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Samuel Rea (September 21, 1855 – March 24, 1929) was an American engineer and the ninth president of the Pennsylvania Railroad from 1913 to 1925. He joined the PRR in 1871, when the railroad had hardly outgrown its 1846 charter to build from Harrisburg to Pittsburgh, and helped it grow to a 12,000-mile (19,000 km) system. His efforts helped the railroad secure access to Manhattan, upstate New York, and New England. He was awarded the Franklin Medal in 1926, and was elected as an honorary member of the Institute of Civil Engineers in 1928. ==Early life and career== Samuel Rea was born on September 21, 1855, in Hollidaysburg, Pennsylvania. His parents were James D. Rea and Ruth Blair Moore. His paternal grandfather General John Rea was the United States Representative from Bedford and Franklin, Pennsylvania, during the terms of Thomas Jefferson and James Madison. Through the marriage of his father's siblings, he was related to the Asa Childs and the Henry Clay Frick families. His father died when Samuel was 13.〔 He began his vocational life as a clerk in a country store. In 1871, at age 16, he took a job as a rodman, or surveyor's assistant, with the Pennsylvania Railroad (PRR), where he would spend most of his career. He left the PRR in 1875 to work for the Pittsburgh and Lake Erie Railroad, but returned in 1879. In the mid-1880s, Rea supported a proposal by consulting engineer Gustav Lindenthal to build a large bridge across the Hudson River from Jersey City, New Jersey, to Manhattan. Due to the enormous costs of the proposal, a decision on the project would not come for many years. By 1886, when he was 31, Rea was assistant engineer in the construction of chain suspension bridges over the Monongahela River at Pittsburgh. He also became a member of the New York Stock Exchange — the first to hold a seat in the city of Pittsburgh — and remained a member for 12 years. In 1888, he published a book called “The Railways Terminating in London: With a Description of the Terminating Stations”. In 1889, Rea again left the PRR, frustrated by his lack of advancement within the company. He went to work for the Baltimore and Ohio Railroad (B&O), and also became a vice president of the Maryland Central Railroad.〔 He worked on the B&O's Belt Line project in central Baltimore, which included a new tunnel and the use of electric locomotives.〔 In 1892, Rea was rehired by the PRR. In his new position, he reported directly to President George Brooke Roberts, and began to explore options for crossing the Hudson. Eventually, he renewed his support for Lindenthal's bridge proposal, but other railroads declined to share the project's costs, and the financial constraints of the Panic of 1893 made that prospect unlikely for the rest of the decade.〔 By 1900, as the economy improved, Rea and Lindenthal continued to press for the bridge project, but to no avail.〔 The PRR then took a more serious look at building tunnels under the river, and this option was supported by Alexander Cassatt, who had become PRR president in 1899. Under Cassatt's and Rea's leadership, the New York Tunnel Extension project began in 1903 and was completed in 1910.〔 Rea later arranged with the New York, New Haven and Hartford Railroad to build the Hell Gate Bridge over the East River, which gave the PRR access to upstate New York and New England. 抄文引用元・出典: フリー百科事典『 ウィキペディア（Wikipedia）』 ■ウィキペディアで「Samuel Rea」の詳細全文を読む スポンサード リンク
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