Florida East Coast Railway

src: www.american-rails.com

Florida East Coast Rail (reporting mark FEC ) is a Class II railroad operating in the US state of Florida.

FEC is historically a Class I train owned by the Florida East Coast Industries (FECI) from 2000-2016, FOXX Holdings from 1983-2000, and St. Joseph Paper Company before 1983.

Built mainly in the last quarter of the 19th century and the first decade of the 20th century, the FEC is the principal project of Henry Flagler Standard Oil. Flagler originally visited Florida to help the health problems faced by his first wife, Mary. A key strategist working closely with John D. Rockefeller to build the Standard Oil Trust, Henry Flagler notes both the lack of service and great potential during his stay at St. John's. Augustine. He then started what became his second career developing resorts, industries, and communities along the Florida coast bordering the Atlantic Ocean.

The FEC was probably best known for building a train to Key West, completed in 1912. When the FEC line from the mainland to Key West was heavily damaged by Hurricane Day Labor in 1935, the State of Florida purchased the right-of-way and south bridge of Dade County, and they are rebuilt to a road bridge for vehicular traffic and are known as the Overseas Highway. However, Flagler's larger and lasting legacy is a development along the east coast of Florida.

During the Great Depression, control was purchased by the heirs of the du Pont family. After 30 years of fragile financial conditions, the FEC, under the leadership of the new president, Ed Ball, took the union. Ball claims the company can not afford the same fees as the larger Class 1 railroads and is needed to invest the funds stored in its infrastructure, quickly becoming a security issue. Using replacement workers, companies and some of their employees, was involved in one of the longest and harsher labor conflicts of the 20th century, from 1963 to 1977. In the end, federal authorities must intervene to stop violence, including bombings, shootings and vandalism. However, the court ruled in favor of the FEC with respect to the right to employ strikers. During this time, Ball invested heavily in various steps to improve its physical plant, installing various forms of automation, the first US Railroad to operate two human train crews, eliminate cabooses and end all passenger services (unprofitable) in 1968.

In modern times, the company's main railway revenue comes from intermodal and rock trains. From 2007 to 2016, the company is owned by Fortress Investment Group, which earned more than US $ 3 billion (including non-rail assets). The fort was previously owned by the railroad operator conglomerate RailAmerica, which for FEC operated time but the two companies never joined; The Citadel no longer has RailAmerica and RailAmerica no longer operates the FEC. James Hertwig retired as President and Chief Executive Officer of the company effective on December 31, 2017, and was replaced by Nathan Asplund. In January 2018 the Brightline passenger train service started using the FEC line for the route from West Palm bach to Fort Lauderdale, then in May 2018 expanded its services to Miami.

Video Florida East Coast Railway

Henry Flagler: Mengembangkan pantai timur Florida

The Florida East Coast Railway (FEC) was developed by Henry Morrison Flagler, an American tycoon, real estate promoter, rail developer and partner John D. Rockefeller at Standard Oil. Formed in Cleveland, Ohio as Rockefeller, Andrews & amp; Flagler in 1867, Standard Oil moved its headquarters in 1877 to New York City. Flagler and his family moved there as well. He joined Henry H. Rogers, another leader of Standard Oil who was also involved in the development of American railroads, including Staten Island, Union Pacific, and later in West Virginia, where he eventually built the remarkable Virginian Railway. to transport coal to Hampton Roads, Virginia.

However, non-Standard Oil Flagler interests are moving in different directions. However, when in 1878, on the advice of his doctor, he went to Jacksonville, Florida for the winter with his first wife, Mary, who was seriously ill. Two years after he died in 1881, he married Mary's previous caregiver Ida Alice Shourds. After their marriage, the couple went to St. Augustine, Florida in 1883. Flagler found the town charming, but hotel facilities and transportation systems were inadequate. He recognizes the potential of Florida to attract visitors from outside the country. Although Flagler remains on the Standard Oil Board of Directors, he releases his daily engagement within the company to pursue his Florida interests.

When Flagler returned to Florida, in 1885 he began to build a St. Magnificent Augustine, Ponce de Leon Hotel. Flagler realizes that the key to developing Florida is a solid transport system, and consequently buying the narrow gauge Jacksonville, St. Anderson's spacecraft (span) 3Ã,,,, (span> 914Ã, mm ). Augustine and the Halifax River Railway (JStA & HR) on December 31, 1885. He also found that the main problem facing the existing Florida rail system is that each operates on a different measuring system, making interconnection impossible. He changed the line to 4Ã, ftÃ, 8 ¹ / ₂ in (< span> 1,435 mm ) standard size in 1890 and a small operation was established in 1892.

The earliest predecessor of the FEC is the narrow gauge of St John's Railway, founded in 1858, which builds the line now abandoned between St. John's. Augustine and Tocoi, a small settlement on the eastern bank of St. Johns, between Palatka. and Green Cove Springs. In 1883, Henry M. Flagler, now retired from Standard Oil, moved to St. Petersburg. Augustine and built the previously mentioned Ponce de Leon and Hotel Alcazar and bought Casa Monica, east of the Alcazar, changed its name to Cordova. The East Coast of Florida was relatively undeveloped at the time, and Flagler found it difficult to get the building materials he needed. Purchases from JStA & amp; The HR Railway is intended to make it faster and easier to supply its building projects.

