Correlations Between the Physical Infrastructure of Railroads, Canals & Star Forts and Other Interesting Things

I am finding many interconnections in my research with regards to what I am sharing about the ancient and advanced Moorish Civilization that is missing from our historical record.

There are definitely correlations and relationships between railroad systems, canal systems, and star forts as you will see.

Pay close attention to the dates when they are telling us this infrastructure was built, and compare those dates with what we are taught in the historical narrative we have been given, i.e. were we really capable of accomplishing these massive engineering feats such as these during the time period they were said to have been built?

This is just a dip in the pool of information on this topic, as there is such an overwhelming amount of data concerning even just railroads and their associated infrastructure that I find myself having to focus the scope of this post, and not include much of what I originally envisioned. There is just too much information to choose from!

The history of rail transportation in North America was said to have started with the construction of wooden railroads, called wagonways, starting in the 1720s.

The French were said to have used a railroad in its construction in 1720 of the Fortress of Louisbourg on Nova Scotia’s Cape Breton Island.

Between 1762 and 1764, an efficient gravity-railroad called Montresor’s Tramway was said to have been designed and built by British engineers at the close of the French and Indian War (1756 – 1763) to haul goods up the steep slope at the Niagara River near the Niagara Falls escarpment at Lewiston, New York.

As an interesting aside, compare the Niagara Escarpment in appearance with…

…the Endless Wall at New River Gorge State Park in West Virginia.

In 1810, the Scottish-American quarry-owner Thomas Leiper was said to have built the animal-powered Leiper Railroad connecting Crum Creek to Ridley Creek in Delaware County, Pennsylvania, to carry his quarried stone to tide-water. It was said to have been a horse-drawn, 3/4-mile, railroad. It became the Crum Creek Branch of the Baltimore and Philadelphia (later part of the Baltimore & Ohio) Railroad in 1887. More on the Baltimore & Ohio Railroad shortly.

Then, Thomas Leiper’s son was credited with building the 3-mile long Leiper Canal to replace the Leiper Railroad in 1828 and 1829…

…in the middle of what was called the American Canal Age between 1790 and 1855, when the Lehigh Canal was built between Easton, Pennsylvania and Mauck Chunk, now known as Jim Thorpe, Pennsylvania, said to have been started in 1818, and completed in 1838…

…during which time the Schuylkill Canal, also known as the Schulkill Navigation, was said to have been built in Pennsylvania between 1815 and 1825…

…as well as the 82-mile, or 132-kilometer, Union Canal in southeastern Pennsylvania between Middletown, Pennsylvania to Reading, Pennsylvania, said to have been built between 1792 and 1828, and closed in the 1880s. This is the Union Canal Tunnel in Lebanon, Pennsylvania…

…and what remains of the Union Canal at Swatara State Park near Lickdale, Pennsylvania…

…the 14-mile, or 22.5-kilometer, long Chesapeake and Delaware Canal, connecting the Delaware River in the State of Delaware, and the Chesapeake Bay in Maryland, with its construction said to have been started in 1804 and completed in 1829…

…as well as the 363-mile, or 584-kilometer, long Erie Canal, connecting the Hudson River in Albany, New York, with Lake Erie in Buffalo, New York, with construction beginning on, and first used on May 17th, 1821.

The construction of the Erie Canal was said to have started on July 4th, 1817, in Rome, New York, where Fort Stanwix, said to have been built in 1758 by the British, was located.

The New York Central Railroad, primarily operating in the Great Lakes and Mid-Atlantic Regions, had a train station in Rome.

The New York Central Railroad was said to have begun operating in 1853 with the consolidation of earlier independent companies running between Albany and Buffalo. This graphic depicts the New York Central rail system as of 1918.

We are told extensive trackage existed in the states of New York, Pennsylvania, Ohio, Michigan, Indiana, Illinois, Massachusetts, and West Virginia, plus additional trackage in Ontario and Quebec, and by 1925 operated 26,395-miles, or 42,479-kilometers, of track.

Now, back to railroads circa 1826.

In 1826, the State of Massachusetts incorporated the Granite Railway in Quincy, Massachusetts…

…as a common freight carrier to transport Granite for the construction of the Bunker Hill monument, which was said to have commenced in the same year of 1826, which just happens to be a huge obelisk on the scale of the Washington Monument.

