Union Station Research Articles

The Architect as Developer: Union Station in New London

(1976). The Architect as Developer: Union Station in New London. Journal of Architectural Education: Vol. 30, Preservation and Conservation: Perspectives, Programs, Projects, pp. 2-3.

The Architect as Developer: Union Station in New London

The Architect as Developer: Union Station in New London

Review: The Open Gate: Toronto Union Station by Richard Bébout

Book Review| May 01 1974 Review: The Open Gate: Toronto Union Station by Richard Bébout The Open Gate: Toronto Union StationRichard Bébout Folke T. Kihlstedt Folke T. Kihlstedt Search for other works by this author on: This Site PubMed Google Scholar Journal of the Society of Architectural Historians (1974) 33 (2): 175–176. https://doi.org/10.2307/988916 Views Icon Views Article contents Figures & tables Video Audio Supplementary Data Peer Review Share Icon Share Twitter LinkedIn Tools Icon Tools Get Permissions Cite Icon Cite Search Site Citation Folke T. Kihlstedt; Review: The Open Gate: Toronto Union Station by Richard Bébout. Journal of the Society of Architectural Historians 1 May 1974; 33 (2): 175–176. doi: https://doi.org/10.2307/988916 Download citation file: Ris (Zotero) Reference Manager EasyBib Bookends Mendeley Papers EndNote RefWorks BibTex toolbar search Search nav search search input Search input auto suggest search filter All ContentJournal of the Society of Architectural Historians Search This content is only available via PDF. Copyright 1974 The Society of Architectural Historians Article PDF first page preview Close Modal You do not currently have access to this content.

The Open Gate - Toronto's Union Station

The Open Gate - Toronto's Union Station

More Landmarks of Tennessee History (review)

book reviews359 ing to read a well conceived edited work which holds one's interest and, in the language of today's students, is "relevant." Ruchames' Racial Thought in America is more than a group of articles quickly tossed together. In brief, the selections are designed to "illustrate the diverse conflicts and problems at stake in American race relations and racial thought" and to present "a balance of historical views on the subject." The more than seventy-odd readings vividly catalog the ideas of a cross section of the American populace from the colonial period to the eve of the Civil War, and they encompass practically every major consideration in black history prior to the breakup of the Union. Clearly, the focus of the book has been limited to black-white relations to keep the manuscript "within manageable proportions." Thus, it is understandable that only two selections deal with the Indians, John Eliot's famous "Protest," and Daniel Gookin's "Historical Collections of the Indians in New England." Although the author has allowed the participants to "speak for themselves ," Ruchames has made his own valuable contribution to scholarship . Each of his ten chapters contains a brief introductory statement and often times an extended essay which reflects critical thought and careful analysis. The most striking example is his excellent synthesis, "The Sources of Racial Thought in Colonial America" which he has included in his introduction to Part I. One regrets that the author did not offer a summary of equal quality for the other two major divisions. That aside, Professor Ruchames has edited a laudable set of documents which may be used profitably by those in the social sciences and the humanities . Jimmie L. Franklin Eastern Illinois University More Landmarks of Tennessee History. Edited by Robert M. McBride. (Nashville: Tennessee Historical Commission, 1969. Pp. viii, 393. $6.50.) This volume consists of nineteen articles which originally appeared in the Tennessee Historical Quarterly as part of a cover series on historic sites in Tennessee. The editor of the book, Robert McBride, is also the editor of the Tennessee Historical Quarterly, and all but five of the articles have appeared in that quarterly since the editorship has been under his direction. More Landmarks is a companion volume to the earlier Landmarks of Tennessee History, jointly edited by McBride and William T. Alderson, former editor of the Tennessee Historical Quarterly, which was published in 1965. That work included fifteen articles which had originally appeared as cover articles in the Tennessee Historical Quarterly, went through two printings and received an Award of Merit from the American Association for State and Local History. McBride defines a "historic site" as "an area, a building, or a place of 360CIVIL WAR HISTORY significant historical interest; one which is owned and/or maintained by a public or private organization responsible for its maintenance and interpretation; and one which is open to the public at regular specified times." There are four articles included in this work which do not completely meet all these requirements: "The Governor's Mansions of Tennessee ," "Nashville's Ryman Auditorium," "The Architecture of [Nashville 's] Union Station," and "Tennessee's Covered Bridges—Past and Present." These places have been of considerable significance and widespread public interest, thus justifying their inclusion. The nineteen articles appear in alphabetical order and are generally well researched and well written. Most of them will be of interest to the student of the Civil War and the Middle Period in American history , as well as those who are especially interested in Tennessee history. Directly concerning the Civil War are articles about Fort Donelson, Stone's River National Military Park, and the Sam Davis Home. Anyone interested in the Middle Period will want to read such articles as "The Tennessee State Capitol," "David Crockett and His Memorials in Tennessee ," "The Hermitage Church," "Travellers' Rest: Home of Judge John Overton," and "Tulip Grove: Neighbor to the Hermitage." Persons interested in later Tennessee history will be pleased with articles about "The Parthenon and the Tennessee Centennial," "Tennessee's Rugby Colony," and "The Fontaine House of the James Lee Memorial." More Landmarks, with its coverage of more historic sites, extensive illustrations including three beautiful color photographs...

