. In 1944, the  Silver Meteor   alone turned a profit of over $8 million, nearly as much as the deficit of the whole railroad had been in the Depression year of 1933.[20]

In May 1945, all of the Seaboard properties were sold under foreclosure at an auction sale to bondholders for $52 million.[1]  In 1946, the railroad was reorganized as the  Seaboard Air Line  Railroad . [1]

Quick to recognize the cost savings of  diesel  power over  steam  in the postwar period, the Seaboard dieselized all of its mainline trains by 1953. In the same decade, the railroad installed  CTC  signaling across most of its system, generating further savings of time and money, as well as improved safety.[17]  However, like all American railroads, Seaboard saw a decline in revenues, especially in passenger traffic, from the 1950s into the 1960s, in the face of growing competition from airlines, trucking companies and the  Interstate Highway System.[21]  In 1960 SAL reported 9910 million net ton-miles of revenue freight and 484 million passenger-miles, not including Gainesville Midland and Tavares & Gulf.[citation needed ]

As a strategic move to reduce costs and counter the competition of airlines and trucking companies, merger with the parallel system of Seaboard's chief rival,  Atlantic Coast Line Railroad  (ACL) was first proposed in 1958, but was not approved by the  Interstate Commerce Commission  until 1967.[5]  On July 1 of that year, SAL and ACL merged to form  Seaboard Coast Line Railroad  (SCL).[22]  The seeming redundancy of the name stems from combining the most common short forms of the two railroads' names: the public and the railroads themselves for many years had referred to SAL as "Seaboard" and ACL as "Coast Line."

On May 1, 1971, SCL turned over all its passenger operations to the newly formed  Amtrak, which continued to operate the profitable  Silver Meteor   and  Silver Star   alongside a former Coast Line streamliner, the  Champion , while eliminating others.

By 1972, Seaboard Coast Line and its corporate relatives  Louisville and Nashville,  Georgia Railroad,  Atlanta and West Point Railroad,  Western Railway of Alabama  and  Clinchfield Railroad  began advertising themselves as the  Family Lines System, and applying the Family Lines logo to their  rolling stock. However, the Family Lines name was merely a marketing strategy, and all the railroads remained separate legal and operating entities.

The  Family Lines System  and the  Chessie System  became subsidiaries of the newly created  CSX  Corporation on November 1, 1980, but continued to operate as separate railroads.[23]  The Family Lines name and logo were dropped when all of the Family Lines merged on December 29, 1982, to form the  Seaboard System.[24]

On July 1, 1986, the Seaboard System's name was changed to  CSX  Transportation. Subsequently, the Chessie System was merged into CSX Transportation on August 31, 1987.[23]


 
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