Other railroads authorized by states in 1826 included the Delaware and Hudson Canal Company’s gravity railroad…

…the Mohawk and Hudson Railroad, to carry freight and passengers, and linking the Mohawk River in Schenectady, with the Hudson River at Albany…

…and said to have been the first railroad chartered in the country, incorporated in 1826 and opened in 1831.

In 1827, the State of Maryland chartered the Baltimore and Ohio (B & O) Railroad, the first common carrier, and the oldest, railroad in the United States.

The first section of the B & O Railroad was said to have opened in 1830, and it was said to have reached the Ohio River in 1852, the first eastern seaboard railroad to do so.

We are told there was an intense rivalry between the B & O Railroad, and the Chesapeake & Ohio (C & O) Canal, with each project choosing the same day to break ground – on July 4th, 1828.

Both projects were said to be vying for the narrow right-of-way where the Potomac River cuts through a mountain ridge at Point of Rocks, Maryland, which ended up in court. Even though after four-years the case was said to have been ruled in favor of the canal, we are told the C & O had to allow the
B & O to go through there, so this is a place where the canal and the railroad run side-by-side…

…just like the picture I showed earlier of the railroad right next to the Lehigh Canal in Bethlehem, Pennsylvania.

Similar to the B & O Railroad, the South Carolina Canal and Railroad Company was also chartered in 1827 to connect Charleston, South Carolina, to the Savannah River, and its first six-mile, or 10-kilometer, rail line was said to have been in operation by 1830…

…and ran scheduled steam service over its 136-mile, or 219-mile, line from Charleston to Hamburg, South Carolina, beginning in 1833.

This was the historic Camden Depot in Charleston, said to have been built by the South Carolina Railroad in 1849 and 1850 by architect Edward C. Jones.

In my research of the South Carolina Canal and Railroad Company, I am seeing all railroad-related information, and no canal-related information.

So I looked up canals in South Carolina, and this is what I found, so obviously there were canals in South Carolina, but hardly any clarity on who actually built them, nor is there much information available about them.

This is one of several star forts that were located in the Pensacola, Florida area.

This is the former location of what was called the fort of Pensacola…

…where the CSX Railyards are just a few blocks south of where the fort was located.

At one time, this was part of the Pensacola Railroad System that was completed in 1860.

By the year of 1850, there were 9,000-miles, or 14,000-kilometers, of railroad lines said to have been built in the United States.

We are told that the federal government operated a land-grant system between 1855 and 1871, where new railway companies in what we are told was the uninhabited west were given millions of acres they could sell or pledge to bondholders.

The establishment of a land-grant system at this time is a good place to insert once again the story of the Ames Brothers of Easton, Massachusetts, co-owners of the Ames Shovel Shop, nationally known for providing the shovels for the Union Pacific Railroad, which we are told opened the west. It was said to have been the world’s largest supplier of shovels in the 19th-century.

Not only that, one brother, Oliver Ames, Jr, (b. 1807 – d. 1877) was the President of the Union Pacific Railroad from when it met the Central Pacific Railroad in Utah for the completion of the first Transcontinental Railroad in North America.

The other brother, Oakes Ames, was a member of the U. S. Congress House of Representatives from Massachusetts 2nd District from 1863-1873. He was credited by many as being the most important influence in building the Union Pacific portion of the first Transcontinental Railroad.

Oakes Ames was also noted for his involvement in the Credit-Mobilier Scandal of 1867, regarding the improper sale of stock of the railroad’s construction company.

He was formally censured by Congress in 1873 for this involvement, and he died in the same year.

Ten-years later, he was posthumously exonerated by the Massachusetts State Legislature on May 10th, 1883.

This is the Ames Monument near Laramie in Wyoming, said to have been built between 1880 and 1882. It was dedicated to the Ames brothers for their role in financing the Union Pacific Railroad. Hmmm…serious conflicts-of-interest and graft much, but no real consequences to their memory?

There is one more U. S. railroad that I would like to take a look it before moving on, which is the Gulf and Ship Island Railroad in Mississippi, with the reason given for its construction being the opening a vast expanse of southern yellow pine forests for commercial harvest.

It was said to have been developed under three charters provided by the Mississippi State Legislature, with the first charter being granted in 1850, a second one in 1856, and the last one in 1887, and the Gulf and Ship Island Railroad was opened in 1882, with Gulfport, Mississippi being the railroad terminal and headquarters.

