1.
Reporting mark
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A reporting mark is an alphabetic code of one to four letters used to identify owners or lessees of rolling stock and other equipment used on certain railroad networks. In North America the mark, which consists of an code of one to four letters, is stenciled on each piece of equipment. The Association of American Railroads assigns marks to all carriers, under authority granted by the U. S, surface Transportation Board, Transport Canada, and Mexican Government. Under current practice, the first letter must match the initial letter of the railroad name, as it also acts as a Standard Carrier Alpha Code, the reporting mark cannot conflict with codes in use by other nonrail carriers. In another example, the mark for state-funded Amtrak services in California is CDTX because the state transportation agency owns the equipment used in these services. This is why the reporting mark for CSX Transportation, which is a railroad, is CSXT instead of CSX. This often resulted in five-letter reporting marks, an option not otherwise allowed by the AAR, the standard ISO6346 covers identifiers for intermodal containers. When the owner of a mark is taken over by another company. For example, when the Union Pacific Railroad acquired the Chicago and North Western Railway in the 1990s, some companies own several marks that are used to identify different classes of cars, such as boxcars or gondolas. If the acquiring company discontinues the name or mark of the acquired company, occasionally, long-disused marks are suddenly revived by the companies which now own them. For example, in recent years, the Union Pacific Railroad has begun to use the mark CMO on newly built covered hoppers, gondolas, CMO originally belonged to a predecessor of the CNW, which passed it on to them, from which the UP inherited it. Some of these still retain their temporary NYC marks. Because of its size, this list has been split into subpages based on the first letter of the reporting mark, railinc, a subsidiary of the AAR, maintains the active reporting marks for the North American rail industry. Railinc offers a free online look-up of reporting marks and other industry reference files through the Railincs Freight Rail 411 website, a railway vehicle must be registered in a national vehicle register using a 12-digit number derived from the old UIC system of vehicle numbering. The number contains the country in the third and fourth digit. The VKM must not contain special signs or digits, the VKM is preceded by the code for the country, where the vehicle is registered and a hyphen. Some examples, When a vehicle is sold it does not normally be transferred to another register, the Czech railways bought large numbers of coaches from ÖBB. The number remained the same but the VKM changed from A-ÖBB to A-ČD, the UIC introduced a uniform numbering system for their members based on a 12-digit number, largely known as UIC number
2.
Delaware Valley
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The Delaware Valley is the valley through which the Delaware River flows. By extension, this toponym is commonly used to refer to the Philadelphia metropolitan area, the Delaware Valley Metropolitan Area is located at the southern part of the Northeast megalopolis extending from Boston to Washington, D. C. metropolitan areas. The MSA has a population of over 6 million, while the CSA has a population of over 7.1 million. Philadelphia, being the major commercial, cultural, and industrial center. As of March 2011, the Philadelphia–Camden–Wilmington, PA–NJ–DE–MD Metropolitan Statistical Area constitutes the sixth-largest metropolitan area in the United States, Philadelphias media market ranks fourth, behind New York City, Los Angeles, and Chicago, in Nielsen Media Market size rankings. It also borders the New York metropolitan area located directly to the north of this area, such educational institutions as Delaware Valley Regional High School in Alexandria Township and Delaware Valley College in Doylestown Township are named after the region. Likewise, Frenchtowns now defunct newspaper The Delaware Valley News was another example of the usage, although much of the Trenton MSA is considered part of the Delaware Valley and often considered part of Philadelphias media market area, it is classified as part of New Yorks CSA. Within the Hispanic population, the vast majority are Puerto Ricans, there is a significant West Indian community. There is even a small Native American community known as Lenapehoking for Lenni-Lenape Indians of West Philadelphia. Philadelphias suburbs contain a concentration of malls, the two largest of which have at least 5,000,000 square feet of office space. Malls, office complexes, strip shopping plazas, expressways, and tract housing are common sights, and more and more continue to replace rolling countryside, farms, woods, and wetlands. However, due to opposition by residents and political officials. Older townships and large boroughs such as Cheltenham, Norristown, Jenkintown, Upper Darby, the fastest-growing counties are Chester, Montgomery, Bucks, and Gloucester. Upper Darby, in Delaware County is the largest township in the United States, sometimes Reading is included in the Delaware Valley Metro Area. The Delaware Valley has four seasons with ample precipitation and is divided by the 0 °C January isotherm. The region has two ski areas, Bear Creek Ski and Recreation Area in eastern Berks County and Spring Mountain in central Montgomery County. Using the -3 °C January isotherm as a boundary, all of the Delaware Valley is humid subtropical except for portions of Berks County, the warm-summer humid continental climate only exists in higher areas of Berks where all monthly temperatures average below 22 °C. The valley was the territory of the Susquehannock and Lenape, who are recalled in place throughout the region
3.
Albany, New York
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Albany is the capital of the U. S. state of New York and the seat of Albany County. Roughly 150 miles north of New York City, Albany developed on the west bank of the Hudson River, the population of the City of Albany was 97,856 according to the 2010 census. With a Census-estimated population of 98,4242013, the Capital District is the third-most populous metropolitan region in the state and 38th in the United States. Fortune 500 companies that have offices in Albany include American Express, J. P. Morgan and Chase, Merrill Lynch, General Electric, Verizon, Goldman Sachs, International Paper, and Key Bank. In the 21st century, the Capital District has emerged as an anchor of Tech Valley. This was the first European settlement in the state, settled by Dutch colonists who built Fort Nassau for fur trading in 1614 and they formed successful relations with both the Mahican and the Mohawk peoples, two major Native American nations in the region. The fur trade attracted settlers who founded a village called Beverwijck near Fort Orange, in 1664 the English took over the Dutch settlements, renaming the city as Albany, in honor of the then Duke of Albany, the future James II of England and James VII of Scotland. The city was chartered in 1686 under English rule. It became the capital of New York State in 1797, following the United States gaining independence in the American Revolutionary War, Albany is one of the oldest surviving settlements of the original British thirteen colonies, and the longest continuously chartered city in the United States. Its charter is possibly the longest-running instrument of government in the Western Hemisphere. During the late 18th century and throughout most of the 19th, Albany was a center of trade, Albanys main exports at the time were beer, lumber, published works, and ironworks. Beginning in 1810, Albany was one of the ten most populous cities in the United States, in the 20th century, the city opened one of the first commercial airports in the world, the precursor of todays Albany International Airport. During the 1920s a powerful political machine controlled by the Democratic Party arose in the state capital and it marshalled the power of immigrants and their descendants in both cities. In the early 21st century, Albany has experienced growth in the high-technology industry, Albany has been a center of higher education for over a century, with much of the remainder of its economy dependent on state government and health care services. The city has rebounded from the decline of the 1970s and 1980s. Albany is known for its history, commerce, culture, architecture. Albany won the All-America City Award in both 1991 and 2009, Albany is one of the oldest surviving European settlements from the original thirteen colonies and the longest continuously chartered city in the United States. The Hudson River area was inhabited by Algonquian-speaking Mohican, who called it Pempotowwuthut-Muhhcanneuw
4.
Track gauge
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In rail transport, track gauge is the spacing of the rails on a railway track and is measured between the inner faces of the load-bearing rails. All vehicles on a network must have running gear that is compatible with the track gauge, as the dominant parameter determining interoperability, it is still frequently used as a descriptor of a route or network. There is a distinction between the gauge and actual gauge at some locality, due to divergence of track components from the nominal. Railway engineers use a device, like a caliper, to measure the actual gauge, the nominal track gauge is the distance between the inner faces of the rails. In current practice, it is specified at a distance below the rail head as the inner faces of the rail head are not necessarily vertical. In some cases in the earliest days of railways, the company saw itself as an infrastructure provider only. Colloquially the wagons might be referred to as four-foot gauge wagons, say and this nominal value does not equate to the flange spacing, as some freedom is allowed for. An infrastructure manager might specify new or replacement track components at a variation from the nominal gauge for pragmatic reasons. Track is defined in old Imperial units or in universally accepted metric units or SI units, Imperial units were established in United Kingdom by The Weights and Measures Act of 1824. In addition, there are constraints, such as the load-carrying capacity of axles. Narrow gauge railways usually cost less to build because they are lighter in construction, using smaller cars and locomotives, as well as smaller bridges, smaller tunnels. Narrow gauge is often used in mountainous terrain, where the savings in civil engineering work can be substantial. Broader gauge railways are generally expensive to build and require wider curves. There is no single perfect gauge, because different environments and economic considerations come into play, a narrow gauge is superior if ones main considerations are economy and tight curvature. For direct, unimpeded routes with high traffic, a broad gauge may be preferable, the Standard, Russian, and 46 gauges are designed to strike a reasonable balance between these factors. In addition to the general trade-off, another important factor is standardization, once a standard has been chosen, and equipment, infrastructure, and training calibrated to that standard, conversion becomes difficult and expensive. This also makes it easier to adopt an existing standard than to invent a new one and this is true of many technologies, including railroad gauges. The reduced cost, greater efficiency, and greater economic opportunity offered by the use of a common standard explains why a number of gauges predominate worldwide
5.
Standard gauge
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The standard gauge is a widely used railway track gauge. Approximately 55% of the lines in the world are this gauge, all high-speed rail lines, except those in Russia, Uzbekistan, and Finland, are standard gauge. The distance between the edges of the rails is defined to be 1435 mm except in the United States. It is also called the UIC gauge or UIC track gauge, as railways developed and expanded, one of the key issues was the track gauge to be used. The result was the adoption throughout a large part of the world of a gauge of 1435 mm. In North East England, some lines in colliery areas were 4 ft 8 in. All these lines had been widened to standard gauge by 1846, parts of the United States, mainly in the Northeast, adopted the same gauge, because some early trains were purchased from Britain. However, until well into the half of the 19th century, Britain. The American gauges converged as the advantages of equipment interchange became increasingly apparent, notably, all the 5 ft broad gauge track in the South was converted to standard gauge over the course of two days beginning on 31 May 1886. See Track gauge in the United States, snopes categorized this legend as false, but commented that. It is perhaps more fairly labelled as True, but for trivial, the historical tendency to place the wheels of horse-drawn vehicles approximately 5 feet apart probably derives from the width needed to fit a carthorse in between the shafts. Others were 4 ft 4 in or 4 ft 7 1⁄2 in, the English railway pioneer George Stephenson spent much of his early engineering career working for the coal mines of County Durham. He favoured 4 ft 8 in for wagonways in Northumberland and Durham, the Hetton and Springwell wagonways also used this gauge. Stephensons Stockton and Darlington railway was primarily to transport coal from mines near Shildon to the port at Stockton-on-Tees. The initial gauge of 4 ft 8 in was set to accommodate the existing gauge of hundreds of horse-drawn chaldron wagons that were already in use on the wagonways in the mines. The railway used this gauge for 15 years before a change was made to 4 ft 8 1⁄2 in gauge, George Stephenson used the 4 ft 8 1⁄2 in gauge for the Liverpool and Manchester Railway, authorised in 1826 and opened 30 September 1830. The success of this led to Stephenson and his son Robert being employed to engineer several other larger railway projects. Monkland and Kirkintilloch Railway, authorised 1824 and opened 1825, used 4 ft 6 in, Dundee and Newtyle Railway, authorised 1829 and opened 1831, used 4 ft 6 1⁄2 in
6.