Proposed Transportation and Visitor Center

The Washington, D.C. transportation-visitor center will provide a place for the orientation and direction of visitors to the Nation’s Capital as well as a consolidation of terminals for intercity and local transportation systems. Studies were made of existing travel and relationships between modes so that models could be developed for forecasting future demands and interfaces. All forms of line haul transportation such as railroad, bus and air, as well as local modes such as bus, rail rapid transit, helicopter, taxi and auto were taken into account. Findings were applied to physical planning for an area surrounding Union Station, resulting in a proposed plan and program for the consolidation of transportation terminals, a visitor center and adjunct facilities. While the studies are applied to Washington, D.C., the methodology used is intended to be a prototype for use in many applications.

STS Alumni Speak

> TWENTY-FIVE Science Talent Searches ago I was at a banquet very much like this one only minutes away from learning that I was to be one of the two top winners of that year. As I have talked to the winners over the past few days I have been asked many times what it was like then and what changes have taken place in the Science Talent Institute since. The people involved are very much the same. There are many members of SCIENCE SERVICE and Westinghouse who were with us then and are here again tonight and the winners themselves are a group very much like our own. But everything else is quite different. The first Science Talent Search was planned on the spur of the moment and announced only a few months before the end of our senior year, and the Washington trip was held in the middle of the summer when our college plans were already complete. I had already started as a freshman in the summer term at N.Y.U., and I had to take time off from college to be here. When we arrived in Washington we were met at the station by a bewildered delegation from SCIENCE SERVICE who looked as though they had no idea as to what to expect but were prepared for almost anything. The tests and judging were similar, but although most of us had done scientific work of one sort or another there were no formal projects as such. There would have been no time to get ready, and in any case, no place to put them. It was problem enough to find where to put us. Space was hard to come by in war-time Washington on short notice. We ended up staying at a very small and old hotel called the Martinque which we just about took over, but even so there was no room to spread out. Even beds were short and I had to share one with another winner. The entire Institute was supposed to take only 3 days which as you can well imagine was not nearly enough. After the awards had been announced there was still so much to do that the two top winners were asked to stay over for another couple of days. SO SCIENCE SERVICE wired my parents about the change in plans. Now at that time the Western Union station at home was in a back corner of a small store in the middle of the village and when the message was received it was read with great interest, judged to be in the public domain, and the news was quickly passed around to all present. In the resulting excitement no one remembered to deliver the message to its destination. Late the next morning when I called home the telegram had not yet been received and my father and mother were among the last to (Continued on p. 190) By LT. COL. P. E. TESCHAN,

The Nashville community study

On April 15-16, 1957, the administrative, teaching, and secretarial personnel of the Nashville City Schools-over 1200 persons-studied the Nashville community. Seventy interest groups, varying in size from ten to fifty persons, gathered information on selected phases of community life. Three hundred fourteen field trips were made, including visits to such varied places as the top of the Life and Casualty Tower, the City Council in session, and a train coach at the Union Station.

The Romance and Reclamation of the Coal Lands of Southeastern Kansas

The coal fields of southeastern Kansas were formed during the upper carboniferous stage of the paleozoic era more than sixty million years ago, but the early history of the coal industry of southeastern Kansas begins only a little before the middle of the nineteenth century. The pioneer residents, Indian traders, hunters and others, discovered surface croppings of coal and used it as fuel for their own use. Later it was carted to small towns and cities and traded to merchants for food and clothing. Many teamsters dug the coal from the outcroppings on the surface and made a livelihood by hauling it across the prairies to small villages. In the early years only outcropped coal was removed. Later it became necessary to remove the dirt in order to get more coal. The first stripping operations were accomplished principally by hand labor, by the use of picks and shovels where the overburden was very shallow. Later the dirt was removed by use of teams, plows, and slips. This method was used until 1898 when the Kansas and Texas Coal Company installed a steam shovel. It was not considered a success, and the experiment was abandoned. In 1918 another steam shovel was brought into this area. With improved machinery it was successful and in a short time many other steam shovels were stripping the land for coal. These first machines were equipped with dippers that removed one or two cubic yards of earth, but in a short time machines were equipped with dippers that removed six or seven yards of earth. The next development was the introduction of electric shovels, the first being introduced by the Pittsburg Midway Coal Company in 1918. These shovels had dippers that removed ten to twelve cubic yards of earth. Since that time these dippers have been made larger and larger until today one may see in this area the largest electric shovel in the world. One scoop of the dipper removes thirty-four to thirty-six cubic yards of earth, or fifty to sixty tons. The boom on the machine would reach to the tenth floor of an office building and it would be able to pile dirt on top of the Union Station building at Kansas City, Mo. In 1939 the Pittsburg Midway Coal Company stripped 525,691 tons of coal from 202 acres of land. The pay roll for that year amounted to $378,000, the taxes paid, $32,000; the pay roll per acre, $1,866; and the tax per acre, $159; and all of this on land assessed at $20 per acre for agricultural purposes. The earth has been piled up in ridges, row after row, having the appearance of a low range of mountains. The older pits, where the overburden was from twenty to twenty-five feet, now appear as furrows and long ridges, which have gradually become lower and lower and more level through the processes of erosion. These older pits are now covered with vegetation, herbs, shrubs,