What is really interesting to me that while there is a deep-water harbor protected by Ship Island, in the Gulf of Mexico just off the coast of Mississippi, there is also a star fort – called Fort Massachusetts, said to have been built following the War of 1812.

Onward to Canada.

The Champlain & St. Lawrence Railway was the first Canadian railway, chartered in 1832 and built in 1835. It was said to have been financed by Montreal businessman & brewery owner John Molson.

It ran for a distance of just over 14-miles, or 23 km, starting operation on 21 July 1836, and linking Laprairie, a city across the St. Lawrence River from Montreal, to St. John on the Richelieu River, to cut time from the trip between Montreal and New York.

A Stephenson Samson steam locomotive pulled two coaches on a round-trip from Laprairie.  In 1851 an extension was added to this rail line to Rouses Point in New York.

Canada’s Grand Railway Hotels were said to have been built by the Canadian Railway companies, with the development of the railways said to have acted as the catalyst for their construction. The use of towers and turrets were said to be a signature style for Canada’s majestic hotels. It is important to note that towers and turrets are a signatures of Moorish architecture.

Right next to the main train station of Montreal, the Windsor station, said to have been built between 1887 and 1889…

…was the Windsor Hotel in Montreal, the first Grand Railway Hotel , said to have been built in 1878.

Compare the appearance of the Windsor Hotel in Montreal with that of the Westin Palace Hotel in Madrid, Spain, where the Moors do have an historical presence.

Other Canadian Grand Railway Hotels include:

The Second Hotel Vancouver, said to have been built by the Canadian Pacific Railway between 1912 and 1916 (keeping in mind World War I was between 1914 and 1918)…

…and the Chateau Frontenac in Quebec City, said to have been built by the Canadian Pacific Railway between 1892 and 1893…

…which reminds me of the Ksiaz Castle in Poland, said to have been built between 1288 and 1292.

Now, other historic train stations around the world include:

The Tokyo Station in the Marunouchi District of Tokyo, Japan, which was said to have opened in 1914…

…and here it is today, with a fair amount of the original buildings still intact..

Here is the Amsterdam Central Railway Station, said to have been built starting in 1882 and opened in 1889…

…and the Gare d’Orsay in Paris, said to have opened in 1900…

…and the caption of this photo of inside this railroad terminal reads “Electric trains operating in the Gare d’Orsay, circa 1900.”

This leads me to look up the definition of terminal, for which there are two nouns:

  1. The end of a railroad or other transportation route, or a station at such a point
  2. A point of connection for closing an electric circuit

I believe we are talking about a sophisticated electrical circuitry system that the Master Builders of the Ancient & Advanced Civilization built into the physical infrastructure of the planetary grid system, and accessed free energy to provide electrical power for this civilization worldwide, including all transportation systems.

One more thought in closing. I came across this a picture of this painting called “The Excavation of Pennsylvania Station,” painted by George Wesley Bellows in 1909, in New York City.

While it could certainly mean the act or process of digging in and of itself, it has a subtler meaning associated in archaeology with removing something specific from the ground to find artifacts. So, what kind of excavation are we seeing here? There are some interesting things going on here, to include what looks like tracks of some kind in the left mid-ground.

This is the original Pennsylvania Station in New York, said to have been built between 1905 and 1910…and demolished in 1963. Why build a massive building of heavy masonry and demolish it after only 53 years of use? This makes no sense, and was the fate of many of these original railroad terminals.

I personally think all of this infrastructure was being dug out of the mud created by a world-wide liquefaction event that took place around 1740 – 1741, and that Humanity’s new historical narrative was kicked-off in 1851 with the Great Exhibition held in the Crystal Palace in London. I didn’t start from this perspective. I have come to this conclusion from my research. Even in this post, there are a lot of things happening in the time-frame around the date of 1850.

In my next post, I am going to look closely at the related subject of streetcar systems around the world.

Author: Michelle Gibson

I firmly believe there would be no mysteries in history if we had been told the true history. I intend to provide compelling evidence to support this. I have been fascinated by megaliths most of my life, and my journey has led me to uncovering the key to the truth. I found a star tetrahedron on the North American continent by connecting the dots of major cities, and extended the lines out. Then I wrote down the cities that lined lined up primarily in circular fashion, and got an amazing tour of the world of places I had never heard of with remarkable similarities across countries. This whole process, and other pieces of the puzzle that fell into place, brought up information that needs to be brought back into collective awareness.

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