Bridgeport, New Jersey
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Bridgeport is an unincorporated community located within Logan Township, in Gloucester County, New Jersey, United States. The area is served as United States Postal Service ZIP Code 08014, as of the 2010 United States Census, the population for ZIP Code Tabulation Area 08014 was 504. Bridgeport, along with Swedesboro, was one of two settlements established in New Jersey as a part of the New Sweden colony, the fort at Nya Elfsborg having been abandoned. It was originally called New Stockholm, but the name was changed at a later date. After the 2001 anthrax attacks, a facility was set up in Bridgeport for the use of a continuous wave accelerator called a Rhodotron, from the Belgian company IBA, Bridgeport lies along the Delaware River at the mouth of the Raccoon Creek. US322 enters New Jersey in Bridgeport via the Commodore Barry Bridge, Route 44 is an old alignment of US130, beginning at a point north of US322. Unsigned Route 324 is an East-West state highway completely within Bridgeport, there is a private marina and a small airfield in town, and a Penns Grove Secondary line crosses Raccoon Creek at the Conrail Railroad Bridge in Bridgeport at mile 2.0
7.
Shortline railroad
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Short Line is also one of the four railroads in the popular board game Monopoly, named after the Shore Fast Line, an interurban streetcar line. A shortline railroad is a small or mid-sized railroad company operates over a relatively short distance relative to larger. The term is used primarily in the United States and Canada, in the U. S. railroads are categorized by operating revenue, and most shortline railroads fall into the Class III or Class II categorization defined by the Surface Transportation Board. Often, short lines exist for all three of these reasons, especially since 1980 in the U. S. and 1990 in Canada, many shortlines have been established when larger railroad companies sold off or abandoned low-profit portions of their trackage. Because of their size and generally low revenues, the great majority of shortline railroads in the U. S. are classified by the Association of American Railroads as Class III. As defined by the Surface Transportation Board, a Class III is a railroad with an operating revenue of less than $28 million. In Canada, Transport Canada classifies short line railroads as Class II, there are three kinds of shortlines in the U. S. handling, switch, and ISS. Handling shortlines exist only to move cars along their tracks for larger railroads and they are not listed in the route on a railcars waybill. Handling short lines may have agreements with the larger railroads they serve that do not depend on per car rates. Switch shortlines are similar to handling shortlines except that they are listed on a railcars route, ISS shortlines operate the same as Class I and II railroads. They are included in the routes of railcars, also, they serve as the billing railroads for loads that originate on their lines. For loads not originating on their lines, ISS shortlines still collect a portion of the freight rate. Current short line railroads in operation in the U. S. are, It was reported in 2009 that short-line railroads employ 20,000 people in the U. S. and own 30 percent of nations railroad tracks. About a quarter of all U. S. rail freight travels at least a part of its journey over a short-line railroad. Class I railroad Class II railroad List of U. S. railroads List of Canadian railroads List of Mexican railroads Switching and terminal railroad American Short Line and Regional Railroad Association
8.
Morrisville, Bucks County, Pennsylvania
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Morrisville is a borough in Bucks County, Pennsylvania, United States. It is located just below the falls of the Delaware River opposite Trenton, the population was 8,728 at the 2010 census. The earliest known settlement in what is now Morrisville, was a trading post of the Dutch West India Company operating from 1624 to 1627 on an island in the Delaware River, later, one of the first ferries to cross the Delaware was established at the site. By the late 18th century, a settlement was forming at the ferry crossing then known as Colvins Ferry, the settlement incorporated into a borough in 1804, taking the name of Morrisville. In that same year, the first bridge built across the Delaware connected Morrisville to Trenton, the Gershom Craft House, Summerseat, and Trenton City/Calhoun Street Bridge are listed on the National Register of Historic Places. Summerseat is also designated a National Historic Landmark, Morrisville is also home to Graystones, the historic site marking William Penns first Pennsylvania land purchase from the Lenni Lenape Indians. Morrisville is located at 40°12′27″N 74°46′48″W and it is part of a geographical salient that is mostly surrounded by New Jersey. Its name is the city name in the 19067 ZIP code, which covers an area that includes Yardley, Lower Makefield, Morrisville. According to the United States Census Bureau, the borough has an area of 2.0 square miles. U. S.1 traverses Morrisville and crosses into New Jersey via the Trenton-Morrisville Toll Bridge, there are several parks within Morrisvilles borders, and the Delaware Canal State Park runs near the eastern border of both the town and Pennsylvania. Located between the Calhoun Street Bridge and the Lower Trenton Bridge is Williamson Park, home to Morrisville Little League, adjacent to Graystones is Graystones woods, a tract of woodland that extends from the Delaware Canal to Crown Street in the towns far north. 16. 4% of the population were of Hispanic or Latino ancestry. As of the 2010 census, the borough was 70. 6% Non-Hispanic White,15. 4% Black or African American,0. 3% Native American,2. 0% Asian,10. 2% of the population were of Hispanic or Latino ancestry. 13. 5% of the population were foreign-born, as of the census of 2000, there were 10,023 people,4,154 households, and 2,612 families residing in the borough. The population density was 5,659.0 people per square mile, there were 4,313 housing units at an average density of 2,435. 1/sq mi. The racial makeup of the borough was 75. 98% White,19. 14% African American,0. 18% Native American,1. 20% Asian,2. 08% from other races, Hispanic or Latino of any race were 4. 82% of the population. 30. 0% of all households were made up of individuals, the average household size was 2.41 and the average family size was 3.01. In the borough the population was out, with 24. 7% under the age of 18,7. 9% from 18 to 24,34. 3% from 25 to 44,21. 1% from 45 to 64
9.
Guilderland, New York
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Guilderland is a town in Albany County, New York, United States. In the 2010 census, the town had a population of 35,303, the town is named for the Gelderland province in the Netherlands. The town of Guilderland is on the central-northwest border of the county and it is west of Albany, the capital of New York. Guilderland was originally a part of the Manor of Rensselaerswyck begun by Patroon Kiliaen van Rensselaer in 1629 as part of the New Netherland colony. By the end of the 17th century Dutch settlers from Albany and Schenectady began to establish farms in the area, in 1712 a group of emigrants from the Rhine Valley in present-day Germany passed through the town on their way to Schoharie. They were the first to record and name the Helderberg Escarpment and this name would also be used for all the land between the Normans Kill and the escarpment. In 1734 the first known service was held by a Lutheran dominie from Athens, New York to the Normanskill Folk. Guilderland was from the beginning a location very amenable to early industry due to its numerous streams for waterwheels, large forests for fuel. In 1795 Jan and Leonard de Neufville established a glass factory mostly for the manufacture of windows but also of bottles of various shapes, sizes. Around this factory would spring the hamlet of Hamilton, the factory could not compete with cheap British imports after the War of 1812 and with its collapse the glass industry would never return to Guilderland. A hat factory and a foundry would both occupy the site over the next 200 years, frenchs Mills, another hamlet founded on industry, would be home many textile mills thanks to the power harnessed from the falls on the Normans Kill near Guilderland Center. During the US Revolutionary War many families in Guilderland were split in their loyalties, the patroon of Rensselearswyck and the local clergy however were able to rally the support of the majority of the local settlers in opposing the Loyalists. Those remaining loyal to the government operated among else from the caves of the Helderbergs raiding settlements with the help of Native American. A battle between Loyalists and rebel Schenectady Militia with help from Rhode Island Continental Troops was fought just east of Guilderland Center. It was later alleged that the local Loyalists were about to burn Schenectady and Albany, from 1799 until its formation in 1803, Guilderland was a part of the town of Watervliet. The name Guilderland was the suggestion of resident Jeremiah Van Rensselaer, who happened to be Lieutenant-Governor of the state at the time and his family and many of the original settlers came from Gelderland, a province of the Netherlands. In 1871 the northwestern portion of Albany, west from Magazine Street, was annexed to Guilderland, portions of this territory would be annexed back to Albany in 1910, setting up more or less the current border. At the start of the Towns founding, the Schoolcraft family was prominent, congressman John L. Schoolcraft was born in Guilderland in September 1806
10.
Baldwin Locomotive Works
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The Baldwin Locomotive Works was an American builder of railroad locomotives. It was originally located in Philadelphia, and later moved to nearby Eddystone, although the company was very successful as the largest producer of steam locomotives, its transition to the production of diesels was far less so. Later, when the demand for diesel locomotives to replace steam tapered off. It stopped producing locomotives in 1956 and went out of business in 1972, having produced over 70,000 locomotives and this company is not to be confused with E M Baldwin of Australia who made small locomotives for such things as sugar cane tramways. The Baldwin Locomotive Works had a humble beginning, the original engine was in use and powered many departments of the works for well over 60 years, and is currently on display at the Smithsonian Institution in Washington, DC. The Camden and Amboy Railroad Company had shortly before imported a locomotive from England and it had not yet been assembled by Isaac Dripps when Baldwin visited the spot. He inspected the detached parts and made notes of the principal dimensions, aided by these figures, he commenced his task. The difficulties attending the execution of this first order were such that they are not easily understood by present-day mechanics. It was under such circumstances that his first locomotive, christened Old Ironsides, was completed and tried on the Philadelphia and it was at once put in active service, and did duty for over 20 years. It was an engine, weighing a little over five tons, the driving wheels were 54 inches in diameter. The wheels were of heavy cast iron hubs, with spokes and rims, and wrought iron tires. It had a 30 inches diameter boiler which took 20 minutes to raise steam, Baldwin struggled to survive the Panic of 1837. Production fell from 40 locomotives in 1837 to just nine in 1840, as part of the survival strategy, Matthias Baldwin took on two partners, George Vail and George Hufty. Although the partnerships proved relatively short-lived, they helped Baldwin pull through the hard times. Zerah Colburn was one of many engineers who had an association with Baldwin Locomotive Works. Colburn was full of praise for the quality of Baldwins work, in the 1850s, railroad building became a national obsession, with many new carriers starting up, particularly in the Midwest and South. While this helped drive up demand for Baldwin products, it increased competition as more companies entered the locomotive production field. Still, Baldwin had trouble keeping pace with orders and in the early 1850s began paying workers piece-rate pay, taking advantage of human nature, this increased incentives and productivity
11.