JStA & amp; The HR Railway serves the northeastern part of the state and is the first operation in the Flagler Railroad system. Before Flagler buys the line, the railroad runs only between South Jacksonville and St. John. Augustine and does not have enough depots to accommodate travelers to the St. Augustine. Flagler built modern depot facilities as well as schools, hospitals and churches, systematically revitalized the largely abandoned historic city.

Flagler then purchased three additional railroads: St. John Railway , St. Augustine and Palatka Railway , and St. Johns and Halifax River Railway so that it can provide extended rail services on standard gauge tracks. Through the operation of these three railroads, in the spring of 1889, the Flagler system offered services from Jacksonville to Daytona. Continuing to develop hotel facilities to attract northerners visiting Florida, Flagler buys and expands the Ormond Hotel, located along a railroad route north of Daytona in Ormond Beach.

Beginning in 1892, when the landowner south of Daytona petitioned him to extend the 80-mile (130 km) southern railway, Flagler began laying a new railroad; He no longer follows his traditional practice of buying an existing railroad and incorporating it into his growing rail system. Flagler obtained a charter from the state of Florida that gave him authority to build a railroad along the Indian River to Miami, and as the train drove south, cities like New Smyrna and Titusville began to expand along the railroad tracks.

In 1894, the Flagler rail system reached what is today known as West Palm Beach. Flagler builds Royal Poinciana Hotel in Palm Beach overlooking Lake Worth Lagoon. He also built The Breakers Hotel on the ocean side of Palm Beach, and Whitehall , his 55-room, 60,000-square-foot (5,600Ã, mÃ, ²) private winter home. The development of these three structures, coupled with rail access to them, established Palm Beach as a winter resort for wealthy members of the Gilded Age of America.

Palm Beach would be the end of the Flagler railway, but during the years 1894 and 1895, severe freezing struck all of Central Florida, while the Miami area remained unaffected, causing Flagler to rethink its original decision not to move the south railroads of Palm Beach. The Tale of Julia Tuttle, one of the two main landowners in the Miami area along with the Brickell family, sent an orange flower to Flagler to prove to him that Miami, unlike any other state, was not affected by the frost was not true. The fact is, Ny. Tuttle connects Mr. Flagler to advise him that "the area around Biscayne Bay beach is untouched by traffic." Mr. Flagler sends two of the now famous Florida lieutenant histories, James E. Ingraham and Joseph R. Parrott, to investigate and they carry truck boxes (produce) and oranges back to Mr. Flagler, who then wires Mrs Tuttle, asking, " Madam, what are you suggesting? " To convince Flagler to continue the train to Miami, Julia Tuttle and William Brickell offer half of their ownership in the north and south of the Miami River. Flagler. Mrs. Tuttle added 50 acres (200,000 m ² ) to shops and yards if Mr. Flagler will expand its rail to Biscayne Bay beach and build one of its big hotels. Agreement made and contract signed. On September 7, 1895, the name of the Flagler system was changed from Jacksonville, St. Augustine and Indian River Railway Company to The Florida East Coast Railway Company and put together. On April 15, 1896, the track reached Biscayne Bay, the site of downtown Miami today. At that time, it was a small settlement with a population of less than 50 people. When the city was founded, on July 28, 1896, its citizens wanted to honor the person responsible for urban development by naming it Flagler. He refuses honor, persuading them to defend his old Indian name, Miami. The area was actually formerly known as Fort Dallas after the castle built there in 1836 during the Second Seminole War. To develop the area around Miami's railway station, Flagler dredged channels, built streets and The Royal Palm Hotel, instituted the first water and electricity system, and financed the city's first newspaper, Metropolis . Flagler is a great visionary and he can be credited for the development of the entire east coast of Florida. Yet he has no vision at least on one issue: he feels that Miami will never be more than just a fishing village.

In 1904, Flagler embarked on what was perceived as foolishness: the FEC renewal for Key West, later known as the Overseas Train, was then considered the eighth wonder of the world and certainly the boldest infrastructure ever built. > exclusively with personal funds. The first train - the train of construction engineers - arrived in Key West on January 21, 1912, while Mr. Flagler and other passenger trains arrived the next day, January 22, 1912, and it was considered the first day of service on the new route.

Maps Florida East Coast Railway

Building the Florida East Coast Train

Trains south of West Palm Beach were built gradually by the FEC and its predecessor systems. Flagler embarked on its railroad construction in 1892. Under the Florida generous land grant law passed in 1893, 8,000 acres (3,200 ha) can be claimed from the state for every mile (1.6 km) built. Flagler will eventually claim a total of over two million hectares (8,000 km²) to build the FEC, and land and trade development will be one of the most profitable endeavors.