The Battle for a Union Station at Los Angeles

Research Article| June 01 1939 The Battle for a Union Station at Los Angeles Marshall Stimson Marshall Stimson Search for other works by this author on: This Site PubMed Google Scholar The Quarterly: Historical Society of Southern California (1939) 21 (2-3): 37–44. https://doi.org/10.2307/41167931 Views Icon Views Article contents Figures & tables Video Audio Supplementary Data Peer Review Share Icon Share Facebook Twitter LinkedIn MailTo Tools Icon Tools Cite Icon Cite Search Site Citation Marshall Stimson; The Battle for a Union Station at Los Angeles. The Quarterly: Historical Society of Southern California 1 June 1939; 21 (2-3): 37–44. doi: https://doi.org/10.2307/41167931 Download citation file: Ris (Zotero) Reference Manager EasyBib Bookends Mendeley Papers EndNote RefWorks BibTex toolbar search Search Dropdown Menu toolbar search search input Search input auto suggest filter your search All ContentSouthern California Quarterly Search This content is only available via PDF. Article PDF first page preview Close Modal You do not currently have access to this content.

Carriers: Power of Interstate Commerce Commission to Order Construction of a Union Station

Carriers: Power of Interstate Commerce Commission to Order Construction of a Union Station

The Fifteenth Annual Meeting

Next December will mark a notable event in the history of the Radiological Society of North America, for then it holds its first annual meeting outside the United States. The place of meeting will be in the City of Toronto, Canada, and we are confident that all who attend will be thoroughly satisfied with the choice. Accommodation promises to be of the very finest, and the various committees are already hard at work to make this meeting the most successful yet held. Toronto, the capital of Canada's richest province, Ontario, is a progressive city and may be trusted to prove a pleasant surprise to those who have never visited it. It is beautifully situated on the north shore of Lake Ontario behind a large natural harbor, where remarkable developments are taking place which have already given it one of the finest waterfronts to be found on the Great Lakes. The city has a population of over 700,000 and covers an area of approximately thirty-six square miles. It is unusually well built, and, in addition to fine public buildings and numerous skyscrapers, possesses extensive residential districts of great beauty. The meeting will be held in the Royal York Hotel, a magnificent structure built by the Canadian Pacific Railway, and just completed this year. An entire floor, specially designed to accommodate large gatherings, will be available for our meetings, the largest of the halls being capable of seating more than 1,700 persons. It is appropriate that Toronto should be chosen for our first meeting in Canada in that its name, derived from the Indian, means a “place of meeting.” Starting as a small trading post of the early French voyageurs, it has grown to be a great commercial city and a favorite center for conventions, thanks to its many attractions and its great accessibility. It is only an overnight journey from New York, Washington, or Chicago, and can be easily reached by good motor roads via Buffalo, Niagara Falls, or Detroit. As the Royal York Hotel is directly opposite the Union Station, you can be at the place of meeting within a few minutes after leaving the train. As an educational center Toronto has always held a position of prominence, and its University is now one of the largest in the British Empire. The undergraduate teaching of its Faculty of Medicine has been notable for its thoroughness, from the days when Osler learned the rudiments of medicine there until the present day, while in recent years it has taken a leading position in research work. It will be remembered that it was there that Banting and his associates discovered insulin in 1921. The city possesses a number of fine modern hospitals, the largest of which is the Toronto General Hospital, with more than a thousand beds. St. Michael's Hospital and the Toronto Western Hospital are also well worth visiting, and the Hospital for Sick Children is one of the most complete institutions of its kind.

Interstate Commerce. State Railroad Commission Not Empowered to Order Railroads to Construct Interstate Union Station

Interstate Commerce. State Railroad Commission Not Empowered to Order Railroads to Construct Interstate Union Station

The Chicago Union Station Development

The general principles governing the location, design, and construction of a modern passenger terminal are, for all practical purposes, the common property of the Engineering Profession.