Transloading
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Transloading is the process of transferring a shipment from one mode of transportation to another. It is most commonly employed when one mode cannot be used for the entire trip, Transloading is also required at railroad break-of-gauge points, since the equipment between lines is not compatible. Since transloading requires handling of the goods, it causes a higher risk of damage, therefore, transloading facilities are designed with the intent of minimizing handling. Due to differing capacities of the different modes, the facilities typically require some storage facility, for bulk goods, specialized material handling and storage are typically provided. Intermodal transport limits handling by using standardized containers, which are handled as units, Transloading may be confused with transshipment, but they represent different concepts. Transloading concerns the mechanics of transport, while transshipment is essentially a legal term addressing how the shipment originates and is destined. Consider a load of grain that is transloaded at an elevator and it thus cannot be said to be transshipped. Conversely, a load on a truck can be taken in one shipment to an intermediate point, if this is specified as two shipments, then the goods are transshipped, but no transloading has taken place. Transloading can occur at any place, a truck can pull up to another truck or a train, and translating may be accomplished by no more elaborate means than teamsters and stevedores. In the interests of speed and efficiency, however, a variety of specialized equipment is used to handle the goods, often the equipment used to ship the goods is optimized for rapid transfer. For instance, the shipment of automobiles is expedited by autorack rail cars and roll-on/roll-off ships, standardized containers allow the use of common handling equipment and obviate break bulk handling. Transloading is often combined with classification and routing facilities, since the latter often require handling of goods, Transloading may occur at railway sidings and break-of-gauge stations. Archived from the original on 2016-06-03, origin, Destination, and Door-to-door Rail Transloading - How Transloading Works
12.
Conrail Shared Assets Operations
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Conrail Shared Assets Operations is the unofficial commonly used name for modern-day Conrail. Conrail is an American railroad company, when most of the former Conrails track was split between these two railroads, the three shared assets areas were kept separate to avoid giving one railroad an advantage in those areas. The company operates using its own employees and infrastructure, but owns no equipment outside of MOW equipment, oak Island Yard is the principal yard for the region with smaller ones at Bayonne, Greenville, Linden, Manville, Metuchen, Newark, Old Bridge and Port Reading. Also connecting in Farmingdale, NJ is the Freehold Secondary, Port Reading Secondary MANS - A line that runs from Port Reading Junction and Yard to Bound Brook where it connects with the Lehigh Line - recently upgraded and may lose its secondary status. Hightstown Industrial Track - An Industrial Track that runs from a junction with the Amboy Secondary in Jamesburg NJ to Cranbury NJ, the New Jersey Department of Transportation anticipated in 2010 increased freight activity in South Jersey that has led to capital improvement and expansion projects for this designated area. Northeast Corridor - trackage rights along Amtrak from Northern New Jersey operations border at Princeton Junction, New Jersey to Hook in Marcus Hook, Delair Branch - Pavonia Running tracks at CP Hatch Delair, New Jersey to CSX at Park Junction in Philadelphia, PA. Pemberton Branch - Runs from the Delair Bridge to Mount Holly, NJ, the south track at the Delair Lift Bridge is used by Conrail, the north track is used by New Jersey Transits Atlantic City Line. North Yard Branch - From junction with Conrail Detroit Line at CP-West Detroit to junction with Conrail Sterling Secondary at CP-North Yard. Sterling Secondary & Utica Industrial Track - From junction with the Conrail North Yard Branch at CP-North Yard to the end of the Utica Industrial Track at MP27, michigan Line - CP-Townline in Dearborn to CP-Bay City Jct. Lincoln Secondary - From junction with CSXT Toledo Terminal Subdivision at Carleton to Ecorse Junction in Detroit, trains can operate track authority EC-1 forms issued by the CSX RL Dispatcher located in Calumet City, Illinois. CP-West Detroit, Delray, CP-YD, and River Rouge Yard lie close to other on the Utica/MP20 line. Various spurs and industrial tracks branch off from this trackage, mileage in both directions is measured from the Detroit-Windsor Tunnel. Conrail Shared Assets utilizes the following types of locomotives, all supplied by CSX and Norfolk Southern
13.
Logan Township, New Jersey
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Logan Township is a township in Gloucester County, New Jersey, United States. Logan Township was originally formed as West Woolwich Township by an act of the New Jersey Legislature on March 7,1877 and that name lasted just less than a year, as the name was changed to Logan Township as of March 6,1878. The community is named for John Alexander Black Jack Logan, a Union Army General who was behind the establishment of Memorial Day as an American national holiday. According to the United States Census Bureau, the township had an area of 26.929 square miles. Beckett is a community and census-designated place located within Logan Township. It is also home to Pureland Industrial Complex, a 3, the township borders Greenwich Township and Woolwich Township. Logan Township also borders the Delaware River, and Oldmans Creek serves as its border with Oldmans Township in Salem County, raccoon Creek branches off from the Delaware River in Logan Township. As of the census of 2010, there were 6,042 people,2,087 households, the population density was 275.6 per square mile. There were 2,172 housing units at a density of 99.1 per square mile. Hispanic or Latino of any race were 3. 97% of the population,17. 4% of all households were made up of individuals, and 4. 7% had someone living alone who was 65 years of age or older. The average household size was 2.89 and the family size was 3.29. In the township, the population was out with 27. 1% under the age of 18,8. 3% from 18 to 24,27. 6% from 25 to 44,30. 3% from 45 to 64. The median age was 36.8 years, for every 100 females there were 96.7 males. For every 100 females ages 18 and old there were 92.6 males, the Census Bureaus 2006-2010 American Community Survey showed that median household income was $87,209 and the median family income was $100,688. Males had an income of $67,192 versus $49,914 for females. The per capita income for the borough was $35,587, about 1. 6% of families and 3. 7% of the population were below the poverty line, including 2. 4% of those under age 18 and 0. 0% of those age 65 or over. As of the 2000 United States Census there were 6,032 people,2,001 households, the population density was 266.7 people per square mile. There were 2,077 housing units at a density of 91.8 per square mile
14.
Penns Grove Secondary
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Penns Grove Secondary is a rail freight line in the Delaware Valley in the southernwestern part of New Jersey in the United States.5 miles south of Pavonia Yard in Camden. At its southern end the Deepwater Point Running Track continues another 3.7 miles through Carneys Point to Deepwater, at the north, the line begins in Woodbury at a junction with the Salem Secondary and the Vineland Secondary. It then passes through Thorofare, West Deptford, Paulsboro, Gibbstown, Repaupo, Bridgeport, Pedricktown, for much of its length it travels parallel to US Route 130 and New Jersey Route 44. It bridges Mantua Creek, Repaupo Creek, White Sluice Race, Starrs Ditch, Raccoon Creek, some of the bridges have been automated. The Delaware Shore Railroad was incorporated on February 20,1873 to build a line from Woodbury to Penns Grove, the line was opened in July 1876, but declared bankruptcy in January 1879 and reincorporated as the Delaware River Railroad. On April 30,1900, the WJ&S acquired the DRR, on May 4,1896 the Pennsylvania Railroad consolidated all its railroads and several smaller properties in southern New Jersey into the West Jersey and Seashore Railroad. Passenger service on the Penns Grove Branch ended July 8,1950, a 2010 New Jersey Department of Transportation report anticipated increased freight activity in South Jersey. It is expected to cost $3.2 million and be completed by 2014, the Jefferson Street Bridge is a railroad movable bridge over Mantua Creek 1.3 miles upstream from its mouth. The 160-foot A-Frame, shear pole, swing bridge was constructed in 1917. Once part of Pennsylvania-Reading Seashore Lines, it is now part of Conrails Penns Grove Secondary, originally manually opened, it was partially automated sometime between 2000 and 2003. Buckling of the caused an derailment of a coal train in 2009. More than 15 rail cars left the tracks, though none toppled, in November 2012, seven cars derailed while crossing the bridge. Of the four cars fell into the creek, one was punctured, releasing 23,000 US gallons of highly toxic vinyl chloride. Removal of derailed cars and environmental cleanup was handled by U. S. Coast Guard, in March 2013, Conrail announced that the bridge would be replaced with an expected September 2014 operational date. Normally, between March 1 and November 30 the bridge is left in the position for maritime traffic. It will remain locked in the position until the bridge is replaced. The new bridge not be fully operational until Summer 2016. Litiigation in the matter is ongoing, southern Railroad of New Jersey Chemical Coast CSAO South Jersey SJRail photos
15.
Westville, New Jersey
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Westville is a borough in Gloucester County, New Jersey, United States. The Borough of Westville is known as The Gateway to South Jersey, the borough was reincorporated on March 8,1924. Legislation had been passed in 1900 to create Westville, but it had to have a majority vote in favor of the new municipality in both Deptford and West Deptford, the borough was named for Thomas West, who built a home in the area in 1775 that still stands. According to the United States Census Bureau, the borough had an area of 1.378 square miles. Unincorporated communities, localities and place names located partially or completely within the borough include Newbold, South Westville, Business District, Victoria, the borough borders Deptford Township, West Deptford Township, and Camden County. As of the census of 2010, there were 4,288 people,1,755 households, the population density was 4,187.0 per square mile. There were 1,912 housing units at a density of 1,867.0 per square mile. Hispanic or Latino of any race were 6. 02% of the population,31. 3% of all households were made up of individuals, and 9. 1% had someone living alone who was 65 years of age or older. The average household size was 2.44 and the family size was 3.06. In the borough, the population was out with 20. 4% under the age of 18,10. 1% from 18 to 24,28. 7% from 25 to 44,29. 1% from 45 to 64. The median age was 38.8 years, for every 100 females there were 96.1 males. For every 100 females ages 18 and old there were 94.1 males, the Census Bureaus 2006–2010 American Community Survey showed that median household income was $49,854 and the median family income was $65,089. Males had an income of $45,294 versus $39,732 for females. The per capita income for the borough was $26,908, about 13. 7% of families and 15. 1% of the population were below the poverty line, including 22. 7% of those under age 18 and 24. 2% of those age 65 or over. As of the 2000 United States Census there were 4,500 people,1,812 households, the population density was 4,666.1 people per square mile. There were 1,938 housing units at a density of 2,009.5 per square mile. The racial makeup of the borough was 93. 47% White,2. 71% Black,0. 13% Native American,1. 00% Asian,0. 02% Pacific Islander,1. 29% from other races, and 1. 38% from two or more races. Hispanic or Latino of any race were 2. 96% of the population,31. 8% of all households were made up of individuals and 11. 9% had someone living alone who was 65 years of age or older
16.
