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92-428: (Redirected from New York Central Lines ) American railroad line company For the former company, see New York Central Railroad . [REDACTED] It has been suggested that this article be merged into CSX Transportation . ( Discuss ) Proposed since April 2024. New York Central Lines LLC was a limited liability company that owned railroad lines in

184-533: A 2018 groundbreaking, the trail has yet to be constructed. In 2021, the county acquired Gilligan’s Pier, a 17.54-acre site located along Popes Creek, bordered on the north by the rail line for the purpose of building a park adjacent to the rail trail. In 2024, Phase I of the trail received a $ 1.8M grant from MDOT. Most of the Indian Head spur has been turned into the Indian Head Rail Trail, but some of

276-526: A 950-megawatt coal-fired plant on the Indian Head Naval Surface Warfare Center and using the rail line to deliver the coal, but then decided that if they built the plant they would not need the rails. In 2008 the rails and ties were removed and recycled, and the line was converted to a rail trail that opened late in the year. The six LIRR cars were dismantled and scrapped. The Pope's Creek Subdivision currently hosts 2 to 3 trains

368-480: A Maryland inspector again ruled that the tracks were unfit for passenger travel and the Navy ordered them to shutdown. Following a series of other lease violations, including storing two dozen derelict rail cars on the tracks, the lease was terminated in early 2001. With the failure of the tourist train the Navy briefly considered using the line to have coal delivered to the base, but found the investment required for repairs

460-479: A bypass around Rochester. The Terminal Railway 's Gardenville Cutoff, allowing through traffic to bypass Buffalo to the southeast, opened in 1898. The Schenectady Detour consisted of two connections to the West Shore Railroad, allowing through trains to bypass downtown Schenectady. The full project opened in 1902. The Cleveland Short Line Railway built a bypass of Cleveland, Ohio, completed in 1912. In 1924,

552-453: A campaign ride that went to Brandywine - because of the weight of the car and the condition of the rail the PRR wouldn't let him go any farther south. Boswell came in 3rd in the primary, losing to Hervey Machen . Freight service also declined. In 1943 the freight operation was still moving feed and farm supplies, coal, beer from Baltimore and pulpwood and payphone coins from Southern Maryland. For

644-640: A competitor since 1883 with trackage along the west shore of the Hudson River and on to Buffalo closely paralleling the NYC, was taken over by the NYC as the West Shore Railroad and developed passenger, freight, and car float operations at Weehawken Terminal . The NYC assumed control of the Pittsburgh and Lake Erie and Boston and Albany Railroads in 1887 and 1900, respectively, with both roads remaining as independently-operating subsidiaries. William H. Newman, president of

736-407: A day. But in 1937, with dropping passenger service, it tapered down to just one train a day. Finally all passenger service from Bowie to Pope's Creek ended on October 29, 1949. An excursion train road the line to Pope's Creek in 1955, possibly the last passenger train on the line that far south; but in 1966, Democratic Congressional candidate Harry A. Boswell, Jr. rented a locomotive and rail car for

828-433: A few years after World War II, the Navy scrapped ships at the pier at Pope's Creek and the train would carry scrap metal north, but that work dried up. The rail also carried powder from Indian Head but at some point after World War II the Navy closed the smokeless powder production operations there, which cut business on the line as well. By the time passenger service ended in 1949, only a local freight on an irregular schedule

920-411: A local "orphan railroad" had connected the base to barge traffic, but the war necessitated a better connection. The road was opened on Armistice Day - May 29, 1919 - but was not completed for actual service for several months. It continued to provide an important link for the production of powder during World War II. It continued to be used to bring coal, supplies and other materials to Indian Head until

1012-559: A network of commuter lines in New York and Massachusetts. Westchester County, New York had the railroad's Hudson, Harlem, and Putnam lines into Grand Central Terminal in Manhattan (Putnam Division trains required a change at High Bridge, New York), while New Jersey and Rockland County, New York were serviced by the West Shore Line between Weehawken and Kingston, New York, on the west side of

