3rd Jul, 2009

Tidying Up

If anyone sees the following error message when trying to access The Has-Been, please contact the webmaster immediately at get_me_off_the_shitlist@has-been.dyndns.org.

We’ve done a little housekeeping lately, nuking all of those IP’s which repeatedly try but fail to gain access to the H-B’s FTP server. Unfortunately, there is the possibility that some regular H-B readers may be using the same company, school, public library or other Internet access as these fools. If there’s a mistake, we’ll gladly take your IP off the Has-Been shitlist. And we’ll be close watching the Apache logs over the next few weeks to see who’s being bounced, and why.

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Here’s the shitlist as of 7/3/09
59.151.104.194, 59.160.17.229, 59.13.106.40, 59.81.16.177, 59.44.118.86, 60.32.101.250, 61.172.240.126, 61.152.159.228, 61.152.159.229, 61.243.232.197, 61.142.176.73, 61.221.40.45, 61.129.86.44, 64.15.155.115, 64.147.209.162, 64.72.126.234, 66.216.20.105, 66.250.192.33, 67.225.209.6, 67.159.44.52, 68.169.44.190, 69.198.44.187, 69.80.227.133, 72.53.71.68, 76.8.220.251, 78.111.78.89, 80.52.211.101, 81.0.234.100, 82.204.216.115, 83.15.109.50, 85.214.59.207, 85.234.144.7, 87.193.67.14, 88.170.184.6, 88.196.54.98, 88.191.66.99, 89.36.225.3, 92.233.158.225, 94.102.6.4, 94.136.39.86, 98.130.2.35, 118.22.2.153, 118.67.190.36, 121.22.24.61, 124.114.130.149, 124.126.119.19, 124.126.253.252, 125.210.225.132, 125.39.42.75, 125.90.93.119, 147.52.136.194, 150.188.32.26, 152.101.24.34, 168.255.254.135, 173.1.129.222, 173.9.55.41, 174.132.239.58, 190.41.178.226, 190.54.35.179, 190.81.173.3, 193.173.48.117, 193.202.106.5, 194.135.22.250, 194.177.225.27, 200.150.177.71, 200.11.40.8, 202.104.197.118, 202.106.53.50, 203.146.249.140, 203.174.51.133, 203.192.173.58, 203.34.37.32, 203.135.195.77, 207.44.234.77, 208.90.224.172, 209.90.108.10, 210.101.248.119, 210.181.198.175, 210.181.198.179, 210.188.206.230, 210.105.59.10, 211.141.237.134, 210.89.62.11, 211.192.64.138, 212.34.134.112, 212.34.154.87, 213.194.149.3, 216.193.195.136, 216.83.154.154, 216.168.96.180, 216.40.96.100, 217.172.179.248, 217.27.212.129, 217.21.32.54, 217.79.182.243, 218.36.124.138, 218.1.66.118, 218.62.29.118, 219.151.11.212, 219.148.34.17, 218.62.92.186, 218.62.88.29, 221.146.204.111, 221.214.180.169, 222.122.151.181, 222.73.0.104

What’s my current IP address? Check your number at http://www.whatsmyip.org/.

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Hey, how’d you do that?
First, edit Apache’s httpd.conf to add a list of blocked IP’s using the ‘deny’ directive:

< Directory . . .
# Controls who can get stuff from this server.
#
Order allow,deny
Allow from all
deny from 77.199.254.206. . .
< /Directory>

Then add an error handling directive which redirects the user to a designated webpage:

ErrorDocument 500 “/500.htm” (general server error)
ErrorDocument 404 “/404.htm” (page not found)
ErrorDocument 403 “/403.htm” (access forbidden)

Read more about http error codes.

Q. I’m getting 404 errors for a particular page, wazzup?
A. Error 404 means ‘not found’ or ‘missing’ as in “She’s 404 today” meaning she’s not in the office. For example, go looking for file 123.jpg (which does not exist on the H-B server) and you’ll get a 404.htm in return. In seeing this response, you’ll know that the H-B server is working properly. Most servers don’t send out customized error pages, leaving you to think that maybe the server is goofy, when, in fact, you’ve requested the wrong URL (or maybe the referrer’s link is in error).

PS: If you’ve received some 420 lately, you’ll need to be 404 for about 90 days before submitting a specimen.

29th Jun, 2009

Burnt Rainbows

Burnt rainbows. Things that seemed like a good idea, but didn’t quite turn out as planned or promised. If only they had known there was no pot of gold at the end of that rainbow. . .

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Old and new fareboxes

Recall the recent Has-Been article highlighting the shortcomings of the old General Farebox CENTSaBill fareboxes on PAAC buses. At least once a week (one trip out of ten), the bill collector is kaput, depriving PAAC of needed revenue.

The 1980-ish CENTSaBill bill acceptor is a primitive device, incapable of performing any type of validation or denomination counting of paper currency. The bill is simply transported past a window where the operator performs a cursory exam, then tamped into the vault below. A one-sided, counterfeit one dollar bill would pass so long as you have the skill and presence of mind to put it in the slot ‘greena’ side up. The old CENTSaBill also accepts PAAC’s ‘fare instruments,’ aka prepaid paper tickets.

According the Steve Bland, PAAC CEO “Our current fare boxes are old enough to drink in Pennsylvania.” He compared their frequent downtime to a lottery for riders, who “win” by boarding when the box is out of order and don’t have to pay.

Behold the Smart Box
PAAC has seen the light and ordered new ’smart’ fareboxes from Scheidt & Bachmann of Germany. S&B is the market leader and these new fareboxes are the latest thing in fare collection technology. They accept RFID smart cards, mag stripe tickets, paper currency and coins.

There’s just one problem: Validating bill acceptors might be OK on soda machines, but they cannot be effectively used on buses and trolleys where minimal transaction time is critical to smooth operation. You cannot delay other passengers and highway traffic while the patron is screwing with a perfectly honest but tired/worn/weary one dollar bill. Solve the problem by raising fares and then refusing to accept paper currency (or surcharging cash fares). Now watch ridership and revenue plummet even further.

During the past week or so, it appears as though PAAC has turned off the validation function of the bill acceptor, allowing it take whatever is offered without complaint. And since the new bill acceptor won’t accept the paper tickets, the driver is once again handling cash-equivalent tickets - a problem that was solved long ago.

Since at least half of PAAC’s riders on the 13C use passes, the money spent on any type of on-board fare collection or accounting equipment is completely wasted. Ridership does not vary day-to-day or hour-by-hour. There is no practical application for real-time passenger count or revenue data. World-wide, most newer bus and LRT operations have adopted the proof-of-payment approach which completely eliminates the need for on-board fareboxes.