CSX Transportation
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CSX Transportation is a Class I railroad in the United States. The main subsidiary of the CSX Corporation, the railroad is headquartered in Jacksonville, Florida, CSX operates one of the three Class I railroads serving most of the East Coast, the other two being the Norfolk Southern Railway and Canadian Pacific Railway. It also serves the Canadian provinces of Ontario and Quebec, together CSX and Norfolk Southern Railway have a duopoly over all east-west freight rail traffic east of the Mississippi River. As of October 1,2014, CSXs total public stock value was slightly over $32 billion, CSX Transportation was formed on July 1,1986, by combining the Chessie System and Seaboard System Railroad. The origin of the Chessie System was the former Chesapeake & Ohio Railway, which had merged with the Baltimore & Ohio Railroad, on June 6,1998, the STB approved the CSX–NS application and set August 22,1998, as the effective date of its decision. CSX acquired 42 percent of Conrails assets, and NS received the remaining 58 percent, as a result of the transaction, CSXs rail operations grew to include some 3,800 miles of the Conrail system. CSX began operating its trains on its portion of the Conrail network on June 1,1999, CSX now serves much of the eastern U. S. with a few routes into nearby Canadian cities. The name came about during merger talks between Chessie System, Inc. and Seaboard System Railroad, Inc. commonly called Chessie, the company chairmen said it was important for the new name to include neither of those names because it was a partnership. Employees were asked for suggestions, most of which consisted of combinations of the initials, at the same time a temporary shorthand name was needed for discussions with the Interstate Commerce Commission. CSC was chosen but belonged to a company in Virginia. The lawyers decided to use CSX, and the name stuck, in the public announcement, it was said that CSX is singularly appropriate. C can stand for Chessie, S for Seaboard, and X, however, in the August 9,2016 article on the Railway Age website stated that. And the X was for Consolidated, the T had to be added to CSX when used as a reporting mark because reporting marks that end in X means that the car is owned by a leasing company or private car owner. Its current slogan, How Tomorrow Moves, appeared in 2008, in 2014 Canadian Pacific Railway approached CSX with an offer to merge the two companies, but CSX declined and in 2015 Canadian Pacific made an attempt to purchase and merge with Norfolk Southern. In 2017 CSX announced Hunter Harrison as its new chief executive, CSX added 5 new directors to their board, including Harrison and Mantle Ridge founder Paul Hilal. Mantle Ridge owns 4.9 percent of CSX, CSX operates two regions of five divisions each, the Northern, based in Calumet City, Illinois, and Southern, based in Jacksonville, Florida. The CEO of CSX is Hunter Harrison as of Feb 2017, o823, Q740 and Q741, Q743, and Q745—which consists of Tropicana cars that carry fresh orange juice between Bradenton, Florida, and the Greenville section of Jersey City, New Jersey. The train also runs from Bradenton to Fort Pierce, Florida, in the 21st century, the Juice Train has been studied as a model of efficient rail transportation that can compete with trucks and other modes in the perishable-goods trade
17.
Canadian Pacific Railway
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The Canadian Pacific Railway, also known formerly as CP Rail between 1968 and 1996, is a historic Canadian Class I railroad incorporated in 1881. The railroad is owned by Canadian Pacific Railway Limited, which began operations as legal owner in a restructuring in 2001. Headquartered in Calgary, Alberta, it owns approximately 20,000 kilometres of track all across Canada and into the United States, stretching from Montreal to Vancouver, and as far north as Edmonton. Its rail network also serves Minneapolis-St. Paul, Milwaukee, Detroit, Chicago, the railway was originally built between Eastern Canada and British Columbia between 1881 and 1885, fulfilling a promise extended to British Columbia when it entered Confederation in 1871. It was Canadas first transcontinental railway, but no longer reaches the Atlantic coast, the CPR became one of the largest and most powerful companies in Canada, a position it held as late as 1975. Its primary passenger services were eliminated in 1986, after being assumed by Via Rail Canada in 1978, a beaver was chosen as the railways logo because it is the national symbol of Canada and was seen as representing the hardworking character of the company. The company acquired two American lines in 2009, the Dakota, Minnesota and Eastern Railroad and the Iowa, Chicago, the trackage of the ICE was at one time part of CP subsidiary Soo Line and predecessor line The Milwaukee Road. It is publicly traded on both the Toronto Stock Exchange and the New York Stock Exchange under the ticker CP and its U. S. headquarters are in Minneapolis. The creation of the Canadian Pacific Railway was a task undertaken for a combination of reasons by the Conservative government of Prime Minister Sir John A. Macdonald. He was helped by Sir Alexander Tilloch Galt, who was the owner of the North Western Coal and his company went through several name changes during the process of the construction of the railway. British Columbia, a sea voyage away from the East Coast, had insisted upon a land transport link to the East as a condition for joining Confederation. The government however proposed to build a railway linking the Pacific province to the Eastern provinces within 10 years of 20 July 1871, Macdonald saw it as essential to the creation of a unified Canadian nation that would stretch across the continent. Moreover, manufacturing interests in Quebec and Ontario wanted access to raw materials, the first obstacle to its construction was political. The logical route went through the American Midwest and the city of Chicago, to ensure this routing, the government offered huge incentives including vast grants of land in the West. Because of this scandal, the Conservative Party was removed from office in 1873, surveying was carried out during the first years of a number of alternative routes in this virgin territory followed by construction of a telegraph along the lines that had been agreed upon. The Thunder Bay section linking Lake Superior to Winnipeg was commenced in 1875, by 1880, around 1,000 kilometres was nearly complete, mainly across the troublesome Canadian Shield terrain, with trains running on only 500 kilometres of track. With Macdonalds return to power on 16 October 1878, an aggressive construction policy was adopted. Macdonald confirmed that Port Moody would be the terminus of the transcontinental railway, in 1879, the federal government floated bonds in London and called for tenders to construct the 206 km section of the railway from Yale, British Columbia, to Savonas Ferry, on Kamloops Lake
18.
Baldwin VO-1000
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The Baldwin VO-1000 was a diesel-electric locomotive built by Baldwin Locomotive Works between January,1939 and December,1946. The 236, 260–242,200 lb units were powered by a normally aspirated diesel engine rated at 1,000 horsepower. These were either the AAR Type-A switcher trucks, or the Batz truck originally developed by the Atchison, Topeka,548 examples of this model were built for American railroads, including examples for the Army and Navy. Between June and August,1945 Baldwin supplied 30 Co-Co road locomotives with 8-cylinder VO engines for export to the Soviet Union as their Дб20 class. There are at least eight intact examples of the VO-1000 that are known to survive today, in the early 1960s the Reading Company sent 14 of their VO-1000s to General Motors Electro-Motive Division to have them rebuilt to SW900 specifications. These locomotives retained most of their original carbodies, and were given the designation VO-1000m. Around the same time, the Elgin, Joliet and Eastern Railway repowered its VO1000s with turbocharged 606SC Baldwin engines taken from its EMD-repowered fleet of Baldwin DT-6-6-2000 locomotives. The Atlantic Coast Line Railroad had eight of their VO1000s repowered with EMD567 series engines, the Great Northern Railway converted four VO-1000s into transfer cabooses in 1964. The units were stripped to their frames and fitted with 15-foot -long steel cabins. The St. Louis – San Francisco Railway repowered theirs with EMD 567C prime movers, in December 1970 the Atchison, Topeka and Santa Fe Railway produced a one-of-a-kind switcher locomotive, known to railfans as the Beep, at its Cleburne, Texas service facility. The company hoped to determine whether or not remanufacturing its ageing, in the end, the conversion procedure proved too costly and only the one unit was modified. B&O #412 is operational in Bridgeport, NJ, BOMX #32 is preserved at the B&O Railroad Museum in Baltimore, MD. CW #1107 is preserved at the Museum of the American Railroad in Dallas, nC&StL #36 is preserved at the Tennessee Valley Railroad Museum in Chattanooga, TN. However this engine never served The Dixie Line, this one served the United States Navy NKP #99 is preserved at the Indiana Transportation Museum in Noblesville, NNRM #801 is being restored in Ely, NV. OERM #8 is preserved at the Orange Empire Railway Museum in Perris, WMRY #132 is preserved at the Hagerstown Roundhouse Museum in Hagerstown, MD. BLW #1200 is preserved at the Railroad Museum of Pennsylvania in Strasburg, milwaukee, WI, Kalmbach Publishing Co. pp. 228–291. The Diesel Builders volume 3, Baldwin Locomotive Works, existing Baldwin VO Model Units Preserved Baldwin and Lima Locomotives PRR Diesel Locomotive diagrams, Baldwin VO-1000 VO-1000 — Original Owners
19.
Baldwin DS-4-4-660
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The Baldwin DS-4-4-660 was a four-axle 660 horsepower diesel-electric switcher built by the Baldwin Locomotive Works at it Eddystone, Pennsylvania factory between 1946 and 1949. It replaced the 660 horsepower VO-660 in their catalog, and was in turn replaced by the 750 horsepower DS-4-4-750 and it was the low power companion to Baldwins DS-4-4-1000 models. The Diesel Builders volume 3, Baldwin Locomotive Works
20.
Baldwin DS-4-4-1000
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The Baldwin DS-4-4-1000 were two models of four-axle 1,000 horsepower diesel-electric switching locomotives built by the Baldwin Locomotive Works between 1946 and 1951. The first models was powered by an 8-cylinder normally aspirated prime mover, but from 1948 and these two models replaced the VO-1000 in Baldwin’s catalogue, and were in turn replaced by the S-12 in 1951. The Diesel Builders volume 3, Baldwin Locomotive Works, Baldwin DS-4-4-1000 roster Preserved Baldwin and Lima locomotives DS-4-4-1000 — Original owners
21.
Baldwin S-12
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The Baldwin S-12 was a 1, 200-horsepower diesel-electric locomotive intended for use in yard switching. Utilizing a turbocharged 6-cylinder version of the powerful 606A diesel prime mover, S-12s were known for their lugging power, like most Baldwin switchers, the S-12 had AAR Type-A switcher trucks in a B-B wheel arrangement. 451 units were built between 1951 and 1956, when Baldwin left the locomotive market, Baldwin made a number of switchers with similar dimensions and body styles. The first body style, used in VO models, had a pointed nose with a round radiator opening. The second and third body style, almost indistinguishable and used interchangeably, had a flat nose, various exhaust stacks were used, and are not an effective spotting feature, except that turbocharged models always had one large stack offset to the side. The VO-660 was built between April 1939 and May 1946 and it was powered by a naturally aspirated six cylinder engine rated at 600-horsepower. Baldwin replaced the VO-660 with the model DS-4-4-660 in 1946, the VO-1000 was built between January 1939 and December 1946. It was powered by a naturally aspirated eight cylinder engine rated at 1, some had the Batz truck originally developed by the Atchison, Topeka and Santa Fe Railway as a leading truck for steam locomotives. The DS-4-4-660 was built between 1946 and 1949 and it replaced the 600-horsepower VO-660 as the low power companion to the DS-4-4-1000 models. The DS-4-4-1000 was a 1, 000-horsepower model built between 1946 and 1951, the first units were powered by an 8-cylinder normally aspirated prime mover, but from 1948 a change was made to a 6-cylinder turbocharged engine. A total of 502 were built, at least six intact examples of the S-12 are known to survive at railroad museums. SMS Lines operates S-12 #301 at the Penn Warner industrial park at Morrisville, one unit that was converted from a Baldwin DS-4-4-1000 is in service on the Whitewater Valley Railroad. Only three intact examples of the VO-660 are known to survive, one of which was sold by the Altoona Railroaders Memorial Museum to SMS Lines to be repaired, Baldwin S-12 Preserved Baldwin and Lima locomotives
22.