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1104-3499: A plan allowing CSX to fully absorb New York Central Lines, which was done on August 27, 2004. List of lines [ edit ] CSX's name Conrail's name Notes Baldwinsville Subdivision Baldwinsville Secondary (part) Belt Subdivision Belt Line Branch Bergen Subdivision River Line (part) Berkshire Subdivision Boston Line (part) Boston Subdivision Boston Line (part) Buffalo Terminal Subdivision Chicago Line (part) Carman Subdivision Carman Branch Castleton Subdivision Selkirk Branch (part) Cleveland Terminal Subdivision Chicago Line (part) Columbus Line Subdivision Columbus Line Crawfordsville Branch Subdivision Crawfordsville Branch Danville Secondary Subdivision Danville Secondary Erie West Subdivision Chicago Line (part) Fairgrounds Subdivision Baldwinsville Secondary (part) Fall River Subdivision Fall River Secondary Fitchburg Subdivision Fitchburg Secondary Framingham Subdivision Framingham Secondary Frankfort Secondary Subdivision Frankfort Secondary Fulton Subdivision Fulton Secondary Greenwich Subdivision Indianapolis Line (part) Harrisburg Subdivision Harrisburg Line (part) Herbert Subdivision Herbert Secondary Hudson Subdivision Chicago Line (part) and Hudson Line Indianapolis Line Subdivision Indianapolis Line (part) Indianapolis Terminal Subdivision Indianapolis Line (part) and St. Louis Line (part) Lake Shore Subdivision Chicago Line (part) Landover Subdivision Landover Line Lockport Subdivision Lockport Branch Louisville Secondary Subdivision Louisville Secondary Middleboro Subdivision Middleboro Secondary (part) Mohawk Subdivision Chicago Line (part) Montreal Subdivision Montreal Branch Now owned by St. Lawrence and Adirondack Railway and Canadian National Mount Victory Subdivision Indianapolis Line (part) New Bedford Subdivision New Bedford Secondary Niagara Subdivision Niagara Branch Ended near Whirlpool Rapids Bridge near border with Canada at CSX Transportation Niagara Falls Yard. Olin Secondary Subdivision Olin Running Track Popes Creek Subdivision Pope's Creek Secondary Port Subdivision Albany Secondary Porter Subdivision Porter Branch Post Road Subdivision Post Road Branch owned by Amtrak River Subdivision River Line (part) Rochester Subdivision Chicago Line (part) Schodack Subdivision Selkirk Branch (part) Scottslawn Subdivision Scottslawn Secondary and Western Branch (part) Selkirk Subdivision Chicago Line (part) and Selkirk Branch Shelbyville Secondary Subdivision Shelbyville Secondary Short Line Subdivision Short Line Somerset Railroad Subdivision Somerset Secondary owned by

1196-570: A southern extension opened to the Buffalo and Niagara Falls Railroad and the line was leased to the railroad. The Canandaigua and Niagara Falls Railroad was chartered in 1851. The first stage opened in 1853 from Canandaigua on the Auburn Road west to Batavia on the main line. A continuation west to North Tonawanda opened later that year and, in 1854, a section opened in Niagara Falls connecting it to

1288-474: A through route to Erie, Pennsylvania . The Rochester and Lake Ontario Railroad was organized in 1852 and opened in fall 1853; it was leased to the Rochester, Lockport and Niagara Falls Railroad , which became part of New York Central Railroad, before opening. In 1855, it was merged into the railroad, providing a branch from Rochester north to Charlotte on Lake Ontario . The Buffalo and Niagara Falls Railroad

1380-580: A way for freight and especially passengers to avoid the extensive and time-consuming locks on the Erie Canal between Schenectady and Albany, New York. The M&H opened on August 9, 1831, with its first steam locomotive, the Dewitt Clinton running on its tracks. It would later change its name to the Albany and Schenectady (A&S) on April 19, 1847. Until the 1840s, it used an inclined planes at either end of

1472-567: A week (a down and back rock train to Aggregate Industries in La Plata; a rock train to Chaney Enterprizes in Waldorf and an occasional local serving a few businesses in the Waldorf and La Plata area) from its interchange at Bowie with Amtrak 's Northeast Corridor main line. A wye track exists at Bowie to allow trains to enter Amtrak's main line and go north or south, so that a second engine or cab car

1564-470: Is not needed. Amtrak limits these trains to late night/very early morning runs and no more than 160 cars. The line is mostly single tracked , with long sidings in Collington , Upper Marlboro and Brandywine . The coal fired units at Morgantown and Chalk Point Generating Stations have been closed, and there is no longer regular service to these points, but the lines have not been abandoned. In 2007,