The cost of PAAC’s farebox replacement project is reportedly $33M, mucho dinero by any measure. Assuming the overall cost of fare collection (including revenue losses of all types) is 5-7% of net revenue, its hard to believe that a substantial investment in new fareboxes will ever be recouped over the useful life of this equipment. Like most transit agencies, the farebox intake is less than 50% of the annual operating budget (and far less than 50% of the combined operating and capital budgets). Putting it another way, the farebox does not cover even the wages of the agencies’ employees.

Nobody likes a Luddite
Here’s another Burnt Rainbow which suggests that a simple coin counting farebox with a brainless peek-a-boo bill acceptor is probably the most cost effective solution. The pragmatic, efficient, experienced Has-Been knows when to give up on a failing proposition.

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28th Jun, 2009

East of Eden

The Manhunt
Over the past six months, readers of The Has-Been have made virtual visits to the graves of fellow Has-Beens William Cadwallader, Walter Uptegraff, Asaph Rowand, Arthur Humphrey and Charles Rowan.


Paul J. Simmen, Has-Been

East of Eden
Forget about that Steinbeck novel and the movie starring James Dean. We’re now one-half mile East of Eden on East Church St. The last known address of Paul J. Simmen was Eden, New York, about 15 miles south of Buffalo, a few miles inland from Lake Erie.

Cold and exceptionally snowy for much of the year, Eden NY is the world famous headquarters of the Original American Kazoo Company, currently the only domestic producer of all-metal kazoos. Nice place this Eden is, but lush gardens, placid animals, people clad only in fig leaves and apple trees bearing forbidden fruit do not immediately come to mind upon your arrival in Eden, NY. Hell, there isn’t even a good rib joint in town! There’s just one traffic light and an over-abundance of loud, diesel-powered dualies trolling aimlessly up and down Route 62.

We know that Paul Simmen died June 30, 1941. So what became of him, his wife and his money? The story of inventor Paul J. (John) Simmen is surely one of the most fascinating and intriguing tales in the annals of 20th century signaling. See the previous Has-Been article on Simmen here.

Recall that in January 1935, US&S settled Simmen’s final patent suit in exchange for payment of $125K and a $6000/year consulting engineer’s job. That was a tidy sum of money back then, and both GRS and US&S had previously paid substantial royalties to Simmen for license to his patents in the areas of train control and centralized dispatching.

A phone call to the Eden Library or local historical society was contemplated but never carried out. So why not just take a short detour through Eden on a rainy Sunday afternoon while returning from Buffalo on other business. Who knows what we’ll find…


View Has-Been Master Map in a larger map

The Scavenger Hunt
First, we come upon the remnants of the Erie Railroad along what was once the Erie’s Buffalo to Chicago mainline. The sleepy Buffalo Southern Railway is now overgrown and in danger of abandonment. This piece of track was in the news about 15-18 years ago when a Wall Street Journal article highlighted allegations that Conrail was surreptitiously trying to force the abandonment of this line, allegedly to preclude any possibility of future competition for east-west line haul traffic.

The former Erie depot at Eden Center has been restored and serves as the headquarters of the Buffalo Southern RR. Outside the depot, we find a 2-high B style case which serves as a faux train order signal. The upper case has the ‘U.S & S. Co.’ name on the door, while the lower half has ‘T. U. S & S. Co.’ The ‘T’ in ‘The Union Switch & Signal Co.’ was dropped around 1917. Irregular kerning and use of periods after the letters and ampersand shows suggests that a uniform corporate image was not a priority in those days.

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T.U.S &. S. Co. versus U.S &. S. Co.

Nearby there is an antique shop that’s open 1-5 pm on Sunday. The proprietor has no idea as to who the Simmen family is or was. She allows that 1941 is just slightly before her time, and suggests a trip to the Eden Library and Town Hall.

“Is there a cemetery in town?” Yes, she replies, and mentions that the town’s retired gravedigger lives in that yellow house right across the street. “He’d know for sure if there’s a Simmen buried there.”

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Eden’s retired gravedigger lives here

Waking the gravedigger from his afternoon nap is never the right thing to do. Cruising around, we find the library and and cemetery over on East Church St. Since Evergreen isn’t the world’s biggest cemetery, let’s just drive up and down the rows and see if anything jumps out at us. This is grape juice country; just about every third headstone belongs to somebody named Welch.

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Headstone of Paul and Marie Simmen. Click here to enlarge

Bingo! There it is… The biggest, fanciest stone in the whole place, a polished pink granite monolith, belongs to Paul John Simmen, C.E. and wife Marie. Out front there’s a granite bench inscribed with a quotation from Boethius “Great Lives Do Not Go Out, They Go On.” But there’s no sign of children or other family members (a photo on ancestry.com appears to show Simmen with grandsons John-Paul and Peter Stafford, born in NYC 1925 and 1928, respectively). And although two-thirds of the older headstones have Masonic or Odd Fellows indicia, there’s nothing of this sort on the Simmen stone. The only clue as to Simmen’s profession is the initials ‘C.E.’ following his name, apparently denoting ‘Civil Engineer.’ For what its worth, the Simmens’ are buried in the Protestant section of Evergreen Cemetery.

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“Great Lives Do Not Go Out, They Go On.” Click here to enlarge

Simmen would surely be pleased to know his name, image and work have not been forgotten by those in the signaling business.

There’s only one item on this summer’s Has-Been reading list - The Hidden Report. The title is a misnomer since there’s nothing secret or obscure about the Clapham Junction accident investigation chaired by Anthony Hidden.

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Issued in 1989, the recommendations contained in the 250-page Hidden report resulted in major changes to the way signal work is performed in the UK, and most notably, gave rise to the IRSE Licensing Scheme. Several important recommendations among the 91 listed in this report have not been acted upon, however.

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The Hidden Report - Click here to download (8MB)

Claptrap noun. Facts not worth knowing; of a cheap showy nature; theatrical devices or gags used to incite applause; pretentious, insincere, empty verbiage or nonsense; high-flown style; excessive use of verbal ornamentation; the life history of Jacko.

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Neverland Express

Q. Where can I find National Transportation Safety Board accident reports and studies?

A. The NTSB website ntsb.gov offers a wealth of information concerning transportation safety matters. Of particular interest to the Has-Been is the index of railroad accident reports at http://ntsb.gov/Publictn/R_Acc.htm.

NTSB rail accident reports issued since 1995 are available on-line at no cost. A handful of reports issued prior to 1995 are presently on-line; the remainder are available from the National Technical Information Service, http://www.ntis.gov/. (Be warned that NTIS is a for-profit arm of the US Department of Commerce which demands absurd prices for delivery of docs on obsolete paper, fiche or CD-ROM media.)