EMD SW1200
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An EMD SW1200 is a diesel switcher locomotive built by General Motors Electro-Motive Division between January 1954 and May 1966. Power was provided by an EMD 567C 12-cylinder engine which generated 1,200 hp, late SW1200s built in 1966 were built with the 567E 12-cylinder engine. Additional SW1200 production was completed by General Motors Diesel in Ontario Canada between September 1955 and June 1964, a cow-calf variation, the TR12, was cataloged, but none were built. A few units were built with brakes, featuring large square box with a fan on top of the hood. An SW1200RS is a variation of the standard SW1200 that featured large front and rear numberboard housings, EMD Flexicoil B-B trucks, the majority of the Canadian National and Canadian Pacific SW1200 fleets were purchased as SW1200RS units. Grand Trunk Western 1512 is now owned by COE and is sitting on a siding in Detroit. Lake Superior Terminal and Transfer Railway 105 is operated by the Minnesota Transportation Museum as Northern Pacific Railway 105, HudBay Minerals 1274 built for Canadian National Railway and HudBay Minerals 8153 built for Canadian Pacific Railway are operating as industrial yard locomotives at HudBay Minerals Flin Flon. Coos Bay Lumber Company 1203 is now being operated by Coos Bay Rail Link as a road switcher and can be anywhere from Eugene, OR, to Coos Bay, OR. Crab Orchard & Egyptian 1136 and 1161 are both still in operation as short line freight haulers on the CO&E lines based in Herrin, Illinois and Marion, resolute Forest Products used 1305 at its now closed mill in Iroquois Falls, Ontario, Canada. It was rebuilt by Diesel Electric Services in Sudbury, Ontario, Canada, in August, Quincy Railroad, owned by Sierra Pacific Industries at their mill in Quincy, California, has QRR SW1200 No. 11, former Ashley Drew & Northern No, over the years the surrounding area changed from industrial use to residential and, after much community action, the plant closed on October 1,2012. As of August 2013 the locomotive was still on site at the dormant plant but has since transferred to the power generating station near Morgantown. Former Texas and New Orleans 113 is now working for Key Cooperative in Newton, englewood Railway on Vancouver Island, British Columbia, operates four SW1200, three of which have been rebuilt with 1,500 hp Caterpillar engines, the fourth retaining its original power plant. The locomotives also have fuel tanks, dynamic brakes. Three of these locomotives were owned by Canadian Forest Products. EMD LWT12 List of GMD Locomotives List of GM-EMD locomotives Pinkepank, kristopans, Andre J. EMC/EMD 201A and 567 Switchers
23.
GE B23-7
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The GE B23-7 is a diesel locomotive model that was first offered by GE in late 1977. Featuring a smaller 12 cylinder version of the FDL engine, it is the successor to GEs U23B produced from early 1968 to mid 1977 and it competed with the very successful EMD GP38-2. General Electric also produced a variant, the BQ23-7, no. 5130-5139, a total of 537 B23-7s were built for 9 U. S. customers and 2 Mexican customers. A B23-7A is a 12-cylinder B23-7 with horsepower boosted to 250 per cylinder or 3,000 horsepower, in 1980 the Missouri Pacific ordered three B23-7As and tested them system-wide. The result was the GE model B30-7A, B30-7 with a 12-cylinder FDL prime mover and they were not renumbered into the B30-7A series on the MP because they lacked Sentry Wheel Slip and had different engine governors. 13 B23-7s were built by GE of Brazil in Dec.1979 for United South Eastern Railways no. 522-524,17 B23-7s were built from GE kits in Mexico as Ferrocarriles Nacionales de México no. 10047-10052 and no. 12001-12011. Southern Railways 54 units had Southerns standard high-short-hoods and these engines frequently are rebuilt as Control Car Remote Control Locomotive due to their low value on the used locomotive market
24.
Belvidere and Delaware River Railway
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The Belvidere and Delaware River Railway Company is a class III railroad in the United States. It was formed in 1995 when the Conrail Delaware Secondary was purchased by the Black River Railroad System, the Black River Railroad System also owns and operates the Black River and Western Railroad. The Black River and Western Railroad leases 10 miles of track to the BDRV, the trackage bought was a portion of the former Belvidere-Delaware Railroad which was controlled by the Pennsylvania Railroad and then the Penn Central. The main operation of BDRV is freight service south along the Delaware River from Phillipsburg to Carpentersville, much of the industry is lumber, stone, chemicals and raw materials. Service is provided three days per week, originally BDRV served the James River Paper plant in Milford, New Jersey, taking over the task from Conrail but that ended in July 2003 when the paper plant closed. The paper plant today is currently a SuperFund site, no train has been to Milford since early 2004 when the last train left with some of the remaining freight cars that were on the paper plant property. Freight service to Congregated Paper in nearby Riegelsville, Pennsylvania was also terminated in early 2004 when the firm switched from railroad to trucking for product shipment, the Belvidere and Delaware River Railway connects with Norfolk Southern in Phillipsburg, which provides connections to the national rail network. Commercial agreements also provide a connection with the Canadian Pacific Railway at Allentown, the BDRV is a Norfolk Southern handling carrier, meaning Norfolk Southern haulage rates include delivery to BDRV customers by the BDRV. The locomotive was renumbered 142, and operated mainline excursions on the NYS&W, the locomotive was brought out of storage by the BDRV for use on the excursions in 2004. The NYS&W Technical & Historical Society operates their trains under the banner name Delaware River Railroad Excursions, since around 2009 the NYS&W T&HS has been clearing the line south of Carpentersville of vegetation, eventually reaching Milford in late 2010. The line south of Carpentersville remains to this day out of service though track gangs frequent the southern portion on rail speeders, every year the borough of Milford has an event called Milford Alive which includes rail speeder rides on the defunct railroad line. There are plans to return rail service to the Riegelsville area
25.
Black River and Western Railroad
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The Black River and Western Railroad is a short-line railroad operating in Hunterdon County, New Jersey, between Flemington and Ringoes. The railroad operates vintage steam and diesel powered locomotives, it maintains a limited freight service. The Black River & Western Railroad was started by William Whitehead in Oldwick, New Jersey, a portion of the defunct Rockaway Valley Railroad went through his back yard. He and his sons started collecting rolling stock and an engine and they started laying tracks but then the expansion of I-78 halted their dream of building a railroad at that location. They moved their equipment to the Chester Hill Branch of the Central Railroad of New Jersey with the hope of starting a railroad there, the section of railroad they were scouting soon became landlocked by the construction of I-80. The Black River & Western Railroad was incorporated in 1961, the railroads name is derived from the Black River, a river in Chester, and the direction that the river flows. The cars were moved to Flemington, New Jersey and the search for a place to start their tourist train was continued, a leasing arrangement was created the Pennsylvania Railroad that allowed a tourist train to operate from Flemington to Lambertville on the original Belvidere-Delaware Railroad Flemington Branch. BR&W paid $5,000 a year and rehabilitated the railroad, steam engine #60 pulled the first trip out of Flemington on May 16,1965. Weekend and holiday schedules were devised, with the acquisition of the railroad right of way and its freight operations, on top of the existing tourist passenger service, a true shortline railroad was born. Their base of operations was, and still is, out of Ringoes NJ, Freight interchange after the 1970 purchase was made with Penn Central at Lambertville and the CNJ in Flemington. Not long after the purchase, Penn Central filed for bankruptcy on June 21,1970, at the time it was the biggest corporation in the United States to file for bankruptcy. Penn Central continued to operate its freight trains under bankruptcy protection until April 1,1976 when Conrail took over operations, the BR&W purchased three miles of trackage in the Lambertville area that was part of the Belvidere Division mainline on March 31,1976 before Conrail took over. BR&W also purchased the Flemington-Three Bridges portion of the CNJ Flemington Branch from Somerville on this date. Since April 1976, a new interchange was being planned at Three Bridges, NJ with the ex-Lehigh Valley mainline and construction started on this in January 1977, opening in March of 1977. CR and BR&W hosted a trip on the Flemington Branch, Belvidere Division. That would indeed be the last train to operate on that section of the Belvidere Division and trackage was removed north and south of Lambertville to Milford. The right of way today is the Delaware & Raritan Canal State Park Rail-Trail, BR&W continued serving customers such as Trap Rock Industries Quarry, Nieces Lumber, Finkels Hardware and Belmont Packaging in Lambertville throughout the 1980s and 1990s. As time carried on the freight customers slowly dwindled, by 1995 there was almost no freight service left in Lambertville
26.
Cape May Seashore Lines
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Cape May Seashore Lines is a short line railroad in southern New Jersey. It offers two services, a 30-mile round trip between Richland and Tuckahoe, and a 14-mile round trip between Rio Grande, Cold Spring Village, and Cape May City. The track is owned by New Jersey Transit and leased to CMSL, connections are provided with Conrails Beesleys Point Secondary, owned jointly by CSX and Norfolk Southern, at the north end in Tuckahoe. Tony Macrie has been president of CMSL since he formed the railroad in 1984 and these unconscionable and heinous acts of vandalism have caused extensive damage to the track structure, rendering the rail line impassable by any type of train movement. The Seashore Lines is actively exploring solutions to remediate this situation of ruinous proportions, CMSL operates both freight trains and excursion trains. At one time, the line that both excursions travel on was known as The Steel Speedway To The Shore. Eventually it became part of Conrail, which ended service on the line in 1981, ended freight service on October 10,1983. CMSL was founded by Tony Macrie in January 1984, regular train service between Cape May Court House and Cold Spring Village began in 1996. Service was extended in Cape May City in 1999 after repairs to the bridge crossing the Cape May Canal were completed. In 2005, mechanical issues with the Cape May Canal swing bridge prevented trains from entering the city of Cape May, although the bridge was repaired a year later, a severe storm in April 2007 damaged the tracks and left locomotives stranded in Tuckahoe. After a series of setbacks, passenger train service between Rio Grande and Cape May City resumed on August 17,2010. This is CMSLs main line between Tuckahoe and Cape May City, the investigating trooper informed them that several individuals associated with the theft had been arrested and charged with indictable offenses. Arrested on Monday, March 5, were a father and son team from the Villas section of Lower Township, New Jersey, the trooper also mentioned that the investigation was continuing, with the possibility of filing charges against additional individuals. The inspection was performed via track car and hi-rail truck, and their inspection concluded that the area of the theft encompassed approximately 6,800 linear feet of their main line. The actual theft of the OTM represented 75 percent of the amount of tie plates and spikes in that particular section of track. In their actions to remove the tie plates and spikes, the perpetrators also damaged and destroyed numerous cross ties, excursion trains did not run during the summer of 2012 due to the damage from the vandalism. The company offered rides to the public on speeder vehicles along several miles of track at the Cape May City end of the line, Macrie has stated that CMSL plans to have train service restored in 2013. As of November 2016, service to Cape May has not resumed, two of which are restored and in operating condition
27.