1656-626: Is scheduled for full decommissioning in 2027. In 2022 the Chalk Point switchers were moved out of state. Without coal trains there are no more regular customers on the subdivision. In 1918-19, during World War I the Navy used German POWs to build a spur off the Pope's Creek Subdivision from White Plains to the Naval Powder Factory at Indian Head to aid in the production of smokeless powder (a propellant used in firearms and artillery). Prior to that

1748-447: Is still extent and either in use or available for use. Much of the railbed of the abandoned section between Faulkner and Pope's Creek, including a rail trestle over Pope's Creek remains. The county acquired the abandoned Pope's Creek Railroad corridor south of Faulkner (and several adjacent properties) in 2014. It had been planning to turn the corridor into a rail trail and park since at least 2007. Despite completed plans in 2017 and

1840-601: The Alfred H. Smith Memorial Bridge was constructed as part of the Hudson River Connecting Railroad's Castleton Cut-Off, a 27.5-mile-long freight bypass of the congested West Albany terminal area and West Albany Hill. An unrelated realignment was made in the 1910s at Rome, when the Erie Canal was realigned and widened onto a new alignment south of downtown Rome. The NYC main line was shifted south out of downtown to

1932-558: The Buffalo and Niagara Falls Railroad , opened in 1837, for the rest of the way to Buffalo. The Mohawk Valley Railroad was chartered on January 21, 1851, and reorganized on December 28, 1852, to build a railroad on the south side of the Mohawk River from Schenectady to Utica, next to the Erie Canal and opposite the Utica and Schenectady. The company didn't build a line before it was absorbed, though

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2024-592: The Morgantown Generating Station to facilitate construction of that facility. When the Morgantown plant opened in 1970 it used fuel brought by barge, and some coal brought- mostly by truck. In 1973 traffic was so low that a spokesperson for the Maryland Department of Economic and Community Development said that no trains had run on the line in 5 to 6 years. However, due to the oil crises of 1973 ,

2116-529: The Niagara Falls Suspension Bridge . New York Central Railroad bought the company at bankruptcy in 1858 and reorganized it as the Niagara Bridge and Canandaigua Railroad, merging it into itself in 1890. The Saratoga and Hudson River Railroad was chartered in 1864 and opened in 1866 as a branch of the railroad from Athens Junction, southeast of Schenectady, southeast and south to Athens on

2208-781: The Somerset Railroad St. Lawrence Subdivision Montreal Secondary Did not enter into Canada and ended at junction with Montreal Subdivision in Massena NY near CSX Massena Yard. St. Louis Line Subdivision St. Louis Line Toledo Branch Subdivision Toledo Branch Trenton Subdivision Trenton Line West Shore Subdivision West Shore Branch See also [ edit ] List of CSX Transportation lines Pennsylvania Lines LLC References [ edit ] ^ Surface Transportation Board (November 7, 2003). "STB Finance Docket No. 33388" . Archived from

2300-633: The United States that are owned and operated by CSX Transportation . The company was formed in 1998 to own Conrail lines assigned to CSX in the split of Conrail between CSX and the Norfolk Southern Railway ; operations were switched over on June 1, 1999. The company was named after the old New York Central Railroad , whose old main line became a line of the new company. In November 2003, the Surface Transportation Board approved

2392-778: The Wayback Machine - detailing the absorption of New York Central Lines, LLC by CSX Retrieved from " https://en.wikipedia.org/w/index.php?title=New_York_Central_Lines_LLC&oldid=1243638143 " Categories : Predecessors of CSX Transportation New York Central Railroad Conrail Railway companies established in 1998 Railway companies disestablished in 2004 Hidden categories: Articles with short description Short description with empty Wikidata description Articles to be merged from April 2024 All articles to be merged Webarchive template wayback links New York Central Railroad The New York Central Railroad ( reporting mark NYC )

2484-512: The 1950s that began to deprive NYC of its long-distance passenger trade. The Interstate Highway Act of 1956 helped create a network of government subsidized highways for motor vehicle travel throughout the country, enticing more people to travel by car, as well as haul freight by truck. The 1959 opening of the Saint Lawrence Seaway also adversely affected NYC freight business: container shipments could now be directly shipped to ports along