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http://ntsb.gov/Publictn/R_Acc.htm

One off-line NTSB report of current interest is RAR-82-06, Derailment of Washington Metropolitan Area Transit Authority Train No. 410 at Smithsonian Interlocking, January 13, 1982. A scanned copy of this report is available here (11MB).

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NTSB RAR-82-06 (11MB)

Q. What about old ICC accident reports?

A. The federal Department of Transportation’s Volpe Center has assembled a Special Collections library of older reports produced by the ICC, FRA and NTSB. In general, this is the first place to look for old railroad accident reports issued by Uncle Sam between 1911 and 1994.

The DOT Special Collections website is somewhat clumsy and antiquated in terms of user interface, but the price is right - $0. Here’s an example of a 75 year-old ICC report.


Wait! There’s More…
You can access the Federal Railroad Administration’s on-line database of accidents and incidents at http://safetydata.fra.dot.gov/OfficeofSafety/. This resource offers the most up-to-date information available; in some cases latency between the event and publication of the FRA report is less than two weeks. The database contains records going back to 1975. This website might seem a little tricky to use, but only because it has an unusually broad range of query and report-generating features. Keep in mind that FRA jurisdiction is limited to mainline railroads and a handful of transit systems within the USA.

Canada: Canadian rail accident reports can be found here: http://www.tsb-bst.gc.ca/eng/rapports-reports/rail/index.asp

UK: For recent rail accident reports from the UK, see http://www.raib.gov.uk/publications/investigation_reports.cfm. For older UK accident reports, see http://www.railwaysarchive.co.uk/. This collection goes back to 1841.

The New York State DOT maintains an on-line database of rail accidents investigated by the NY State Public Transportation Safety Board. This collection goes back to the mid-1990’s. One example is this 2008 report concerning a signaling-related derailment on the LIRR at at Jamaica

Here’s a timely article written back in 1929 by US&S’s Frank Nicholson.


Click here to download (500k)

This article was originally posted at about 6:30AM on 6/22/09. Here’s the text of a presentation titled What’s Next in Train Control given at the APTA Rail Conference in Chicago on 6/16/09.

Ahoy mates: Big Jim’s got soaked during Wednesday’s (6/17/09) floods. So what’ll it be: fish sandwich or a submarine? Don’t go overboard with that extra order of fries…

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Looking aft along Saline St. from the starboard bow of Big Jim’s

17th Jun, 2009

Peter G. Ten Eyck

Peter Ten Eyck was a prominent signal engineer who went on to become a two-term US Congressman representing the Albany region of New York state. After serving a second in Washington, this later-day Cincinnatus returned to his farm in Albany. Ten Eyck [p. Ten-Ike] held two US patents related to signaling.

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Peter Ten Eyck, 1917

Railway Signal Engineer, November 1917

Peter G. Ten Eyck, at one time signal engineer of the New York Central, has been elected to the board of directors of the Chicago, Rock Island & Pacific. Mr. Ten Eyck was born on November 7, 1873, in Bethlehem, NY, and was educated at the Albany Academy and Rensselaer Polytechnic Institute, completing a course in civil engineering at the latter institution.

His first experience in railway work was as a batteryman on the New York Central. Form this position he worked his way up through the ranks of electrician, mechanical repairman, storekeeper, division electrician, inspector, supervisor of signals, assistant signal engineer and signal engineer. He organized the signal department on this road and was instrumental in standardizing the signaling on the system.

In 1903, he became chief engineer and treasurer of the Federal Railway Signal Company, and was later made vice president and general manager. In 1913-15, he was elected a member of Congress. He is a member of the American Railway Engineering Association, the Railway Signal Association and a number of other technical and social organizations. Mr. Ten Eyck has been connected with railway work throughout his life and intends now to study the needs of the Rock Island system and devote his time in assisting the management in the upbuilding of that system.

http://en.wikipedia.org/wiki/Peter_G._Ten_Eyck

Peter G. (Gansevoort) Ten Eyck (November 7, 1873 - September 2, 1944) was a United States Representative from New York. Born in Bethlehem, Albany County, he was educated in the common schools in Normansville, at The Albany Academy, and at the Rensselaer Polytechnic Institute. He engaged in civil and signal engineering for fifteen years and was a signal engineer of the New York Central Lines. He was chief engineer of the Federal Railway Signal Co. in 1903 and was later its vice president and general manager. He served seven years in the Third Signal Corps, Third Brigade, National Guard of New York, and was elected as a Democrat to the Sixty-third Congress, holding office from March 4, 1913 to March 3, 1915. He was an unsuccessful candidate for reelection in 1914 to the Sixty-fourth Congress, and was a delegate to the Democratic National Convention in 1920. Ten Eyck was elected to the Sixty-seventh Congress, holding office from March 4, 1921 to March 3, 1923; he declined to be a candidate for renomination in 1922 and engaged in agricultural pursuits near Albany. He died at his summer residence at Altamont in 1944; interment was in the Rural Cemetery, Albany.

http://www.schenectadyhistory.org/families/hmgfm/teneyck-1.html

Peter Gansevoort, son of Abraham Cuyler and Margaret Matilda (Haswell) Ten Eyck, was born in Whitehall Place, Albany, November 7, 1873. He was the last person born in the old, historic mansion, Gansevoort Home, built a century before Mr. Ten Eyck’s birth, and known as “Whitehall,” located in the town of Bethlehem, Albany county, New York. His earliest education was received at the Albany Boys’ Academy, which prepared him for entrance to the Rensselaer Polytechnic Institute in Troy, where he studied engineering. Following his profession, he has advanced along these lines, civil engineer in charge of the work of laying out Beaver Park in Albany, under the superintendent of parks; inspector of signals on the Mohawk division of the New York Central line, and then supervisor of signals for the same; engineer of signals, in charge of both the construction and maintenance of all signals on the New York Central line; engineer of signals of the Federal Railway Signal Company, and vice-president and general manager of the last named company; also frequently acting as consulting railway engineer. He is a Democrat in politics. Was a member of the Third Signal Corps of the Third Brigade, National Guard, State of New York. He joined the Delta Phi fraternity and is a member of Master’s Lodge, Free and Accepted Masons. He is connected with the following clubs; Transportation, New York City; Fort Orange, Albany; University, as trustee; also a member of the American Institute of Electrical Engineers, American Railway Engineering and Maintenance of Way Association, Railway Signal Association, Albany Institute and Historical and Art Society. He is a member of the Second Dutch Reformed Church, of Albany. Mr. Ten Eyck married, in Albany, April 15, 1903, Bertha Floretta Dederick, born in Albany, July 31, 1875, daughter of Peter Kells Dederick, of Albany, inventor and wholesale manufacturer of agricultural implements, and at one time was said to have received the third greatest number of patents issued in the United States to any one person. He was born in Claverack, Columbia county, New York, February 1, 1838, son of Philip W. Dederick, born in Claverack, January 24, 1806, died in Albany, and Anna Maria Kells, born in Claverack, February 24, 1810; died in Albany, who were married in Claverack, December 28, 1833. Her mother’s maiden name was Marietta Michael. She was born in Claverack, December 24, 1843, daughter of John Lewis Michael, born in Claverack, December 12, 1815, died in Claverack in autumn of 1872, and Elizabeth Miller, born May 5, 1818, at Humphreyville, died in Claverack, October 9, 1906, who were married in Claverack, April 22, 1834. Child: Peter Gansevoort Dederick, born in Yonkers, New York, April 3, 1905.