Delaware and Hudson Railway
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The Delaware and Hudson Railway is a railroad that operates in the northeastern United States. In 1991, after more than 150 years as an independent railroad, CP operates D&H under its subsidiary Soo Line Corporation which also operates Soo Line Railroad. Nicknamed The Bridge Line to New England and Canada, D&H connected New York with Montreal, Quebec, D&H has also been known as North Americas oldest continually operated transportation company. On September 19,2015, Norfolk Southern Railway commenced acquisition of the D&H South Line from CP, the D&H South Line is 282 miles long and connects Schenectady, New York to Sunbury, Pennsylvania. The D&H South Line consists of two lines, the Sunbury Line and the Freight Line. The Nicholson Cutoff is located on the Sunbury Line, by the 1790s, industrializing eastern population centers were having increasing troubles getting charcoal to fuel their growing kilns, smithies, and foundries. As local timber was denuded efforts to find an energy source began. The Delaware and Hudson Gravity Railroad to bring coal to the Delaware and this cable railroad would grow in importance and become the far flung class I railroad, the Delaware and Hudson Railway. Finding coal outcrops, he realized the value of the extensive anthracite deposits. The canal he proposed would also tie the developing industries along the Delaware to the Hudson, in January 1825, following a demonstration of anthracite heating in a Wall Street coffeehouse, its public stock offering raised a million dollars. At the time, the Lehigh Canal had well established a reliable flow of increasing annual tonnages, ground was broken on July 13,1825, and the canal was opened to navigation in October 1828. It began at Rondout Creek at the known as Creeklocks. To get the anthracite from the Wurts mine in the Moosic Mountains near Carbondale to the canal at Honesdale, the state of Pennsylvania authorized its construction on April 8,1826. On August 8,1829, the D&Hs first locomotive, the Stourbridge Lion, westward extensions of the railroad opened to new mines at Archbald in 1843, Valley Junction in 1858, Providence in 1860 and Scranton in 1863. Passenger service began west of Carbondale in 1860, the canal was a successful enterprise for many of its early years, but the companys management realized that railroads were the future of transportation, and began investing in stock and trackage. In 1898 the canal carried its last loads of coal and was drained, the next year the company dropped the Canal from its name. The remaining fragments of the canal were designated a National Historic Landmark in 1968, as railroads grew in popularity, the canal company recognized the importance of replacing the canal with a railroad. The first step of this was the Jefferson Railroad, a line from Carbondale north towards New York, chartered in 1864, built by the Erie Railroad in 1869 and this was a branch of the Erie, running south from the main line at Lanesboro to Carbondale
28.
Morristown and Erie Railway
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Morristown & Erie Railway is a short-line railroad based in Morristown, New Jersey, chartered in 1895 as the Whippany River Railroad. The M&E also operated the Maine Eastern Railroad from November 2003 to December 31,2015, the modern Morristown & Erie traces its roots to the original Whippany River Railroad, chartered on August 1,1895, and hastily constructed to connect Morristown and Whippany. Interchange was established with the Delaware, Lackawanna & Western Railroad at Morristown, when the railroad defaulted on their bonds, paper mill owner Robert W. McEwan purchased the line from its creditors in 1896. Thanks to the mills and other customers located along the line. Seeking a connection with the Erie Railroad, McEwan chartered the Whippany & Passaic River Railroad in 1902 to build a line from Whippany to Essex Fells, having access to two major railroads meant that McEwans customers could enjoy competitive shipping rates from both connections. On August 28,1903, the Whippany River Railroad and the Whippany & Passaic River Railroad were merged into the new Morristown & Erie Railroad, M&E operated a modest passenger service, but automobile competition ended that in 1928. Freight business grew as the mills along the line kept switching crews busy, the economic downturn associated with the Great Depression affected M&E. Frugal management kept the railroad viable through the worst of the 1930s. M&E would be the only U. S. railroad to rid itself of all debt during the era leading up to World War II, the railroad passed out of the McEwan family by 1943 and continued under new management. In 1952, the received its first diesel, an S-4 from Alco. When Andrew J. Cobb III assumed the presidency in 1961, many of the mills that had been steady customers began to shut down, in 1960, DL&W and Erie Railroad merged to form Erie Lackawanna Railway, eliminating competition for shipping rates to M&E. By the 1970s, the Northeastern railroad industry was in decline, the Morristown shop was leased to a locomotive rebuilder for a period of time, but it was not enough. The last paper mill had closed and carloads were down to a dozen per week, the railroad tried to invest its freight earnings into non-transportation areas, but these experiments failed. By 1978 the railroad filed bankruptcy, a consortium of businessmen under the leadership of Benjamin J. Friedland purchased M&E in 1982, and immediately set to work on rebuilding the business as the Morristown & Erie Railway. Investments were made in track and repairing locomotives, aggressive marketing helped bring traffic back to M&E. Friedland became a spokesperson for short line railroading, and was able to use these connections to help grow his business. He also had a sense of history, and is also credited with the opening of the Whippany Railway Museum in 1985. Around this same time, Friedland helped orchestrate the purchase of the Chester Branch and he also worked with Morris County officials to help purchase and operate remnants of the former Central Railroad of New Jersey Dover & Rockaway and High Bridge branches in 1986. The M&E also briefly operated the New Hope & Ivyland Railroad between 1989 and 1990, while the M&E enjoyed modest growth throughout the 1980s, the railroad continued to seek out new opportunities for expansion. In 1995, Friedland negotiated a contract with Tosco to be the operator for switching operations at Bayway Refinery in Linden
29.
Norfolk Southern Railway
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The Norfolk Southern Railway is a Class I railroad in the United States. NS is responsible for maintaining 29,000 miles, with the remainder being operated under trackage rights from other parties responsible for maintenance, the common commodity hauled on the railroad is coal from mines in Indiana, Kentucky, Pennsylvania, Tennessee, Virginia, and West Virginia. The railroad also offers the largest intermodal network in eastern North America, NS is a major transporter of domestic and export coal. In Pennsylvania, NS also receives coal through interchange with R. J, corman Railroad/Pennsylvania Lines at Cresson, Pennsylvania, originating in the Clearfield Cluster. Coal transported by NS is thus exported to steel mills and power plants around the world, the company is also a major transporter of auto parts and completed vehicles. It operates intermodal container and TOFC trains, some in conjunction with other railroads, NS was the first railway to employ roadrailers, which are highway truck trailers with interchangeable wheel sets. The Norfolk Southern Railways parent Norfolk Southern Corporation is a Norfolk, Norfolk Southern Corporation was incorporated on July 23,1980 in the Commonwealth of Virginia and is publicly traded on the New York Stock Exchange under the symbols NSC. As of October 1,2014 Norfolk Southern Corporations total public stock value was slightly over $34.5 billion, the system began in 1982 with the creation of the Norfolk Southern Corporation, a holding company for the Southern Railway and Norfolk & Western Railway. The new company was given the name of the Norfolk Southern Railway, a line, acquired by SOU in 1974, that served primarily North Carolina. Headquarters for the new NS were established in Norfolk, Virginia, the company suffered a slight embarrassment when the marble headpiece at the buildings entrance was unveiled, which read Norfolk Southern Railway. A new headpiece replaced the erroneous one several weeks later, NS aimed to compete in the eastern United States with CSX Transportation, formed after the Interstate Commerce Commissions 1980 approval of the merger of the Chessie System and the Seaboard System. Norfolk Southerns predecessor railroads date to the early 19th century, the SRs earliest predecessor line was the South Carolina Canal & Rail Road. Chartered in 1827, the South Carolina Canal & Rail Road Company became the first to regularly scheduled passenger train service with the inaugural run of the Best Friend of Charleston in 1830. Another early predecessor, the Richmond & Danville Railroad, was formed in 1847, the R&D ultimately fell on hard times and in 1894, it became a major portion of the new Southern Railway. Financier J. P. Morgan selected veteran railroader Samuel Spencer as president, profitable and innovative, Southern became in 1953 the first major U. S. railroad to completely switch to diesel-electric locomotives from steam. It was acquired by the South Side Railroad in 1854, in the second half of the 20th century, the N&W acquired the Virginian Railway, the Wabash Railway, and the Nickel Plate Road, among others. In 1990, the two merged and formed Norfolk Southern Railway. The system grew with the acquisition of half of Conrail
30.
New York and Greenwood Lake Railway (1996)
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The New York and Greenwood Lake Railway is a shortline railroad owned by Jim Wilson and based in Passaic, New Jersey. It operates primarily to service transfer station facilities for a few private companies, cars run on NYGLs trackage, the former Erie Railroad Dundee spur, to interchange with the Norfolk Southern Railway on New Jersey Transits Bergen County Line in Garfield. Former owner Conrail slated the Dundee spur to close in 1996, as a result, Conrail sold the line. The transfer facility also serviced Phill-Con Services construction debris receiving facility, Phill-Con used the Greenwood shed as a waste transfer station for shipment to Alabama from May 2005 through early 2009. That station became unprofitable with the downturn in constructions and the opening of the nearby Kearny landfill in January 2009, the shortlines name was taken from an earlier unrelated New York and Greenwood Lake Railway that merged into the Erie Railroad in 1943. The NY&GL suspended operations in 2012, when its last customer ceased operations, the railroad had various equipment, including locomotives NYGL1267 and 1268, as well as Erie 436, EL3372 and LIRR7375 stored in Passaic, NJ. In 2015, the 3372 was moved to Boonton, NJ for restoration by URHS, and they also have several passenger coaches and locomotives NYGL935 and Erie 833 stored in Port Jervis, NY. The equipment stored in Port Jervis was slated to be used for a passenger excursion service along the scenic upper Delaware River. The passenger coaches have been vandalized, but the 2 locomotives have stayed in relatively good shape. The future of the railroad and all of the equipment is unclear. Google image of erie 833 and GLR935
31.