2576-580: The B&;P Stock and construction of the railroad started for the section between the Annapolis and Elk Ridge Railroad and Upper Marlboro in the next year. Work on the line from Bowie to the District started around the same time. It was almost entirely paid for by the PRR and NCRY. By the end of 1869, the right-of-way had been graded from Bowie to Marlboro; and several small bridges had been constructed. In 1870,

2668-537: The B&P selected Pope's Creek as the point at which the railroad would connect to the Potomac River because it was shorter, cheaper and more direct than any other option; and offered a desirable port which would allow for a steamboat connection to the RF&;P. During that year they also surveyed the entire route. Work on the line to Pope's Creek began before the end of the year. By 1871, B&P track had been lain from

2760-506: The Boston and Albany. This influenced a great deal about the line, from advertising to locomotive design, built around its flagship New York-Chicago Water Level Route. A number of bypasses and cutoffs were built around congested areas. The Junction Railroad's Buffalo Belt Line opened in 1871, providing a bypass of Buffalo to the northeast as well as a loop route for passenger trains via downtown. The West Shore Railroad, acquired in 1885, provided

2852-563: The Cedar Point line from the north side of Hughesville to the new Chalk Point Generating Station to deliver coal starting in 1964. This spur was called the Herbert Subdivision. While the name of the line to Chalk Point is a not well documented, one source attributes it to John C. Herbert, who was a Vice-President of PEPCO at the time. A few years later, in the late 1960's, Pepco built 6 miles of rail from Faulker, MD\Lothair Station to

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2944-565: The Great Lakes, eliminating the railroads' freight hauls between the east and the Midwest. The NYC also carried a substantial tax burden from governments that saw rail infrastructure as a source of property tax revenues – taxes that were not imposed upon interstate highways. To make matters worse, most railroads, including the NYC, were saddled with a World War II-era tax of 15% on passenger fares, which remained until 1962: 17 years after

3036-607: The Hudson River. The New York Central, like many U.S. railroads, declined after the Second World War. Problems resurfaced that had plagued the railroad industry before the war, such as over-regulation by the Interstate Commerce Commission (ICC), which severely regulated the rates charged by the railroad, along with continuing competition from automobiles and trucks. These problems were coupled with even more-formidable forms of competition, such as airline service in

3128-1020: The Indianapolis and St. Louis Railway. The following year, the company gained control of the former Indiana Bloomington and Western Railway . By 1906, the Big Four was itself acquired by the New York Central Railroad. It operated independently until 1930; it was then referred to as the Big Four Route. In 1930, New York Central Railroad acquired a 99-year lease of both Michigan Central and the ''Big Four'' (Cleveland, Chicago Cincinnati & St. Louis Railroad). The back shops at West Albany, New York were unable to keep up with repairs to rolling stock, so additional shops were established east of Buffalo at Depew (1892), Croton-on-Hudson (Harmon Shops, 1907), and Oak Grove, Pennsylvania (Avis Shops, 1902). The Harmon Shops were particularly important as locomotive power

3220-510: The NYC's eastern trackage and NS acquiring most of NYC's western trackage. Extensive trackage existed in the states of New York , Pennsylvania , Ohio , Michigan , Indiana , Illinois , Massachusetts and West Virginia , plus additional trackage in portions of the Canadian provinces of Ontario and Quebec . At the end of 1925, New York Central Railroad operated 11,584 miles (18,643 km) of road and 26,395 miles (42,479 km) of track; at

3312-537: The National Capitol Planning Commission studied options for rerouting freight traffic around Washington, and two of the three options considered using the Pope's Creek Subdivision. One option took trains down to the Indian Head branch and then across the Potomac on a new 2.5 mile long rail bridge to Arkendale, VA. Another option used the Pope's Creek subdivision all the way to Newberg, MD and then across

3404-542: The Navy took over the line and expanded it to the Patuxent River Naval Air Station at Cedar Point. In 1954 the Navy gave up ownership of the line and it was handed over to the Pennsylvania Railroad which, in 1962, built a spur from the north side of Hughesville to the new Chalk Point Generating Station to deliver coal and equipment. This track is called the Herbert Subdivision, while the source of

3496-756: The New York Central Lines. In the summer of 1935, the identification was changed to the New York Central System, that name being kept until the merger with the Pennsylvania Railroad in 1968. The Cleveland, Cincinnati, Chicago and St. Louis Railway , also known as the Big Four, was formed on June 30, 1889, by the merger of the Cleveland, Columbus, Cincinnati and Indianapolis Railway , the Cincinnati, Indianapolis, St. Louis and Chicago Railway and