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Federal Signal logo

Federal Railway Signal Company
Federal Railway Signal was established in 1905 by John T. Cade, a former US&S signal engineer (1882-1895). FRS was successor to Cade’s Standard Railroad Signal Co.; both firms were financed and managed by Alfred H. Renshaw. Renshaw was also president of the Trojan Car Coupler Co., whose factory was located adjacent to the GRS plant along Carin St. in Rochester.

Prior to 1905, Cade had been working for Pneumatic Signal, and like John D. Taylor, found himself out of a job after GRS was formed by the merger of Pneumatic Signal and Taylor Signal in 1904 (we can only guess that GRS prez Wilmer W. Salmon immediately purged those whom he thought to be fools or assassins).

FRS was moderately successful during the WW-I era. Numerous FRS electric interlocking plants were installed, some of substantial size. FRS later purchased the assets of the American Railway Signal Co from Cleveland City Forge & Iron Co. in April 1913. In May 1916 FRS became a party to the US&S-GRS-Hall-Federal inter-licensing agreement. FRS later joined the Signal Executive Committee Agreement (a joint marketing organization) in 1917. The FRS product line included automatic block signals, power interlocking and mechanical interlocking. A number of FRS interlockings lasted well into the 20th Century, including one noteworthy installation at BMT Chambers St. on the NYC subway system, which remained in-servce until the early 1970’s.

FRS was acquired by GRS in September 1923. Manufacturing operations at FRS’ Troy NY factory continued until 1926. Alfred Renshaw, president of FRS, later became board chairman of GRS; son Paul Renshaw served as GRS’ president 1934-1951.

FRS is not to be confused with the later-day Federal Radio & Telephone or Federal Signal Corp.

Monadnock (Moe-nad-Nock): a distinctive, memorable name that’s hard to pronounce. The word Monadnock describes a specific type of geological formation which rises abruptly above its surroundings.

[ed. note: You might actually learn something while reading the Has-Been, as did your correspondent, who had absolutely no idea what a ‘monadnock’ was until composing this story.]

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Built in the 1890’s, the Monadnock high-rise office building in Chicago was home to numerous railway suppliers, including, at various times, just about everyone in the signaling business. Many of our Has-Been ancestors occupied offices in the Monadnock at one time or another during the early 20th Century. In addition to sales, US&S field offices in Chicago, New York and elsewhere were home to various engineering and construction personnel.

Read more about the history of Chicago’s Monadnock Building.

San Francisco also had a Monadnock Building, which was still under construction during the 1906 quake. Attempts to blow it up during the post-quake fire were unsuccessful and the building still stands today. Like the Chicago Monadnock, its early tenants were primarily those associated with the railroad supply industry.

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US&S ad, 1908. Click here to enlarge

Chicago’s Monadnock still stands at the corner of Dearborn and Van Buren, overlooking the ‘L’ and a more recently constructed Metropolitan Correctional Facility. By 1920, US&S had moved its offices to the People’s Gas Building. US&S relocated its Chicago sales office to the Railway Exchange Building (aka Santa Fe Building) in Michigan Ave. in 1954.

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General Railway Signal Co.

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Hall Signal Co.

16th Jun, 2009

Has-Beens on the Road

Here’s another on-the-road gathering of Has-Beens, this time at the APTA Rail Conference in Chicago on June 16, 2009:

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L-R: Larry Trenga, Ed McDonald, Lori Colangelo,
Ben Feely, Kean Smith, Dave Rosenthal

PS: The photo above was doctored. Two shots were taken; In shot #1, Larry’s eyes were closed. In shot #2, Dave’s head was turned away from the camera. The best compromise: fix Dave’s head… so to speak. Always take two shots, just in case someone isn’t smiling.

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Bill Foreman and Ben Feely

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Jon Oldfield

Aping for the camera during a lunchtime visit to Tower 18:

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Ron Eichelberger, Tom Volk

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Ron, Tim, Tom and Ben

Thursday’s catch:

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John Leonardo, JP Fisher

Something new: To promote increased turn-out, we’re having this year’s annual Christmas/New Years party in October rather than January. Since this will be the second Has-Been party of 2009, we’ll just call it “Has-Been 2009-1/2.”

Every Has-Been should plan to attend the Has-Been 2009-1/2 Annual Christmas/New Years Party on Saturday, October 17, 2009. As always, spouses and friends are welcome!

Once again, this year’s affair will be held at the Edgewood Country Club. As usual, dinner will be served at noon. Main course choices are Chicken Picatta or English Scrod.* Social hour with cash bar and appetizers will begin at 11AM. Dress is winter casual. No long-winded speeches!


Click here to download form

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Edgewood CC banquet room

Directions from Downtown:
Parkway East to the Churchill Exit; turn left onto Churchill Road, follow for 1 ½ miles; turn into parking on the right,

Directions from Monroeville:
Exit the Parkway at Churchill Exit (on your left); turn left at the light onto Beulah Road; turn left at the next light onto Churchill road; follow for 1 ½ miles; turn into parking lot on the right.

More info:

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So where did the switch.com domain name go? Here’s one good guess:

http://www.theregister.co.uk/2008/05/24/switch_switchnap_rob_roy/

Drive a couple of blocks past the Loose Caboose and the Carburetor Shop on E. Sahara Avenue in Las Vegas, and you’ll find one of the world’s leading technology companies. The name of the company - Switch Communications - will go unrecognized by almost all of you. That’s because it has operated in near total secrecy for the last few years. Switch has preferred to keep its gold mine a need-to-know type of affair. “Pay no attention to the secure fortress in the strip mall.”