Before becoming FEC, Jacksonville, St. Augustine & amp; The Indian River built a line south of Daytona Beach in 1894. Fort Pierce was reached on January 29, and West Palm Beach on March 22 extension to the south did not begin until June of 1895, when a lucrative deal was signed with Miami- areas of interest. Fort Lauderdale was reached on March 3 of the following year. In April, the construction reached Biscayne Bay, the largest and most accessible port on the east coast of Florida. Flagler announced in 1904 that the FEC would be extended 128 miles (206 km) to Key West over the ocean. However, in 1906, strong winds killed 135 Flagler workers. The Over-the-Sea Extension was completed in 1912, just 16 months before Flagler's death, at a cost of $ 50 million and the lives of hundreds of workers.

src: r2.masstransitmag.com

Key West Extensions

No one to rest on his victory, the next Flagler may be looking for his greatest challenge: an extension of the Florida East Coast Railway to Key West, a town with nearly 20,000 inhabitants located 128 miles (206 km) beyond the tip of the Florida peninsula. Flagler became very interested in connecting Key West to the mainland after the United States announced in 1905 the construction of the Panama Canal. Key West, the deepest US deepwater port nearest to the canal, can not only capitalize on Cuban and Latin American trade, but channel opening will allow for significant trade possibilities with the west.

The construction of the Overseas Railway requires a lot of engineering innovation as well as a large number of labor and monetary resources. At one time during construction, four thousand people were employed. During the construction of seven years, three storms threatened to stop the project.

Despite the difficulties, the last connection from the East Coast Railway Florida to Trumbo Point in Key West was completed in 1912. On January 22 of that year, the proud Henry Flagler boarded the first passenger train to Key West, marking the completion of the overseas connection railway to Key West and its connection with the railway line from all of Florida's east coast.

One of the reasons Flagler built the Key West Extension was at the time of its conception, Key West is the main transmitting station for ship traffic between South America and New York. Flagler thought it would be advantageous for coal to take by train to Key West to unite the ships. By the time the train was completed in 1912, though, the range had been extended on board in such a way that Key West was no longer a stopover for coal.

src: c8.alamy.com

FEC Through Years

The Florida Overseas Railroad, also known as the "Key West Extension of the East Coast Railway of Florida", was heavily damaged and partially destroyed in the 1935 Labor Day Storm. The Florida East Coast Railway was financially unable to rebuild the destroyed part, and the line was cut back to Florida City. The remaining roads and bridges are sold to the state of Florida, which builds Overseas Road to Key West, using much of the remaining railway infrastructure. The rebuilt Overseas Highway (Route 1 AS) takes alignment following the Overseas Railroad's initial route, continuing to provide a highway link to Key West, ending at the southernmost point in the continent of the United States.

The Florida East Coast Railway greatly benefited from the Florida 1920s land boom, which led to an increase in traffic. The Moultrie Cutting was built in 1925 that shortened the distance between St Augustine and Ormond Beach by avoiding the main turns to Palatka (the Moultrie cutoff has since become part of the main line). The main route was also extended to double the trajectory from Jacksonville to Miami in 1926, along with the installation of automatic block signaling (although, most of the major routes would be restored to a single track in the early 1970s due to changes in rail operations and the absence of passenger operations).

The 1929 crash stock market and the Great Depression are very hard on the FEC. The railway line declared bankruptcy and in curators in September 1931, 18 years after Flagler's death. The bus service began being replaced for trains in branches in 1932. Streamliners rained down rails between 1939 and 1963, including "The Champion" and "The Florida Special" jointly operated with the Atlantic Coast Line. Adding to the misery is a Cuban embargo.

During the Great Depression Edward Ball, which controls Alfred I. duPont Testamentary Trust, purchases FEC majority ownership, buys its bonds on the open market, enabling FEC to emerge from bankruptcy following prolonged litigation with a group of other corporate bondholders. , led by SA Lynch and associated with Atlantic Coastlines which have proposed alternative reorganization plans. In the same year, negotiations on labor contracts became bleak. Ball is determined to save the train from bankruptcy that has continued for more than a decade. The ball believes that if the company does not become profitable, equipment and trajectories will deteriorate to the point where some paths are unsafe or unusable and require partial abandonment.

Ball fought ferociously for the right of the company to engage in negotiating its own contracts with railroad unions rather than accept industry-wide finishes that would traditionally contain featherbedding and wasteful work regulations. This resulted in a prolonged termination of work by unfamiliar unions beginning January 23, 1963, and its picket lines were respected by unions (crew members). From this point forward, long-haul railway passengers were switched over the Airline Airlines route south of Jacksonville, marking the end of long distance service between Jacksonville and West Palm Beach. Any services continued in the 1960s are operated strictly by the FEC.

Because the strike was carried out by an unemployed union, a Federal judge ordered the railway to continue observing their rules of operation, while the train was free to change the rules of operation for union operations, which technically did not break down and thus had no standing in federal court strike.