New York New Jersey Rail
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New York New Jersey Rail, LLC is a switching and terminal railroad that operates the only car float operation across Upper New York Bay between Jersey City, New Jersey and Brooklyn, New York. It is the last remaining car float operation in the Port of New York, on the Bay Ridge, Brooklyn end, the 6-acre Bush Terminal Yard and the 65th Street Yard connect to the New York and Atlantic Railways Bay Ridge Branch and the South Brooklyn Railway. The 2.5 mile barge trip across the harbor takes approximately 45 minutes, the equivalent trip by truck is 35-50 miles. As of 2012, the NYNJ system moves approximately 1,500 rail cars across the harbor per year, Port Authority officials suggested that the system can transport as many as 25,000 cars annually. NYNJ replaced two EMD GP38-2 with three locomotives from Knoxville Locomotive Works in Tennessee for $5 million. As of July, the system had moved about 4900 rail cars in 2015, from 1983 to 2006, the operation was known as the New York Cross Harbor Railroad. In 1999 the city of New York rehabilitated the larger 65th Street Yard for car float operations with two lift bridges and it was not turned over to NYCH because of a dispute over money owed the city. NYCH continued to use the lift bridge at Bush Terminal instead. In 2002, New York Cross Harbor Railroad revenues from operations were $1,685,899. It had 48 active customers, with shipments of cocoa from docks in Brooklyn as its largest line of business and it also operated a trucking service and offered shipside and dockside service for receipt or delivery of various types of cargo, such as oversized steel beams. NYCH ceased to exist in 2006, new company Mid-Atlantic New England Rail, LLC in West Seneca, New York bought the railroad and renamed it New York New Jersey Rail, the city of New York purchased the company two years later. The Port Authority began working with government agencies in New York, in May 2010 the Port Authority announced that it would purchase Greenville Yard and build a new barge-to-rail facility there, as well as improving the existing rail car float system. The barge-to-rail facility is expected to handle an estimated 60,000 to 90,000 containers of waste per year from New York City. The authoritys board authorized $118.1 million for the overall project, in November 2011 the Port Authority hired HDR, Inc. of Omaha, Nebraska to rehabilitate Greenville Yard. In July 2012 NYNJ began operating out of the 65th Street Yard, initial cargo included apples, home heating oil, new automobiles, and scrap metal. On October 29,2012 Hurricane Sandy caused major damage to the Greenville facility, undermining the float bridge gantries, the 81-year-old gantry structures were ultimately demolished. The working float bridge at Bush Terminal was transferred by barge to Greenville, service was restored in late December, after 52 days of intensive reconstruction. The Port Authority will also build two new rail to barge transfer bridges, purchase two new car float barges, each with 18 rail car capacity, and buy four new ultra low emission locomotives, the new facility is expected to become operational in July 2016
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New York, Susquehanna and Western Railway
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The New York, Susquehanna & Western Railway is a Class II American freight railway operating over 500 miles of track in the northeastern states of New York, Pennsylvania and New Jersey. It was formed in 1881 from the merger of smaller railroads. Passenger service in Northern New Jersey was offered until 1966, the railroad was purchased by the Delaware Otsego Corporation in 1980, and became a regional player during the 1980s in the intermodal freight transport business. That same year, the New York and Oswego Midland Railroad was chartered to connect the Great Lakes port at Oswego, New York, several competing companies sprang up in 1867, but the New Jersey Western Railroad was the most successful, constructing westward from Paterson and Hawthorne. Cornelious Wortendyke, president of the NJW, signed a agreement with DeWitt Clinton Littlejohn of the NY&OM giving his road a through route into New Jersey. Construction on the NY&OM started in 1868 and progressed rapidly, the NJW changed its name to the New Jersey Midland Railway in 1870, and construction had stretched from Hackensack, New Jersey, all the way through to Hanford. The NY&OM reached Middletown, New York, and leased the connecting Middletown, Unionville and Water Gap Railroad, the last stretch of construction from Hackensack to Jersey City completed the NJM in 1872. The first through train from Oswego to Jersey City operated on July 9,1873, while the goals of the two partners had been reached, the Panic of 1873 caused financial ruin for both companies. The NY&OM suspended lease payments, and the agreement was broken, the NY&OM was reorganized as the New York, Ontario and Western Railway in 1879, and went its separate way. The NJM took over the lease of the MU&WG as well, unable to weather the financial storm, the NJM was put into receivership in 1875. In 1880, the railroad was reorganized as the New Jersey Midland Railroad, by 1882, the newly reorganized New York, Susquehanna & Western had extended west to Gravel Place, Pennsylvania, and a connection with the Delaware, Lackawanna and Western Railway. The NYS&W also had a connection to the DL&W at Delaware, due to the increased volume of traffic, the railroad was double-tracked from Paterson to Jersey City in 1887. To reach the port on the Hudson River waterfront, traffic was handed off to the Pennsylvania Railroad at Marion Junction via the Hudson Connecting Railway. The NYSW also reached west of the Delaware River and leased the Wilkes-Barre and Eastern Railroad to access the Scranton area directly and divert traffic away from the Lackawanna. American financier J. P. Morgan began to notice of this rapidly expanding coal-hauler. The railroad was leased by the Erie in 1898, and soon took over complete operation of the line. The NYS&W fell on hard times during the recession of 1957. The NYS&W lost its connection to the Lehigh and New England Railroad when the L&NE ceased operations in 1961
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Southern Railroad of New Jersey
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The Southern Railroad of New Jersey is a small short-line railroad company based in Winslow, New Jersey. The railroad operates freight trains in two areas in Southern New Jersey, in the Winslow area, trains operate between Winslow Junction and Pleasantville, and between Winslow Junction and the Winslow Hot Mix asphalt plant in Winslow Township. In Salem County, the company operates on the Salem Branch between Salem and Swedesboro, SRNJ acquired operating rights to the 15.5 miles Winslow-Vineland route, known as the Winslow Branch, from The Shore Fast Line, Inc. in 1991. PRSL was acquired by Conrail in 1976, and the Salem branch was sold by Conrail to the Salem County government in 1985. SRNJ contracted with the county in 1995 to take over operations on the 18.6 miles route from the West Jersey Railroad Co. which was awarded the contract by the county in 1988. Rail Corporation operated the Salem line, in 2012 the county reassigned the contract to SRNJ. The short line serves local businesses and interchanges freight cars with Conrail Shared Assets Operations, SRNJ maintains an interchange yard at Winslow Junction, connecting with the Atlantic City Line and the CSAO Beesley Point Secondary Track. The Winslow branch route was restored after it was damaged by floods in 2003, as of 2014 the Winslow Junction-Vineland section of track is not in use except for the northernmost 4 miles, which serves an asphalt plant. The railroad also has rights over NJTs Atlantic City Line, to Atlantic City. In Salem, SRNJ maintains a yard and connects with the CSAO Swedesboro Industrial Track, the Salem branch line, which is over 100 years old, is in poor condition as of 2012, and the maximum speed is 5 miles per hour. In September 2012 NJDOT announced that it provide a $1.35 million grant to Salem County to rehabilitate the track in 2013. Customers along the route include the Port of Salem and Mannington Mills
34.
Winchester and Western Railroad
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The Winchester and Western Railroad is a shortline railroad operating from Gore through Winchester, Virginia and West Virginia to Hagerstown, Maryland. It also operates lines in southern New Jersey, connecting to Conrail Shared Assets Operations at Millville. A short ex-CNJ branch from Bridgeton to Seabrook was acquired later from the New Jersey Southern Railway in 1987, the W&W is exclusively a freight line with the majority of its freight supplied by the quarry of its parent company, Unimin, in Gore. In New Jersey, the W&W also serves Unimin sand interests, the idea of building such a conduit to tap these resources had been conceived during World War I when the traffic on the railways of the United States had been greatly increased. More railroad ties were needed to construct new railways and maintain the lines already in use. A way to transport the timbers to the tie mills in Winchester was needed. It sought to build a 40-mile narrow gauge line from Winchester to Wardensville which would bisect the rich lands in the possession of the Winchester Lumber Company. The Winchester Lumber Company sought the services of the Intermountain Construction Company to construct the line, Intermountain started the grading of the railroad line from east and west of Chambersville, located west of Winchester in Frederick County. Because of the supply and machinery shortages caused by World War I, Intermountain constructed the grade of the railroad using mule-powered scoops, sledgehammers. By August 1917, Intermountain had cleared a road for the rail track to Gainesboro and it began laying the rails. In January 1918, five months later, the first train carrying lumber headed into Winchester on the track from Gore. From Gore, the W&W turned southward through Back Creek valley toward Rock Enon Springs, on June 14,1919, a golden spike ceremony was planned on the West Virginia/Virginia line near Capon Springs with only fifteen miles until completion. After politicians from both Hampshire and Frederick Counties delivered speeches, Hugh B, cline, chairman of the Frederick County Board of Supervisors, and Judge F. B. Allen of the Hampshire County Court each hammered a spike, the golden spike celebration was then topped off with lunch at the Mountain House at Capon Springs Resort in Capon Springs. On May 25,1921, the Winchester and Western was finally completed to Wardensville, john J. Cornwells brother William B. Throughout the 1920s beginning in May 1921, the Winchester and Western was primarily a freight line with limited passenger service. The W&Ws first passenger car was literally an automobile bus placed on rails, the railbus made two round trips daily between Winchester and Wardensville with 17 intermediate stops along the way. The most popular of these intermediate stops was at Capon Springs Station where passengers would arrive to dine or vacation at the Capon Springs Resort, three automobile railbuses later made the two round trips between Winchester and Wardensville
35.