Legend has it that the company managed to acquire what was once meant to be Enron’s broadband trading hub for a song. This gave Switch access to more than twenty of the primary carrier backbones in a single location. Switch tied this vast network to existing data center hosting facilities and attracted military clients, among others, to its Las Vegas shop.


http://www.switchnap.com/


View Has-Been Master Map in a larger map

8th Jun, 2009

Has-Beens on the Road

Dave and Janet Budd recently invited fellow Has-Beens Tom Boyle and Ben Feely over for tea and a tour of Dave’s model railroad layout. Since returning to Toronto 27 years ago, Dave and Janet have enjoyed a very active retirement, traveling far and wide throughout the western hemisphere.

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Dave, Tom and Janet

Dave has built an extensive OO-gage model railroad patterned after the terminal at Minehead on the southern coast of Bristol Channel in southwestern England. Spending a portion of his youth in this town, Dave now admits playing hooky from school so he could go down to watch the trains come and go. Located on a former GWR line closed in 1971, Minehead is now the western terminus of the 23-mile West Somerset Railway, the longest heritage railway in the UK.

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Dave working the points at Minehead

More about A. David Budd
Dave was born and raised in the London area. Evacuated along with fellow schoolmates to Minehead in the English countryside during the height of WW-II, he returned to London where he completed his primary schooling in 1946. After two years in the Royal Air Force (1949-1951), he received a certificate in Electrical Engineering from London’s Borough Polytechnic in 1956. Later continuing education included coursework in electronics and electrical engineering.

David began his long career in signal work in February 1956 as a technical assistant with Westinghouse Brake & Signal in London. He later moved to Toronto, joining the Canadian National Railway as a circuit designer in May 1958. One noteworthy accomplishment was publication of an article written by Dave in the October 1964 issue of Railway Signaling & Communications describing a complex highway crossing warning system installed in Strathroy, Ont. (Dave indicates that as far as he knows, this installation is still in-service).

In July 1969, Dave joined US&S as a project engineer working on CTC projects in Montreal, and later serving as US&S’ resident engineer for CPR’s Alyth yard in Calgary. He returned to CNR in 1970, working in Montreal as a project designer and Edmonton as a senior circuit designer.

Dave once again returned to US&S in May 1978 working in Toronto for US&S’ newly formed Uniswitch subsidiary, and later in Pittsburgh as a senior engineer assigned to the CIE project. He then returned to Toronto as a senior consulting engineer. Among his many accomplishments was design of application logic for Conrail’s Esplen interlocking, the first processor-based interlocking installed in North America. Dave also prepared training manuals and course material for Microcode and Microlok systems.

Dave first became an associate member of the Institution of Railway Signal Engineers in 1985, later advancing to full member status in 1990.

Joining Signalcom Canada (SCC) in January 1986, Dave worked on diverse leading-edge projects such as PC-based office systems for Southern Pacific in Houston and ATCS radio-based train control systems. SCC was a Canadian joint venture between US&S and RMS Industrial Controls, Ltd. RMS was successor-in-interest to Glenayre, which introduced its Location-Identify-Control system of radio-based train control for dark territory in the late 1970’s. This technology formed the basis for ATCS, ARES and, most recently, Wabtec’s ETMS.

Following closure of SCC, Dave joined Canadian Pacific Rail in 1990 as a signal and communications design manager. His work with CPR included the introduction of computer-aided drafting, formal signal design guidelines and application of control tables to signal design and testing. Dave later served as technical liaison between CPR and GO Transit on the Lakeshore line and Milton extension projects.

Dave retired from CPR in 1996. Never content to be idle, he immediately joined the Toronto Transit Commission (TTC) as a senior technical assistant and signals designer. His work with TTC included oversight of logic design for Harmon VHLC on the Sheppard line and authoring TTC’s “Design Standards Guidelines and Recommended Practices for Signals Circuits.”

Since retiring from TTC in 2000, Dave has undertaken a number of assignments with Hatch Mott MacDonald in Toronto. He has been a consultant on projects for Toronto’s USRC resignalling and OC Transpo in Ottawa. Dave retired from daily signalling work in October 2006.

Personal Note
Dave’s first name will remain unknown to us. He has always used the name ‘A. David Budd’ in personal and professional matters.

David and Janet were among the hundreds of thousands of children evacuated from urban areas in the UK during German bombing campaigns of WW-II. Read more about ‘Operation Pied Piper’ and other civilian evacuation programs.

Neil M. Cartiff

COLUMBIA - Funeral service for Neil Martin Cartiff, 69, will be held Thursday, June 4, 2009, at 4:00 p.m. at Tree of Life Congregation, 6719 N. Trenholm Road, Columbia, SC 29206, with burial in the Hebrew Benevolent Society Cemetery. The family will receive friends from 3:00 until 4:00 p.m., one hour prior to the service, in the Social Hall. Dunbar Funeral Home, Devine Street Chapel, is assisting the family.

Mr. Cartiff passed away peacefully in his sleep at Palmetto Baptist Hospital on Tuesday, June 2, 2009, after a courageous battle with cancer. Born in Pittsburgh, Pa. on August 4, 1939, he was a son of the late Albert and Anne Cartiff. Neil graduated from the University of Pittsburgh with a degree in chemical engineering and later obtained his MBA from the same university. He worked for Union Carbide for ten years. For nearly 40 years, he has worked for Union Switch and Signal. Neil had the most enjoyable part of his career at “The Switch”, especially the past years while he was working at “The Plant” in Batesburg, where he enjoyed his work in many areas, all of the people there and his associates in Pittsburgh. He was the happiest when he was at work, at home with his children and wife, teaching religious school and watching his mighty Steelers win 6 Super Bowls! Neil was an avid teacher of Judaica for over 27 years and considered every class that he taught to be the best class ever!

Neil was a loving husband, outstanding father, avid tennis player, extremely supportive Steeler Fan and the most unassuming and kind person anyone could have ever known. He never had a bad thought or comment about anyone. He will be sorely missed by all of those who were fortunate to know him.

Neil leaves behind to cherish his memory, his wife of 40 plus years, Nancy; his children, beloved daughter, Marni and (partner, Leslie McLain) of Charlotte, N.C. and beloved son, Brian (and recent wife, Sydney) of Raleigh, N.C.; Aunt Gloria Tyrrell; cousins, Diana (Bob) Seidelson and Jim (Darlene) Tyrrell; best friend of 63 years, Ken (Sue) Kantrowitz of Pittsburgh, Pa.; cousin, Janice (Harry) Greenberg of Steubenville, Ohio; and many other friends.

Neil’s family would like to thank the following doctors for their excellent care, Dr. Frances Goldstein and Dr. William Babcock and the chemotherapy nurse, Susan, Dr. John Wofford and the SC Nephrology Associates Group, as well as the staff at Palmetto Baptist Hospital.