The use of replacement workers by Ball to guard the railroads during the strike caused violence by strikes that included shootings and bombings. Finally, federal intervention helps quell violence, and the right of trains to operate during strikes with substitute workers is affirmed by the United States Supreme Court. As the strike continues, FEC takes many steps to improve its physical plant, install various forms of automation, and drastically cut labor costs. Most other national trains do not match this achievement for several years; some still not in 2010.

Passenger service became a problem in Florida during the early years of the labor strike, which was essentially fourteen years, from 1963 to 1977. At the urging of the city of Miami - who had long struggled to get rid of the tracks downtown. just north of the state courthouse - a passenger terminal in downtown Miami made of wood was destroyed in November 1963. Although the new station was planned on NE 36th Street and NE 2nd Avenue, the building was never built.

Furthermore, while freight trains were operated with non-union crew and supervisors, passengers walked unrecovered until 2 August 1965, after the City of Miami was sued and the Florida court ruled that the FEC's corporate charter required both passenger and first-class passengers. to offer. In response, FEC sold "car salon seating" for first class accommodation in the back of the lounge from a lounge-tavern observation car. The country's new required passenger service comprises a single diesel locomotive and two simplified passenger cars, which, in addition to the crew of operations, are managed by a passenger service agent and an inoperative coach assistant. The mini-streamliner operated all the way in the three previously observed crew districts (Jacksonville to New Smyrna Beach to Fort Pierce to Miami). Following the letter of law, the train does not carry luggage, remnants, letters or express mail; not honoring tickets or inter-line tickets; and the only food service was the lunch box (at Cocoa-Rockledge in 1966). On-board drink service is limited to soft drinks and coffee. Without a station in Miami, the 1950s era station in North Miami became the southern end. The service was operated six days a week until it was discontinued on July 31, 1968.

In 1979, the main line of the FEC was cut back to the current terminal in downtown Miami when a 9.5 mile segment of the main line between there and Kendall was sold to Miami-Dade Transit, which then built the southern part of the Miami Metrorail system on a former good road. The remainder of the former mainline from Kendall south to Homestead and Florida City will remain until 1989, which can still be accessed via the goods bypass via Hialeah (Little River Branch). Segments of the main line have since become the South Miami-Dade Busway and the South Dade Rail Trail.

After 23 years under Ball, Raymond Wyckoff took the helm on May 30, 1984. In March 2005, Robert Anestis resigned as CEO of Florida East Coast Industries after 4 years, allowing Adolfo Henriquez to take the position, with John D McPherson, a old rail men, continue as president of the railway itself. At this time, trains have long been reconciled with their workers.

At the end of 2007, in a move that surprised many employees and observers of the railway industry, FEC was bought by a major investor who also controls RailAmerica railroad operator. John Giles was appointed chairman, and David Rohal was elected president. Both men were also principals with primary responsibility at RailAmerica as well, although the ownership of FEC and RailAmerica was not corporately linked, and spinoff from RailAmerica as a public company excluding FEC.

In May 2010, James Hertwig was appointed President and Chief Executive Officer of the company effective July 1, 2010. Hertwig recently retired from CSX, recently served as president of CSX Intermodal, one of CSX's main operating units.

src: i.ytimg.com

FEC in modern times

Route

Florida East Coast Railway operates from headquarters moved in Jacksonville after selling the original General Office Building in St. Louis. Augustine for Flagler College at the end of 2006. Trains Routed for almost the same route developed by Henry Flagler; in particular, Moultrie Cutoff was built in 1925 to shorten the distance to the south of St. Augustine.

modern operation

FEC operations are currently dominated by "intermodal" trains and stone unit trains (limestone). Passenger service was discontinued in 1968 after workers riots.

The company's main revenue-generating source is a stone cart, carrying mainly limestone, and inter-modal rail. FEC freight trains operate on the right schedule. Train is not on hold due to missed connection or late loading. Most trains are paired so they depart simultaneously from the starting point and meet halfway through the run and swap crews, so they return home at the end of their journey. FEC pioneered operations with 2 crewmen without crew districts, which they could start doing after the 1963 strike. All railways adopted positive train control (PTC) after a fatal 1987 collision caused by a crew that did not obey the signal. (PTC is a security feature long sought by federal security officials for all railroad lines).

FEC has what some of the right-of-way "railroads" call it. The heavy weights of the stone carts require excellent tracks and bridges. The railway has most of the continuous welded ridge of 136 pounds-per-yard (66 kg/m) bonded to concrete bonds, located above a high-quality granite ramp. The entire railway is controlled by centralized traffic control with constant radio communications. Since trains have only minor values, it takes a bit of horsepower to pull a very long train at speed. The 60 mph train (97 km/h) is the normal FEC operating standard.

Passenger services

FEC is already in the freight business only when Amtrak was created and assumed passenger operations of almost all US rail services' passengers in 1971. Periodically, there is speculation that the southern end of the FEC line may be used for commuter rail services to complement the Tri-Rail there (which follows the previous CSX trail to the west). There are also some discussions about Amtrak or the State of Florida using the FEC line for a more direct route between Jacksonville and Miami.