3588-450: The New York Central Railroad were optimized for speed on that flat raceway of a main line, rather than slow mountain lugging. Famous locomotives of the system included the well-known 4-6-4 Hudsons , particularly the 1937–38 J-3a's; 4-8-2 World War II–era 1940 L-3 and 1942 L-4 Mohawks ; and the 1945–46 S-class Niagaras : fast 4-8-4 locomotives often considered the epitome of their breed by steam locomotive aficionados ( railfans ). For

3680-462: The New York Central lines, resigned in 1909. Newman had been president since 1901, when he replaced Samuel R. Callaway (who had replaced Depew as president in 1898). In 1914, the operations of eleven subsidiaries were merged with the New York Central & Hudson River Railroad, re-forming the New York Central Railroad. From the beginning of the merger, the railroad was publicly referred to as

3772-436: The New York Central's primary back shops until the end of steam in 1957. The Troy and Greenbush Railroad was chartered in 1845 and opened later that year, connecting Troy south to Greenbush (now Rensselaer ) on the east side of the Hudson River. The Hudson River Railroad was chartered on May 12, 1846, to extend this line south to New York City; the full line opened on October 3, 1851. Prior to completion, on June 1, it leased

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3864-485: The PRR and B&O were rivals, the Maryland General Assembly refused to grant the PRR a charter to break the B&O's monopoly on Baltimore-Washington travel. The PRR saw the existing Baltimore and Potomac charter's clause allowing branches to be built within 20 miles (32 km) of Washington as an opportunity to get around that. The PRR joined into a partnership with the B&P to build the rail line, with

3956-492: The Patapsco River through Bowie to Beaver Dam, and once that work was complete on Oct 25th, tracklayers started laying track from Bowie towards Marlboro. By early 1872 they had built a bridge over Collington Branch and by February they had built rail from the north to within two miles of Upper Marlboro and from the south a bridge over Pope's Creek where they had landed a locomotive and construction cars. The final spike for

4048-429: The Pope's Creek Branch was driven on June 10th, 1872 by Capt. John E. Whitter, who was in charge of construction, but the road needed to be ballasted before opening and was not ready when the line between Baltimore and Washington started passenger service on July 2, 1872. The B&P started running freight trains on the route to Marlboro later in the summer and passenger trains there by November. The line to Pope's Creek

4140-529: The Potomac on a two-mile long railway drawbridge to Dahlgren, VA. The plans were never funded. A 2009 study considered the route for commuter rail and found it to be circuitous, slow, and costly. The rail's right-of-way is being considered for a parallel light-rail project called the Southern Maryland Rapid Transit Project. A 2017 study proposed running a light rail line alongside the Pope's Creek Subdivision from White Plains north to

4232-624: The Rochester, Lockport and Niagara Falls Railroad, and an extension east to Rochester opened on July 1, 1852. The railroad was consolidated into the New York Central Railroad under the act of 1853. A portion of the line is currently operated as the Falls Road Railroad . The Buffalo and Lockport Railroad was chartered on April 27, 1852, to build a branch of the Rochester, Lockport and Niagara Falls from Lockport towards Buffalo. It opened in 1854, running from Lockport to Tonawanda , where it joined

4324-642: The Tonawanda Railroad and Attica and Buffalo Railroad merged to form the Buffalo and Rochester Railroad . A new direct line opened from Buffalo east to Batavia on April 26, 1852, and the old line between Depew (east of Buffalo) and Attica was sold to the Buffalo and New York City Railroad on November 1. The line was added to the New York and Erie Railroad system and converted to the Erie's 6 ft ( 1,829 mm ) broad gauge . The Schenectady and Troy Railroad

4416-600: The Troy and Greenbush. Cornelius Vanderbilt obtained control of the Hudson River Railroad in 1864, soon after he bought the parallel New York and Harlem Railroad . Along the line of the Hudson River Railroad, the West Side Line was built in 1934 in the borough of Manhattan as an elevated bypass of then-abandoned street running trackage on Tenth and Eleventh Avenues. The elevated section has since been abandoned, and