In lieu of flowers, donations may be made to the Tree of Life Religious School, 6719 North Trenholm Road, Columbia, SC 29206 or the charity of one’s choice.

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Neil Cartiff, 1981

Remembrance by Rocky Eiseman

A little info about Neil;
Neil was born August 4, 1939.
Neil had a B.S. in Chemical Engineering and worked for Union Carbide after graduating from the University of Pittsburgh in 1961.
He obtained his MBA in 1966 at the University of Pittsburgh.
He took a job with American Standard, in New York, October, 1969
Neil started working for the “Switch” in 1978 after transferring from American Standard.
Neil and his family moved to South Carolina in 1992 as part of the corporate staff in Columbia, SC.
Neil has served faithfully as the plant controller and at times, HR manager, since 1994.
Neil will be missed. He was a good friend to all of us. He was a caring man of high integrity, trust and humor. The “Switch” and its people were his family and his life.

Robert J. Sedory

Passed away on Thurs., May 28, 2009, with his family at his side, age 82, of Swissvale. Beloved husband of Laverne Jean (Raeder) Sedory, devoted father of Daniel Sedory, Richard Sedory and his wife Shelly, Susan Sedory Holzer and her husband Rob and Kathryn Sedory, grandfather of Lindsay and Emma Holzer, and Sam and Holly Sedory, predeceased by his sister Anna and brothers George and Stephen.

He was a graduate of Rankin High School, honorably served in the U.S. Army and thereafter graduated from Carnegie Technical Institute (BSME).

Bob was a mechanical engineer at Union Switch and Signal for more than 40 years where he designed signaling systems and was granted a patent for miniature plug-in circuit controllers.

Bob and Laverne celebrated their 50th Anniversary in October 2008 with friends and family. Bob was a lifetime member of the Holy Trinity Lutheran Church of East Pittsburgh and past President and Treasurer of the Swissvale AARP.

Friends received 2-4 and 6-8pm Sat. and 1-5pm Sun. at the THOMAS L. NIED FUNERAL HOME, INC., 7441 Washington St., Swissvale. A Service will be held at the Holy Trinity Lutheran Church on Mon. at 10am. Donations may be made to the Church, 405 Ridge Ave., East Pgh., PA 15112.


Bob Sedory, January 2009

Here’s an amusing video showing what was (still is?) surely one of the most primitive coal mining and transportation operations anywhere on earth. Although one-ton push carts are still common in small mines, the crude electric propulsion system (probably 250VDC) is unique. Check-out the single point turnout!

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Download cached copy here (9MB)

According to the narrative on YouTube: “This video was recorded in 1995 in Albanian lignite (brown coal) mine. This mine is located in the national park called Bredhi Drenovë. As you can see, these coal miners do not care about labor protection.”


25th May, 2009

Dredgings From The Past

Google Books is doing good and necessary work in their quest to digitize and put on-line everything previously written by mankind. So what’s worth reading, and what isn’t?

Some of the stuff penned years ago might be viewed as outrageously offensive by today’s standards, but you be the judge. Consider this article - a serious analysis then, but comical now - on The Italian as a Track Laborer appearing in Railway Age Gazette. This article can be found in the August 16, 1912 issue, page 303-305. Download the entire July-December 1912 RAG volume (83MB).

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Click here to download (360KB)

A few selected quotes:

Their clothing is usually of the cheapest grade of cotton in gay, primary colors, with little to suggest the art of the old Italian masters.

His idea of a gentleman is one who does not labor, and his ambition is to acquire a competency that will enable him ultimately to attain to that ideal.

In handling rail, the Italian shows great disadvantage even after years of experience. In picking up rail by hand there will always be the odd genius who will be on the wrong side or who will hang on to the rail after all the others have let go.

They never straighten up with the load, but walk doubled over, possibly thinking to save themselves work by not lifting it so high.

Many of them are not willful loafers but stupid plodders, and these have to be told when they are done, and what to do next.

The immigrant from the north of Italy is superior in every way to his compatriot from the south.

If the Italians are not all killed by the Turks, or do not all emigrate to Africa, they will bear the brunt of the battle for improvement in America’s railways for many years to come. and it therefore behooves the managements to give greater attention to the education of its Italian trackmen.

‘The Italian as a Track Laborer’ is one of a series of articles from Railway Age Gazette in 1912 describing the habits of various ethnic groups and their aptitude as track laborers. The authors and commentators obviously looked upon their subjects as nothing more than differing breeds of dogs.

What did they know and what were they thinking back in 1912? The descriptions probably accurately reflect the attitudes and prejudices of middle managers during the early 20th Century. There is little indication of humor or satire in these writings.

One noteworthy historical artifact: The legally-sanctioned, systematic exploitation of immigrant labor by contractors or agents who supplied bodies to railroads, mines, farms and mills. The ‘padrone’ or ‘patron’ system required peon immigrants to repay the cost of their journey to America and accommodations, slowly working-off their debt to the labor agent. It was little more than an improved form of slavery.

Times have changed for the better.

Negro track laborer
Pole-Slav track laborer
Japanese track laborer
Hindoo track laborer
Mexican track laborer

23rd May, 2009

World Railway Map

Here’s something different - a Miller cylindrical projection map showing all the railways of the world in a single glance.

The map shows not just railroad trackage, but regions of social and economic activity, both past and present. Cuba, for example, still has 12,000 km of mostly decrepit trackage built to serve the sugar cane industry. A passenger train ride from Havana to Guantanamo will cost you 15 hours and $75. Read more.

Keep in mind that less than half the railway trackage in North America operates under some form of materiel signal system governing train movements. The majority of trackage is control by some type of incorporeal traffic control system, i.e. track warrants or yard limits. Recall the old adage about the two shoe salesmen reporting on their trip to the far east. One complained “Nobody wears shoes over there.” The other suggested “Everyone needs shoes over there!”

World Railways
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Click here to enlarge

The global railway map was created using data from 1997. Several discrepancies and curiosities have been identified:

  • This low-resolution map does not show urban metros which constitute an important part of the market for railway equipment, particularly S&TC systems. NYCT, for example, has as much signal equipment as the next four or five US-based heavy rail transit systems combined, and in certain categories more equipment than any single Class 1 railroad.
  • A substantial portion of the trackage shown in western Africa and western Latin America is not in-service.
  • CN has abandoned all narrow gage trackage in Nova Scotia
  • That little dot on Alaska’s Seward Peninsula, above Nome, seems suspicious. As it turns out, the Wild Goose RR (or Curly Q Line) was abandoned in 1955.
  • The new 1420km AustralAsia Railway line in Australia from Alice Springs to Darwin was completed in 2003.
  • Although the map correctly shows FMO’s lines from Puerto Ordaz to Cerro Bolivar and El Pao in Venezuela, the Los Pijiguigados (pie-HE-gwe-GAH-dos) railway appears to be missing. Located 300 miles southwest of Puerto Ordaz, this obscure 30-mile line (52 Km) was built for CVG Bauxilum by FMO’s parent CVG in the late 1980’s to haul bauxite (aluminum ore) from the hills of Los Pijiguigados down to docks at Puerto Gurnilla along the Orinoco river. Ore is then transported by barge to smelters in Puerto Ordaz. The Orinoco has sufficient depth for barge operations only 3-4 months each year. According to the 1995 Jane’s, there are five locos and 119 ore cars. The line has some type of rudimentary signal system using coded track circuits, apparently leftovers or spares from the Cerro Bolivar line.