In March 2012, FEC proposed privately owned and operated services between Miami and Orlando along a route called All Aboard Florida . A new high speed line will be built between Brevard County (northeast of Orlando) and Orlando International Airport. In addition to the new tracks, the main line was once again expanded to double the path from Brevard County to Miami (some bridges still have adequate width from the previous double track). In 2014 the first start of All Aboard Florida began with the actual study and construction of the first phase, and construction begins in November 2014. By 2015, AAF announces that it will operate the service under the name Brightline , after some delays, service on the initial stretch between West Palm Beach and Fort Lauderdale begins in January 2018 with future extensions planned for Orlando and Miami.

Rock trains

A lifeblood of the FEC is a high-quality limestone transport, used in formulations for concrete and other construction purposes. Limestone was dug near Miami in the "Belt Lake" area of ​​Dade County and Broward County in western Hialeah. Stone trains come out of the FEC page at Medley in Miami-Dade County and the southern end of the FEC service area. Shipment is currently mainly for Titan and Rinker material dealers.

Rinker has been sold and is now part of the multi-national Cemex. Train traffic dropped dramatically in 2008 with the removal of all but one special stone cart. Other rock loads are now added to other regular trains. Until mid-2017, only one stone train remained, called a "train unit" and operated between Miami and City Point. Since then, rock traffic has recovered, and the train has since added a second rock unit train that handles Ft. Penetrating rocks.

Intermodal service

Intermodal traffic includes intermodal shipping with CSX and Norfolk Southern, participation in EMP container services operated by UP and Norfolk Southern horse trailer United Parcel Service (UPS), trailers leading to Wal-Mart distribution center at Fort Pierce, and container shipping intermodal traffic through the port of Miami, Port Everglades (adjacent to Ft. Lauderdale, Florida and import main source), Port of Palm Beach/Lake Worth Inlet and Port Canaveral.

In addition, FEC offers the "Hurricane Service" which offers trucking companies the opportunity to bring their trailers out of Jacksonville to save on expensive costs from empty trailers that are hauling back.

Beginning in 2012, FEC started an aggressive project to reopen direct train services to the port of Miami and Port Everglades. This is to anticipate the expansion of the Panama Canal and the expected increase in intermodal traffic. In 2013 the suspension bridge in Port of Miami was repaired and reactivated and the train started spinning. In 2014, a new container transport is operated between Hialeah Yard and Port of Miami. Also in 2014, the new rail line to Port Everglades opened allowing direct access to the FEC railway to the port. Furthermore, the new transfer facility at Hialeah Yard will add intermodal transfers between trains, trucks and planes. The facility will open in 2015. Additional capacity improvements are planned at other ports and FEC's main line.

Manifest, other submissions

FEC also transports normal "manifest" deliveries to and from points along the right of its path. These cars are transported by any train that goes there, so intermodal and train trains regularly have some real cars in them.

In addition, FEC currently carries the Tropicana Products "Train Juice" to and from one of the company's processing facilities located on the "K" Line. The concept of Juice Train was developed by Tropicana founder Anthony T. Rossi in conjunction with Seaboard Coast Line Railroad (the predecessor of CSX) which began in 1970.

The power of the motive

FEC completed the "second generation" dieselization with the purchase of 49 GP40s and GP40-2s and 11 GP38-2s, ranging from the 400s. Most of these locomotives have been largely rebuilt with others who have retired. In 2002, FEC acquired 20 ex-UP SD40-2s, which amounted to 700s. These UP UP locomotives remain in their original colors with FEC signs, but by 2014 seven of them have been repainted into the "retro" Champion scheme. In 2015 most of it is leased to CSXT. In 2006, FEC leased four SD70M-2s numbered in the 100 (100-103) series in blue and yellow known by fans as "Classic" or "Alaska" schemes. In 2009 when RailAmerica went into the picture, they added four more SD70M-2 (104-107) in Red, Pearl & amp; The blue scheme is a standard RailAmerica scheme. It makes the number of SD70M-2 to eight. Looking for further power upgrades, in 2009, FEC leased three CITX SD70M-2 making the count now into 11 of the big EMD. These locomotives number 140, 141 and 142, all of which are large blue and white striped units. All SD70M-2 is presented on rails until the end of 2014 when they are replaced with new powers. The GP38-2 fleet is used primarily for local page and street redirects and occasional locales. The others are used as available on the road service. Several trials have been conducted to observe the effects on the dynamic braking fuel consumption and the combination of new and old forces. In 2014, trains purchase 24 GE ES44C4's, the first General Electric and AC Powered locomotives owned by FEC. All GEs have been delivered by the end of 2014 with the first implementation on November 21, 2014. By 2015 the railways will begin experimenting with LNG fuel that will help with cost and efficiency. With the arrival of GE the majority of FEC's SD40-2 and a number of SD70M-2 have been temporarily leased for CSXT. Until the end of 2017, all SD70M-2 have been returned to their respective leasing companies. Most of the SD40-2 will remain in FEC with the exception of leasing to other companies.