Arcade and Attica Railroad
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The Arcade & Attica Railroad is a shortline railroad that hauls freight between Arcade, New York and North Java, New York. The railroad originally connected Arcade with Attica, New York, however the right of way from North Java north to Attica was abandoned in 1957 due to flooding on the Tonawanda Creek. The principal business of the ARA is handling agricultural products, lumber, dairy feed, ARA continues to use its GE 65-ton as primary freight power, and sometimes will double-head it with the GE 44-ton if more than 4 cars need to be moved at once. The freight service operates on Monday, Wednesday, Friday, starting at 7, from there, the service runs up to the Buffalo and Pittsburgh Railroad interchange, and then out to serve the handful of customers left on the line. The ARA also runs steam excursion trains from May to October on Friday, Saturday. The Arcade and Attica Railroad was the latest in a succession of railroads planned. In 1836 the Attica and Sheldon Railroad was proposed, but no construction took place. In 1852 the Attica and Alleghany Valley Railroad was incorporated to build a 3 ft narrow gauge railway from Attica, through Arcade, in 1853 the contract was let for construction and most of the road was graded between Attica and Arcade. In 1855 construction was discontinued and the property was sold at foreclosure on February 2,1856, on February 28,1870 the Attica and Arcade Railroad was organized and began purchasing the right of way with construction of the line scheduled for completion by October 1,1876. The railroad went bankrupt in 1873 without ever completing the railroad, on April 5,1880 the Tonawanda Valley Railroad was incorporated with major financial backing from the Erie Railroad. The company planned to build a 24 mi, narrow line from Attica, through Curriers Corners, to Sardinia to connect with the Buffalo, New York. On September 11,1880 the first train ran on the line from Attica to Curriers Corners, in October 1880 the Tonawanda Valley Extension Railroad was organized to extend the line from Curriers to Sardinia. By that winter the company changed its mind and began building to Arcade, by May 1,1881 the line had reached Arcade. On July 14,1881 the Tonawanda Valley and Cuba Railroad was formed to extend the line from Arcade to Cuba via Sandusky and Rushford. On August 27,1881 the Tonawanda Valley Railroad, Tonawanda Valley Extension Railroad, by September 4,1882 the line was complete between Attica and Cuba. The Company built facilities to transfer to the standard-gauge Erie Railroad in Attica, in Cuba, the company made a connection with the Bradford, Eldred and Cuba, another narrow-gauge railroad controlled by the Erie. By September 1884 the company was defaulting on its bonds and November 29 the company was in receivership, the companys fortunes fell further when the Bradford, Eldred and Cuba went bankrupt. The company limped along until October 30,1886 when it stopped its service from Cuba to Sandusky, on January 19,1891 the section from Attica to Freedom was sold to bondholders and in May of that year the Attica and Freedom Railroad was formed
36.
Batten Kill Railroad
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The Batten Kill Railroad is a class III railroad operating in New York. The BKRR was formed in 1982 beginning operations on October 22 of a pair of abandoned Delaware and Hudson Railway branch lines, the Greenwich and Johnsonville Railway was incorporated in the late part of the 19th century, and built a rail line between Greenwich and Johnsonville, NY. Most of the alignment of the former G&J is Washington County Route 74, around 1900, G&J became a subsidiary of the Delaware and Hudson Railway. The D&H built a branch from Greenwich to Greenwich Junction where it connected to the D&Hs Washington Branch built circa 1860, in 1982, Mohawk-Hudson Transportation, owned by Ron Crowd, purchased the railroad from the D&H, forming the Batten Kill Railroad. Crowd had the distinction of being the first disabled African-American to own, while initially financially successful, a series of national railroad strikes in the mid-1980s left the railroad in a less profitable state. In 1994, the railroad was turned over to NE New York Rail, a non-profit, passenger excursions were started, but were terminated by late 2003 due to declining ridership. In November 2008, William Taber purchased the Batten Kill from Mohawk Transportation, Taber is the current President and CEO of the railroad. The Batten Kills sole interchange location is in Eagle Bridge, NY where it connects to the line of Pan Am Railways. However the Batten Kill actually interchanges with the Delaware and Hudson, now Canadian Pacific, the line runs north from Eagle Bridge, through the villages of Cambridge, New York and Shushan, New York, to Greenwich Junction. From there, a remnant of the D&H Washington Branch continues north into the village of Salem. This north-south component of the line is paralleled by NY Route 22, the other route from the junction continues west to the village of Greenwich, paralleled by NY Route 29. The line running west from Greenwich to Thomson, NY, is out of service, in Greenwich, the railroad maintains a small engine house and the former G&J depot as an office. The Battenkill Railroad on Ginos Railpage
37.
Buffalo and Pittsburgh Railroad
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The Buffalo and Pittsburgh Railroad is a Class II railroad operating in New York and Pennsylvania. The BPRR is owned by Genesee and Wyoming and its main line runs between Buffalo, New York and Eidenau, Pennsylvania, north of Pittsburgh. Here, connections are made to the city center via the Allegheny Valley Railroad, the system runs largely on former Baltimore and Ohio Railroad lines. The entire BPRR system is 411 miles, major commodities carried include paper, petroleum products, chemicals, coal, steel, and sand. The Buffalo-Eidenau main line passes through Salamanca, NY, Bradford, PA, Johnsonburg, PA, DuBois, PA, Punxsutawney, PA, principal rail yards are located at Butler, Punxsutawney, and Buffalo, with support yards for local industry at other locations. Buffalo & Pittsburgh now is the user of the ex-PRR south of CP-GRAVITY in Buffalo. BPRR operates two key secondary lines, one runs between Erie and Johnsonburg along the former Allegheny and Eastern Railroad. Another is made up of former Pittsburg and Shawmut Railroad tracks, running from the Armstrong Power Plant in Reesedale to Freeport, the B&P also operates on the Low Grade between DuBois and Driftwood that was formerly used by the Pennsylvania Railroad, then Conrail. A portion of the former B&O Northern Subdivision is used to access to Petrolia. CSX Transportation also leases the P&W Subdivision to the B&P between Allison Park and the New Castle Yard in West Pittsburg, just outside New Castle, though the B&P ends in Allison Park, the railroad rarely traverses the line down to the borough. Instead, it transfers its goods to the AVR either in Evans City or Bakerstown depending on the amount of freight it has. Other owned and operated branch lines travel to Homer City, St. Marys, operations began in 1988 over mostly former Baltimore & Ohio Railroad lines. In the early 2000s, the BPRR merged other GWI railroads into it and these lines include the Allegheny and Eastern Railroad, Pittsburg and Shawmut Railroad, and the Bradford Industrial Railroad. Around 2005 the Indiana Subdivision, which had been out of use, was rehabilitated to serve the Homer City Generating Station, shortly after this, the Ridge Subdivision, which had seen a Norfolk Southern Railway coal train run-through to Shelocta was sold off to NS. In 2006, the railroad was honored as the Regional Railroad of the Year by industry trade journal Railway Age magazine
38.
Buffalo Southern Railroad
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The Buffalo Southern Railroad is a class III railroad operating in western New York. The BSOR is locally owned and operates in the Buffalo area and it should not be confused with the South Buffalo Railway which is a separate railroad. The BSOR operates on 32 miles of track owned by Erie County, New York, the line runs south from Buffalo, New York to Gowanda, New York servicing the villages of Hamburg and North Collins along the way. It interchanges with Norfolk Southern Railway, CSX Transportation, Canadian Pacific Railway, Buffalo and Pittsburgh Railroad, the rail line intersects Norfolk Southern at a diamond in the village of Blasdell near Lake Avenue. BSOR traffic includes animal feed, fertilizer, propane, lumber, scrap metal, cement, aggregates, brick, the annual tonnage hauled is 50,046 using 556 carloads per year. Trains operate on demand, typically several times per week, the company offers services such as car switching, car unloading, and locomotive leasing and servicing. It operates the Buffalo Creek yard in Eden, New York and has maintenance facilities in Hamburg. BSOR locomotives are painted green with yellow trim, Buffalo Southern Railroad website Railroads of New York listing http, //www. members. aol. com/BuffaloSouthern/index. html
39.
Canadian National Railway
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The Canadian National Railway Company is a Canadian Class I railway headquartered in Montreal, Quebec that serves Canada and the Midwestern and Southern United States. CNs slogan is North Americas Railroad, CN is a public company with 24,000 employees. It had a capitalization of 32 billion CAD in 2011. CN was government-owned, having been a Canadian Crown corporation from its founding to its privatization in 1995, bill Gates was, in 2011, the largest single shareholder of CN stock. Its range once reached across the island of Newfoundland until 1988, the railway was referred to as the Canadian National Railways between 1918 and 1960, and as Canadian National/Canadien National from 1960 to the present. On November 17,1995, the government privatized CN. Over the next decade, the company expanded significantly into the United States, purchasing Illinois Central Railroad and Wisconsin Central Transportation, now primarily a freight railway, CN also operated passenger services until 1978, when they were assumed by Via Rail. The Newfoundland mixed trains lasted until 1988, while the Montreal commuter trains are now operated by Montreals AMT, the absorption of the Intercolonial Railway would see CNR adopt that systems slogan The Peoples Railway. The federal governments Department of Railways and Canals took over operation of the GTPR until July 12,1920, the Canadian National Railway was organized on October 10,1922. After several years of arbitration, the GTR was absorbed into CNR on January 30,1923, Canadian National Railways was born out of both wartime and domestic urgency. Railways, until the rise of the automobile and creation of taxpayer-funded all-weather highways, were the only viable long-distance land transportation available in Canada for many years. As such, their operation consumed a great deal of public, in the early 20th century, many governments were taking a more interventionist role in the economy, foreshadowing the influence of economists like John Maynard Keynes. This political trend, combined with broader geo-political events, made nationalization an appealing choice for Canada, the Winnipeg General Strike of 1919 and allied involvement in the Russian Revolution seemed to validate the continuing process. The need for a rail system was paramount in a time of civil unrest. CN Telegraph originated as the Great North West Telegraph Company in 1880 to connect Ontario and Manitoba, in 1915, facing bankruptcy, GNWTC was acquired by the Canadian Northern Railways telegraph company. When Canadian Northern was nationalized in 1918 and amalgamated into Canadian National Railways in 1921, CN Telegraphs began co-operating with its Canadian Pacific owned rival CPR Telegraphs in the 1930s, sharing telegraph networks and co-founding a teleprinter system in 1957. In 1967 the two services were amalgamated into a joint venture CNCP Telecommunications which evolved into a telecoms company, CN sold its stake of the company to CP in 1984. This led to the creation of a network of CNR radio stations across the country, as anyone in the vicinity of a station could hear its broadcasts the networks audience extended far beyond train passengers to the public at large
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Central New York Railroad
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The Central New York Railroad is a shortline railroad operating local freight service along the ex-Erie Railroad Southern Tier Line in the U. S. states of New York and Pennsylvania. The line begins at Port Jervis, following the West Branch Delaware River to Deposit and the Susquehanna River from Lanesboro and it is a subsidiary of the Delaware Otsego Corporation, which also owns the New York, Susquehanna and Western Railway, operator of through trains over the line. The CNYK began operations on December 12,1972 between Cassville and Richfield Springs, New York, having purchased the trackage from the Erie Lackawanna Railway. The 21. 7-mile line was opened by the Utica, Chenango and Susquehanna Valley Railway in November 1872 as a branch, the CNYK suspended service in early 1988 and was authorized to abandon the line in August 1995, at which time the corporation became inactive. Delaware Otsego brought the CNYK back to life on December 31,2004, the line had been opened by the New York and Erie Railroad in December 1848, and passed through the Erie Lackawanna and Conrail to Norfolk Southern. When the CNYK leased the line, the Norfolk Southern retained overhead trackage rights to serve freight traffic
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