This map was produced by the European Commission on Global Environmental Monitoring. The EC-GEM website is well worth visiting for its many fascinating geospatial images. One especially interesting chart shows travel time in days to/from various regions of the world. Venezuela, Greenland and Mongolia have plenty of worst-case 10-day uber get-away trips. At present, only about 10% of the world’s land area is more than 48 hours travel time from a major city.

World Travel Times
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Click here to enlarge

Here’s an interesting magazine advertisement produced by Westinghouse Electric sometime in the early 1960’s. It was designed by Paul Rand, a noted American graphic artist who created many familiar corporate logos of the 20th Century.

Foremost among Rand’s work is the 1960 Westinghouse W, distinguished from earlier W’s by the placement of three balls atop the points of the W. The 1960 W logo subliminally connects with Reddy Kilowatt, a mascot of the electric utility industry. Shocking, eh?

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Click here to enlarge

Text:

Westinghouse puts the future in your hands.

A phenomenon of modern America is the so-called “think company.” It owns no factories, manufactures no products and makes no shipments, but just “thinks” about problems, and comes up with brilliant solutions.

We have a number of “think companies” at Westinghouse. One of them is a group of scientists in the research laboratories near Pittsburgh who do almost nothing but seek basic knowledge, like the production of light by solids, and the origin of magnetism. Other Westinghouse scientists in Baltimore apply basic knowledge to that most demanding of all problems …national defense. And at Cheswick, Pa, there is still another group whose principal job is to think about what products will be needed in the American home 10 or 15 years from now.

Out of this kind of thinking at Westinghouse have come startling advances in atomic power, the launching system for Polaris, thermoelectric generators and other Westinghouse developments.

The achievements of Westinghouse scientists in the past are the best guarantee of new ones in the future.

You can be sure …if it’s Westinghouse.

Read more
Expand your mind just a little. Somebody with the screen name BustBright has done a fine job scanning and positing hundreds of 1950’s and 1960’s science and technology magazine ads on Flickr.com.

Read more about US&S-related names and logos in this Has-Been article.

One more thing…
After reading about Paul Rand, you’ll discover that many recognizable corporate logos introduced in the past 50 years are the work of just one semi-anonymous artist.

Equally surprising: Lyrics to dozens and dozens of the most popular romantic songs recorded by many different artists over the past 30 years are the product of a single obscure songwriter, Diane Warren.

All this suggests that creativity is neither a teachable nor manageable trait. Creativity and invention do not stem from the exercise of process and procedure, nor by the powers of dominion or authority. That MBA must be good for something…

Although successful in most undertakings, George Westinghouse experienced a few setbacks now-and-then. Trusted associates sometimes prove untrustworthy, particularly at a moment of vulnerability. Case in point: The day in March 1891 when Asaph T. Rowand literally stole Union Switch & Signal from George Westinghouse. Fortunately for George, his loyal friends quickly rose to regain control of US&S from Rowand and his confederates.

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If you’ve never heard of Asaph T. (Terry) Rowand, you’re not alone. Little information has been found to-date, but there’s enough to start build a framework for further digging. The name Asaph is biblical, meaning convener or collector.

A. T. Rowand was elected secretary (financial and business affairs manager) of US&S at its first board meeting on May 24, 1881. He served in this capacity until appointing himself president of US&S on March 10, 1891. Rowand held a similar position as secretary with the newly-formed Westinghouse Electric Co. from 1886 until 1891. Rowand may have been associated with the Interlocking Switch & Signal Co., a predecessor to US&S, in the several years of IS&S’ existence prior to 1881.

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Asaph T. Rowand was born 1843 in Allegheny City (now Pittsburgh’s North Side). It appears that Asaph was the first child born to Archibald and Catherine Rowand. His father worked as a bookbinder. His brother Archibald H. Rowand Jr., a prominent attorney and politician in Pittsburgh, was born March 6, 1845. Awarded the Congressional Medal of Honor for his action as a behind-enemy-lines Union spy during the Civil War, Archie Rowand died in 1913 and is buried in Allegheny Cemetery. Another brother, Thomas A. Rowand, an accountant, was prominent in Pittsburgh business affairs.

The name Rowand should not be confused with that of Charles A. Rowan, another long-time business associate of George Westinghouse during the 1880-1914 era.


Rowand brothers in 1912, L-R: Asaph, Archibald, Frank, Thomas.
Click here to read more

Brother Archie Rowand was a long-time resident of Verona. Asaph apparently lived there too, and was active in the affairs of Verona’s St. Thomas’ Episcopal Church in 1874-75. Asaph later moved to Edgewood, mostly likely in 1886 following relocation of US&S operations from Garrison Alley to Swissvale that year. Asaph Rowand is listed as one of the original incorporators of Edgewood Borough.

Asaph Rowand built a substantial 2-story frame house on sloping pasture at what is now 210 Maple Ave. in Edgewood. Although the house has since been heavily remodeled and is now tightly enclosed by neighboring houses, Rowand’s manse still stands as an attractive single family home in this well-maintained neighborhood.

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Asaph Rowand’s house, 210 Maple Ave., Edgewood, ca. 1890.
Click here to enlarge

The Interregnum
Interregnum: The time between kings. In US equity markets, common or capital stock shareholders are given voting rights proportionate to the number of shares they hold. Stockholders typically vote annually for election of directors, issuance of additional stock shares and other matters of corporate governance. The majority of stockholders seldom attend annual meetings. To organize and expedite the voting process, stockholders are usually asked to assign their voting rights to a proxy, who is, more often than not, a trustworthy member of the company’s management. Elected directors are supposed to represent and protect the interests of all stockholders in their role as overseers of management.