Statistics

In 2005 FEC owned and operated:

• 351 miles (565 km) of the main line between Jacksonville and Miami, Florida
• 277 miles (446 km) branches, redirects, and other secondary paths
• 158 miles (254Ã, km) of the page path

Developed and owned by Flagler:

• 64 buildings
• 7.4 million rental lease

In 1925 FEC carried 979 million ton-mile income shipments and 261 million passenger miles on (by year's end) 849 miles of roads and 1411 miles of lanes; The corresponding figures for 1970 are 1345, 0, 554 and 1058.

src: fecrwy.com

Fleet Motif

src: www.railpictures.net

Awards and acknowledgments

On May 16, 2006, FEC was the recipient of the E. H. Harriman Gold Award for safety in Group C (a freight train company with less than 4 million working hours per year).

src: freightsheds.largescalecentral.com

Company history

The Jacksonville, St Augustine and Indian River Railway Company were established under Florida's common merger law to own and operate trains from Jacksonville in the Duval region, through the Duval districts of St. Johns, Putnam, Volusia, Brevard, Orange , Osceola, Dade, Polk and Hillsborough.

Florida state law chapter 4260, approved May 31, 1893, granted the land to the railroad. By then, it was operating from Jacksonville to Rockledge, the southern part of Daytona that had been built by them. The company recently filed a changed certificate and extended its lines on and across the Florida Keys to Key West in Monroe County.

The name was changed to The Florida East Coast Railway Company on September 7, 1895.

Florida East Coast Industries (FECI), established in 1983 and made the parent company for the Realty/Flagler Commercial Train and Development Company in 1984. Another subsidiary is operator based in Orlando, "EPIK Communication "and the logistics company," Transit International ".

FECI started operations independently from St. Company. Joe on October 9, 2000 when the shareholders of St. Joe was given FECI shares.

On May 8, 2007, the parents of the Florida East Coast Train Company, Florida East Coast Industries (FECI), announced that FECI will be purchased with private equity funds managed by Fortress Investment Group in a $ 3.5 billion deal. Fortress Investment acquired Florida East Coast Railway from Florida East Coast Industries in March 2008.

On July 7, 2017, Grupo Mexico Transportes, a subsidiary of Grupo Mexico, completed the acquisition of the East Florida Railway.

src: www.american-rails.com

Lines

Main line

Daftar historis stasiu jalur utama (utara ke selatan)

• Lyrata Scottsmoor
• Aurantia Timur
• Canton Pos Jones at East Mims
• Titusville (Cabang Enterprise dimulai)
• Kota Sungai India
• Pritchards
• Frontenac
Hardeeville
• Fuastina
• Tajam
Titik Kota
• Cocoa
• Rockledge
• Hotel Rockledge (Sungai India memacu)
• Coquina
• Bonaventure
• Pineda
• Bahia
• Kuda Creek
• Eau Gallie
• Military Park (Stasiun of the Kentucky Military Institute)
• Sarno
• Melbourne
• Tillman (Sekarang Palm Bay)
• Malabar
• Valkaria
• Berikan
• Micco
• Roseland
• Sebastian
• Wabasso
• Pantai Musim Ding
• Gifford
• Vero Railroad Station, sekarang Vero Beach, mass ada
• Viking
• Indrio
• St. Lucie
• Fort Pierce
• Kota Putih
• Walton
• Jensen (Sekarang Jensen Beach), dibongkar
• Rio, dibongkar
• Stuart, dihancurkan
• Port Sewall, dihancurkan
• Salerno, mixed with Port Salerno, dihancurkan
• Gomez, dihancurkan
• Hobe Sound, pindah ke sebuah kebun of Bridge Road barat dari Hobe Sound dan masih yang masih ada (Tanah dibeli dan dikbanggan menjadi Hobe Sound Polo Club dan stasiun your sekarang berfungsi sebagai kantor alasan)
• Jupiter, dibangun tahun 1914, kududian pindah ke 479 Seabrook Road, Tequesta untuk digunakan sebagai rumah. Sekarang menghadapi pembongkaran.
• Many (Sekarang Kebun Pantai Palm)
• Kelsey City (Sekarang Taman Danau)
• Riviera
West Palm Beach
• Lake Worth
• Hypoluxo
• Boynton
• Pantai Delray
• Yamato
• Boca Raton Florida Stasiun Kereta Api Pantai Timur, a dipulihkan dan berfungsi sebagai museum.
• Deerfield
• Pump
Oakland Park Fort Lauderdale
• Dania
• Hollywood
• Hallandale
• Pantai Miami Utara
• Miami Utara
• Little River/El Portal/Miami Shores
• Miami
Kissimmee Lembah Line and Cutoff (K-Branch)

FEC Kissimmee Valley Extension Map

Stasiun (utara ke selatan)

• Maytown
• Osceola
• Jenewa
• Chuluota
• Bithlo
• Pocataw
• Wewahotee
• Narcoossee
• Salofka
• Tohopkee (layanan Mail dihentikan 1927)
• Holopaw
• Illahaw (Layanan email dihentikan 1935)
• Nittaw (Layanan surat dihentikan 1935)
• Kenansville

Kenansville Cabang (Timur)

• Apoxsee
• Lokosee
• Yeehaw
• Osawa
• Fort Drum Depot
• Hilo (Saat ini dikenal sebagai Hilolo)
• Efal
• Opal
• Okeechobee

Kenansville Cabang (Barat)

• Armstrong
• Pulau Pinus
• Halsey
• Greely
• Bassinger

South of Holopaw, garis kira-kira sejajar US 441.