4508-581: The Water Level Route, could complete the 960.7-mile trip in 16 hours after its June 15, 1938 streamlining (and did it in 15 1 ⁄ 2 hours for a short period after World War II). Also famous were the NYC's Empire State Express , which traveled from New York City through upstate New York to Buffalo and Cleveland, and the Ohio State Limited , which ran between New York City and Cincinnati. At various times, beginning in 1946 and continuing into

4600-571: The West Shore Railroad was later built on that location. The Syracuse and Utica Direct Railroad was chartered in 1853 to rival the Syracuse and Utica Railroad by building a more direct route, reducing travel time by a half-hour. The company was merged before any line could be built. Albany industrialist and Mohawk Valley Railroad owner Erastus Corning managed to unite the above railroads together into one system, and on March 17, 1853, executives and stockholders of each company agreed to merge. The merger

4692-428: The ban was fully dropped, but the company still had to pay the equivalent in canal tolls to the state. The Syracuse and Utica Railroad was chartered on May 11, 1836, and similarly had to pay the state for any freight displaced from the canal. The full line opened July 3, 1839, extending the line further to Syracuse via Rome (and further to Auburn via the already-opened Auburn and Syracuse Railroad ). This line

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4784-619: The better. Prominent New York Central trains: Trains left from Grand Central Terminal in New York, Weehawken Terminal in Weehawken, New Jersey , South Station in Boston, Cincinnati Union Terminal in Cincinnati, Michigan Central Station in Detroit, St. Louis Union Station , and LaSalle Street Station and Central Station (for some Detroit and CincinnatI trains) in Chicago. The New York Central had

4876-521: The branch, for that purpose. As a result in 1866 the B&P sought permission to build a branch into Washington from a point within 2 miles of the Collington (now Bowie) Post Office in Prince George's County and also signed a contract to begin construction of the main line between Baltimore and the Potomac. Permission was granted by an act approved Feb 5, 1867, the PRR bought a controlling share of

4968-599: The company was not organized until December 19, 1858. In the mid-1860's the Pennsylvania Railroad (PRR) had access to Baltimore via its own lines: the Northern Central Railway (NCRY) from the north and the Philadelphia, Wilmington and Baltimore Railroad from the northeast. However, to travel southwest to Washington, D.C. , it had to use the Baltimore and Ohio Railroad (B&O) and its Washington Branch. Since

5060-516: The county line and then from the rail line to the Branch Avenue Metro, but if the line were ever abandoned the study recommended modifying the plan to use the rail corridor. In 2021, the Maryland legislature passed legislation mandating the Maryland Department of Transportation (MDOT) to promptly complete the design, engineering, and environmental reviews, and secure a federal record-of-decision on

5152-598: The early 1970's. In 1999, the Navy gave "Northern Central Railways" permission to run a tourist train, known as the "Indian Head Central Railroad," (IHCR) on the line. The first train ran later that year on what the IHCR reported was a refurbished line and the IHCR ran an excursion train in March 2000. In May of 2000, they reported that an upgrade had been completed to allow passenger travel but in June, following reports of several derailments,

5244-434: The end of 1967, the mileages were 9,696 miles (15,604 km) and 18,454 miles (29,699 km). The Mohawk and Hudson Railroad (M&H) was the oldest segment of the railroad's merger and was the first permanent railroad in the state of New York and one of the first railroads in the United States . It was chartered in 1826 to connect the Mohawk River at Schenectady, New York to the Hudson River at Albany, providing

5336-406: The end of the war. Herbert Subdivision The Baltimore and Potomac Railroad (B&P) was chartered on May 6th, 1853 with the purpose of building a railroad from Baltimore to Upper Marlboro, Maryland then to a point on the Potomac River near Port Tobacco, Maryland with permission to build branches off the line not exceeding 20 miles in length. Surveying for the route began in 1855, but

5428-417: The first two-thirds of the 20th century, New York Central Railroad had some of the most famous trains in the United States. Its 20th Century Limited ( Century ), begun in 1902, ran between Grand Central Terminal in New York City and LaSalle Street Station in Chicago , and was its most famous train, known for its red carpet treatment and first-class service. Its last run was made on December 2–3, 1967. In

5520-405: The freight facilities at Port Morris . From opening, it was leased by the NYC. The Geneva and Lyons Railroad was organized in 1877 and opened in 1878, leased by the NYC from opening. This was a connection between Syracuse and Rochester, running from the main line at Lyons to the Auburn Road at Geneva. It was merged into the NYC in 1890. In 1885, the New York, West Shore and Buffalo Railway ,