During the period from 1881 to 1891, US&S stockholders were advised by the company to authorize either George Westinghouse or Asaph Rowand to vote their shares as proxies. During the Panic of 1891, George Westinghouse had become at least partially insolvent, unable to raise needed working capital (i.e. payroll) and forcing the Westinghouse Electric Company into receivership. US&S had become saddled with debt, slow in growth and only modestly profitable during its first ten years of operation. The technologies of automatic block signaling and power interlocking were still in their infancy before about 1895. Stanley’s laminated core transformer and Shallenberger’s induction disc wattmeter were still a long way from becoming profitable products for The Electric Co.

Exercising his right to vote as a proxy for several Boston-based US&S shareholders who held a majority interest in US&S, Asaph Rowand seized control of US&S during the March 10th, 1891 stockholders meeting. Most of the Boston-based stockholders were formerly associated with William Robinson’s Union Electric Signal Co. George Westinghouse was absent from the meeting, away in New York City tending to other business affairs. Upon hearing of Rowand’s coup, Westinghouse coupled his private car to the first westbound passenger express and raced back to Pittsburgh.

Following election of new directors to replace George Westinghouse, Herman Westinghouse and Robert Pitcairn on the US&S board, Rowand appointed himself president of US&S. The new board was composed of Rowand along with George P. Shane, Henry C. Terry and Owen B. Jenkins of Philadelphia, and Edwin F. Waters, W. Scott Fitz and Sigourney Butler of Boston. Butler, a minor league politician from Boston, was also appointed vice president and general manager of US&S, replacing Edward H. Goodman.

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George W and friends wasted no time in launching a counterattack against Rowand and his new directors. Assembling a minimum quorum of five directors in Philadelphia on March 14, 1891, the US&S board voted to oust Rowand, Butler and Jenkins. In deference to the mutinous ‘eastern’ shareholders who still held a majority of US&S shares, Edward Goodman was appointed president and Rowand given a do-nothing vice president’s job. Butler and Jenkins were dismissed as directors and officers of the company.

The events of March 1891 forced Westinghouse to distance himself financially from US&S. Several important transactions, including sale of the Garrison Alley plant, exchange of Westinghouse’s signaling-related patent rights and transfer of friction draft gear development work to WAB occurred during the 1891-1892 period. Most importantly, George Westinghouse was forced to separate his personal finances from those of WAB, WEC, US&S, etc. As George W’s personal financial advisor, Walter Uptegraff apparently played a key role in straightening-out GW’s accounts during the early 1890’s.

An article in the Chicago Tribune suggests that the plot to overthrow George W was hatched within the walls of the Duquesne Club. There was little time for celebration in the days after March 10th; Quoting the Electrical Review of March 21, 1891:

“It was reported that when Rowand was informed of this action of the board, he fell unconscious to the floor of the Duquesne Club and was later removed to his home, where he lay in critical condition, said to be the result of a stroke of apoplexy.”

Apoplexy: The adjective form apoplectic, apoplexy means furious, enraged, or upset to the point of being unable to deal with a situation rationally or diplomatically (most Has-Beens know the feeling). Rowand survived, living another 36 years following his ‘stroke of apoplexy‘ in March 1891.

What was Rowand’s motivation for seizing control of US&S? Most likely, Rowand and the Boston shareholders felt that a wandering and inattentive George W. could have done more to advance the technology, grow the business, pay dividends, reduce debt, etc. They figured George Westinghouse was a bankrupt Has-Been who would be of little or no use going forward. In short, they sought to run US&S more like a business than a part-time hobby. The same sentiment was echoed 24 years later by Col. Prout in 1915 when he complained under oath on the witness stand that Walter Uptegraff ‘…had more ambitious schemes…’ and ‘He [Uptegraff] wanted to get hold of the affairs of the company and build up a greater organization than I had.’

Although forces loyal to Westinghouse regained control of US&S during the March 14, 1891 board meeting, he still faced opposition from several board members. Dissident Boston shareholders circulated letters criticizing Westinghouse and asking for proxies prior to the March 1892 shareholders meeting. Westinghouse held a firm majority of proxy votes, however.

Re-elected as US&S president in 1892, Westinghouse remained a titular president until his death in March 1914. Day-to-day operational control was, as always, delegated to VP/GM Goodman, who remained in this position until his retirement in 1903. Goodman was succeeded by Col. Henry G. Prout, another interesting and colorful Has-Been.

At some point following the events of 1891-92, Alexander J. Cassatt acquired a controlling interest in US&S. At the time of his death in 1906, Cassatt held 35,000 shares of US&S stock, some 70% of the outstanding capital stock. And Cassatt just happened to be president of the Pennsylvania Railroad, one of US&S’ key patrons.

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Rowand resigned as vice president of US&S on May 11, 1891. “Since his disagreement with Mr. Westinghouse he has been unfortunate, and now he is selling off his stocks and property at a sacrifice, preparatory to withdrawing from the financial world altogether.” Add this anecdote to the previous “stroke of apoplexy” story and it might appear that hapless Rowand became the target of a smear campaign by businessmen and press loyal to Westinghouse. Business is business…

Asaph Rowand is listed as a part-time student of Washington & Jefferson College in 1892. In 1911 he donated books to the Carnegie Institute Library. His other business interests are unknown, however he is listed as an assignee to US patent 373018, a gas-fired blast furnace, and US patent 432949, an electric arc lamp.

Asaph T. Rowand died in 1927 and is buried in Allegheny Cemetery, section 3, lot 58, along with wife Ellie 1844-1895 and several other members of the Rowand-Newkirk family.

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The modest grave of Asaph T. Rowand.

Future research
Does the ‘Terry’ in Asaph Terry Rowand signify any connection to attorney Charles A. Terry? Terry was a Westinghouse confidant and one of three co-executors of the estates of George and Marguerite Westinghouse. (There is no obvious connection between Rowand and Terry: Terry’s 1939 obit.)

Where did Asaph T. live and what was he doing with himself during the 36 years from May 1891 until 1927?

A 1910 listing: “Rowand, Asaph Terry, 6014 Center Aye., Pittsburg, Pa.; electrical engineer.”

Asaph T. Rowand was jailed in Pittsburgh for bad debts in 1877 (Pgh. Legal Journal, March 30, 1881).

Last word
Rowand did not invent the practice of overthrowing company management by secretly acquiring a majority of proxy voting rights. This stunt had been repeated countless times before and since 1891. Things would have been different if George W played a more active role in the management of US&S.

The short-lived ouster of George Westinghouse from US&S in 1891 was a presage of things to come: On July 30, 1910, George W. was dismissed as president and permanently separated from the affairs of his Westinghouse Electric & Manufacturing Co. WEMCO had been in receivership (bankruptcy) since 1907. Contemporaneous accounts indicate that GW’s spirit and health were broken after he was turfed in 1910 by a cabal of New York bankers.

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