Cabang Sungai Kecil (Bypass sekitar Miami)

The Small River branch connects to the main line near Little River and heads south west to Hialeah, where it turns south towards the FEC delivery page and Miami International Airport. The branch ends just south of the airport at Oleander Junction, where it connects to CSX's Subdivision Homestead and South Florida Rail Corridor.

The Little River branch is historically a freight haul around downtown Miami when FEC's main line continues south to Homestead and Florida City. The branch continued south past the airport and reconnected with the main network at Kendall. Part of the segment left on the south of the airport is currently planned to be a linear park Ludlam Trail.

Palm Beach Branch

The former branch of Palm Beach once extended from the main line in West Palm Beach east a short distance above Lake Worth Lagoon to Palm Beach Island. Henry Flagler built the impetus to drive passengers to two hotels on the island: Royal Poinciana and The Breakers. The wooden branch above Lake Worth Lagoon also includes a pedestrian walkway.

The impulse was removed in 1902 at the urging of Flagler's wife, Mary, who complained about the noise and smoke coming from the train affecting them in their adjacent house, Whitehall. The bridge will be a toll bridge, which will be replaced by Flagler Memorial Bridge in 1938 (carrying State Road A1A until 2017 when the new bridge replaces the 1938 range).

Fellsmere Branch

See http://www.taplines.net/tfc/tfc01.html for the story of Fellsmere Branch.

Harbor Lake Branch

The Lake Harbor Branch operates from Fort Pierce in St. Louis. Lucie County to Lake Harbor on Palm Beach County. It basically serves sugar farms in Palm Beach and Hendry County. It branches off the main line at Fort Pierce and heads southwest to Marcy, where he turns south along Lake Okeechobee. In Lake Harbor, connect to the main lane South Cental Florida Express (former branch of CSX). Although still owned by the Florida East Coast Railway, the South Central Florida Express has a car transport arrangement with FEC, enabling SCFE to use its branches and main lines to exchange with CSX and Norfolk Southern in Jacksonville.

The Lake Harbor Branch was once part of the Kissimmee Valley Branch until 1947, when the cutoff from Marcy to Fort Pierce was built and the rest of the Kissimmee Valley Branch was abandoned.

Company Branch

Company Branch ( E-branch ) was built in 1885 by the Atlantic Coast, St. Johns and Indian River Railroad and leased to Jacksonville, Tampa, and Key West Railroad, part of the Factory System. Originally, the westernmost five miles (8 km) functioned as a connection from Enterprise Junction to Enterprise, a port for steamers traffic to St. John's River. Johns. Later, the line was built through Osteen, Kalamazoo, and Mims to Titusville. The Company's branch also crossed the Kissimmee Valley Branch at a location known as Maytown.

The steam locomotive pulled the first train across the line to the pier on the Indian River at Titusville on the afternoon of December 30, 1885, and greatly accelerated passenger, production, seafood and supply transportation to and from central Florida. As Titusville evolves thanks to this new transport connection, the Enterprise loses its stature as a steamboat harbor, as the Henry Plant rail line is parallel to St. John's River. Johns and greatly reduced travel time to Jacksonville.

During the winter of 1894-95, the frozen hit expanded twice, cutting down citrus and damaging parts of the Florida economy. This allowed Henry Flagler to get the line at a discount to unify what became the East Coast of Florida Train.

The E-branch line at one time has collapsed as far as Aurantia, about 5 miles (8 km) northwest of Mims, ends directly under Interstate 95 and has been abandoned. Gate and intersection signals were removed before the summer storm of 2004 and the trajectory was moved by the steel rescue company. In 2008, the track was removed completely for FEC mainstream connections in Titusville.

The Florida Environmental Protection Department took ownership of the railway bed on December 31, 2007. This corridor will be the longest rail-to-track project in Florida. This railway will be suitable for recreational rail use by groups such as the North American Train Passenger Car Owner Association assuming a local representative to the area may have been found.

Atlantic and Western Branch

This branch, from Blue Spring on the River St. Johns via Orange City to the main line at New Smyrna Beach, built by Blue Spring, Orange City, and Atlantic Railroad. In the mid-1880s it became Atlantic and West Branch from Jacksonville, St Augustine and Indian River Railway, which changed its name to the East Coast Railway of Florida in 1895. This may be the Atlantic and Western Railroad in between. The line was used until 1930.

Tocoi Branch

The railroad from Tocoi to Tocoi Junction, outside St. Augustine, built by St. Johns Railway. The Jacksonville, St. Augustine and the Indian River Railway took over in 1894, and changed its name to the Florida East Coast Railway in 1895. The line was abandoned by 1917; it was then used for SR 95, which became SR 214 at some time after the 1945 Florida State Road numbering back, and now CR 214.