5612-439: The help of maneuverings related to the Hudson River Bridge in Albany. On November 1, 1869, he merged the railroad with his Hudson River Railroad to form the New York Central and Hudson River Railroad. This extended the system south from Albany along the east bank of the Hudson River to New York City, with the leased Troy and Greenbush Railroad running from Albany north to Troy . Vanderbilt's other lines were operated as part of

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5704-439: The line of the Albany and Schenectady Railroad west from Schenectady along the north side of the Mohawk River, paralleling the Erie Canal, to Utica . Of the ten early railroads bordering the Erie Canal, the U&S was the most profitable. It was headed by Erastus Corning , future president of the consolidated New York Central. On May 7, 1844, the railroad was authorized to carry freight with some restrictions, and on May 12, 1847,

5796-423: The line to pull passenger cars up and down A&S' steep hills. As locomotive technology progressed, the mainline was extended to the Mohawk River in downtown Schenectady and the Hudson River waterfront in Albany. The Utica and Schenectady Railroad was chartered April 29, 1833; as the railroad paralleled the Erie Canal, it was prohibited from carrying freight . Revenue service began on August 2, 1836, extending

5888-477: The mid-1930s, many railroad companies were introducing streamlined locomotives; until the New York Central introduced the Commodore Vanderbilt , all were diesel-electric. The Vanderbilt was the NYC's first streamlined steam locomotive. The railroad hosted the streamlined steam-powered Rexall Train of 1936, which toured 47 states to promote the Rexall chain of drug stores and to provide space for company conventions. The steam-powered Century , which followed

5980-561: The mid-1950s, the Century and other NYC trains exchanged sleeping cars in Chicago with western trains such as the Super Chief and the City of San Francisco . The cars, which contained roomettes , double bedrooms and drawing rooms , provided through sleeper service between New York City and Los Angeles or San Francisco ( Oakland Pier ). Despite having some of the most modern steam locomotives anywhere, NYC's difficult financial position caused it to convert to more-economical diesel-electric power rapidly. The Boston and Albany line

6072-415: The name is not confirmed, one source attributes it to John C. Herbert, who was a Vice-President of PEPCO at the time. In 1965, the PRR quit running trains south of Hughesville and in the 1970's the track was removed, leaving Chalk Point as the only customer. Chalk Point operator GenOn Energy Holdings closed the two coal-fired units at the plant in June 2021 reducing rail traffic to almost zero. The plant

6164-535: The original on March 3, 2016 . Retrieved June 30, 2008 . Surface Transportation Board , Docket FD_33388_0 , CSX Corporation and CSX Transportation, Inc., Norfolk Southern Corporation and Norfolk Southern Railway Company—control and operating leases/agreements—Conrail Inc. and Consolidated Rail Corporation, July 23, 1998 Conrail System Map Showing The Proposed Allocation Of Conrail Lines & Rights , July 9, 1997 CSX Transportation Timetables Petition for Supplemental Order Archived 2016-03-03 at

6256-417: The plant switched exclusively to coal and, due to the volume, brought it by train on the Pope's Creek Subdivision. The increased traffic necessitated significant rehabilitation of the line. Ownership of the old B&P line passed from the PRR to the Penn Central Transportation Company in 1968 and to Conrail in 1976. In 1981, the section from Baltimore to Washington, known as the Northeast Corridor (NEC),

6348-421: The project. In 2022, Congress approved a $ 5 million grant, matched by the state, for the project. In 2023, the legislature appropriated $ 100 million in the state budget for SMRT and the Red Line in Baltimore, and as a result the full planning was funded. But in 2024, the budget was cut from $ 30 million to $ 2.1 million, bringing the future of the project into question. Most of the rail line, from Bowie to Faulkner

6440-481: The railroad included the New York and Harlem Railroad, Lake Shore and Michigan Southern Railway , Canada Southern Railway , and Michigan Central Railroad . The Spuyten Duyvil and Port Morris Railroad was chartered in 1869 and opened in 1871, providing a route on the north side of the Harlem River for trains along the Hudson River to head southeast to the New York and Harlem Railroad. Trains could head toward Grand Central Depot , built by NYC and opened in 1871, or to