Moultrie Cutoff

Almost the straight arrow Moultrie Cutoff was built in 1925 to cut the distance on the main line, avoiding the land swing to East Palatka. It runs from North Bunnell to Moultrie Junction in St Augustine. In 2005, the entire route had red flags to match the rest on the main line.

Flagler Beach Branch

The railroad from Flagler Beach to Dorena, north of Bunnell, was built by Lehight Portland Cement Company in 1953. The line is connected to the Lehigh Portland Cement Company Plant located near Flagler Beach. The line was abandoned in 1963, after a deadly strike erupted that year that shut down a large factory. The location of the old factory was where several monorail beams were assembled for Walt Disney World in the early 1970s. The route now is part of the rail to the path system. The factory has been destroyed outside of a chimney that will be the "lighthouse" for new development. Some of the remnants of the yard can be found in the woods near the eastern end of the Lehigh railroad today.

San Mateo Branch

Palatka Branch

The railway line from Palatka to Moultrie Junction, outside St. Augustine, built by Jacksonville, St. Augustine and Halifax River Railway. The Jacksonville, St. Augustine and the Indian River Railway took over in 1894, and changed its name to the Florida East Coast Railway in 1895. This route was the main route to the construction of Moultrie Cutoff in 1925. There was also a spur with the bridge across the St. Johns to Palatka, where there is an intersection with Jacksonville, Tampa and Key West Railway and Florida Southern Railroad. The bridge over the river was removed in 1950, and the remainder of the line was later abandoned in 1988 and all trains were moved to a point west of I-95. In 2001, rail services returned to the point and the path was rehabilitated when the new industry was there. The daily serves the eastern end of the line today known as Wilber Wright Industrial Lead.

Branch Mayport

It was originally built by Jacksonville and Atlantic Railroad, a narrow gauge 3Ã, ft ( 914Ã, mm ) from Jacksonville to Pablo Beach (now Jacksonville ) Beach). At the end of 1899 bought by Henry Flagler, which has a line converted to 4Ã, ftÃ, 8 ¹ / ₂ in ( 1,435 mm ) standard size and extended northwards along the coast to Mayport. The new branch opened in March 1900 and was abandoned in October 1932.



src: freightsheds.largescalecentral.com




Family tree

• Florida East Coast Railway was formed on September 13, 1895, in the name of Jacksonville, St. Augustine and Indian River Railroad; still there
• Jacksonville, St. Augustine and Indian River Railroad - formed October 6, 1892, as a replacement for FC & amp; G; renamed Florida East Coast Railway 13 September 1895
  • Florida Beach and Gulf Railway - formed May 28, 1892; renamed to Jacksonville, St. Augustine and Indian River Railroad October 6, 1892
  • Jacksonville, St. Augustine and the Halifax River Railway - formed February 28, 1881, as a substitution of Jacksonville, St. Augustine and Halifax River Railroad; joined Jacksonville, St. Augustine and Indian River Railroad October 31, 1892
    • Jacksonville, St. Augustine and Halifax River Railroad - formed March 1879; renamed to Jacksonville, St. Augustine and Halifax River Railway February 28, 1881
  • St. Augustine and Palatka Railway - formed September 1, 1885; joined Jacksonville, St. Augustine, and Indian River Railroad 1893



src: www.american-rails.com




See also

• Boca Express Train Museum

Leading passenger trains operated by FEC rail: (sponsoring trains and destinations)

• Champion grassy beach (Atlantic Coast Line, New York City)
• Miami City (Illinois Central, Chicago)
• Dixie Flagler (Louisville & Nashville, Chicago)
• Dixie Flyer (Louisville & Nashville, Chicago)
• Ponce de Leon (Southern Railway, Cincinnati)
• Havana Special (Atlantic Coastline, New York City)
• Royal Palm (Southern Railway, Cincinnati)
• South Wind (Louisville & Nashville, Chicago)



src: cream.technology




References

Notes

References

• Bramson, Seth H. (2002). Speedway to Sunshine: The Story of the East Coast of Florida . Boston Mills Press, Boston, MA. ISBNÃ, 1-55046-358-6. Ã,
• Standiford, Les (2002). The Last Train to Heaven . Crown Publishers, New York, NY. ISBN 0-609-60748-0.
• Rand McNally Map - 1917 shows the Western Kissimmee Valley Branch
• Biscayne Times: Waiting for Trains (January 2009)



src: 2.bp.blogspot.com




External links

• Website of the East Florida Railway
• http://www.sethbramsonbooks.com (Includes three books on FEC, lots of local history and history of Factory Systems)
• Flagler Museum - History of the East Coast of Florida Train
• Florida East Coast Railway Society
• Winchester, Clarence, ed. (1936), "Out to the sea by train", The Miracle of the World Rail , pp.Ã, 109-114 from Florida East Coast Railway Key West Extension
• Railroad Bells at A History of Central Florida Podcast

Source of the article : Wikipedia