6532-417: The rather indirect Rochester and Syracuse Railroad (known later as the Auburn Road ). To fix this, the Rochester and Syracuse Direct Railway was chartered and immediately merged into the Rochester and Syracuse Railroad on August 6, 1850. That line opened June 1, 1853, running much more directly between those two cities, roughly parallel to the Erie Canal. The Tonawanda Railroad , to the west of Rochester,

6624-529: The regular coal trains to Morgantown. In the spring of 1872, before the line to Pope's Creek had even opened, the Southern Maryland Railroad began to grade a rail line from Brandywine to Point Lookout, Maryland . Due to funding delays, the line didn't start running trains until 1883, and even then only to Mechanicsville, MD . That line was later expanded to Forrest Hall, Maryland in 1926 and then scaled back to Mechanicsville again in 1940. In 1942,

6716-409: The remaining 4 miles (6.4 km) opening on June 4, 1839. A month later, with the opening of the Syracuse and Utica Railroad, this formed a complete line from Albany west via Syracuse to Auburn. The Auburn and Rochester Railroad was chartered on May 13, 1836, as a further extension via Geneva and Canandaigua to Rochester , opening on November 4, 1841. The two lines merged on August 1, 1850, to form

6808-456: The salvage company closed in August of 1962, the railroads south of La Plata went out of service and by 1965 traffic south of Brandywine had essentially discontinued. The same year, the PRR stopped running trains on the Cedar Point line south of Hughesville, Maryland and the next year the Navy declared it excess. New life came in the form of electricity plants. In 1962, the PRR built a spur off of

6900-445: The south bank of the new canal. A bridge was built southeast of downtown, roughly where the old main line crossed the path of the canal, to keep access to and from the southeast. West of downtown, the old main line was abandoned, but a brand-new railroad line was built, running north from the NYC main line to the NYC's former Rome, Watertown and Ogdensburg Railroad , allowing all NYC through traffic to bypass Rome. Steam locomotives of

6992-665: The tunnel north of 35th Street is used only by Amtrak trains to New York Penn Station (all other trains use the Spuyten Duyvil and Port Morris Railroad to reach the Harlem Line ). The surviving sections of the West Side Line south of 34th Street reopened as the High Line , a linear park built between 2009 and 2014. In 1867, Cornelius Vanderbilt acquired control of the Albany to Buffalo -running New York Central Railroad, with

7084-504: The west side of the Hudson River. On September 9, 1876, the company was merged into the railroad, but in 1876 the terminal at Athens burned down and the line was abandoned. The primary repair shops were established in Corning's hometown of Albany along with a classification yard and livestock pens on 300 acres of land (known as West Albany). Facilities included locomotive shops, freight and passenger car shops, and roundhouse terminals. These were

7176-418: The year before, was built over the Pope's Creek Branch. In 1902, the B&P was merged with the Philadelphia, Wilmington and Baltimore Railroad to form the Philadelphia, Baltimore and Washington Railroad . The B&P ran two trains a day on the Pope's Creek line, a passenger train and a combination passenger/freight train from the time service started until 1921 when it increased the number to four trains

7268-728: Was a railroad primarily operating in the Great Lakes and Mid-Atlantic regions of the United States. The railroad primarily connected greater New York and Boston in the east with Chicago and St. Louis in the Midwest , along with the intermediate cities of Albany , Buffalo , Cleveland , Cincinnati , Detroit , Rochester and Syracuse . New York Central was headquartered in New York City's New York Central Building , adjacent to its largest station, Grand Central Terminal . The railroad

7360-458: Was also merged into the railroad in 1855. It had been chartered in 1834 and opened in 1837, providing a line between Buffalo and Niagara Falls. It was leased to New York Central Railroad in 1853. Also in 1855 came the merger with the Lewiston Railroad , running from Niagara Falls north to Lewiston . It was chartered in 1836 and opened in 1837, without connections to other railroads. In 1854,

7452-399: Was approved by the state legislature on April 2 and, on May 17, 1853, the New York Central Railroad was formed. Soon the Buffalo and State Line Railroad and Erie and North East Railroad converted to 4 ft  8 + 1 ⁄ 2  in ( 1,435 mm ) standard gauge from 6 ft ( 1,829 mm ) broad gauge and connected directly with the railroad in Buffalo, providing

7544-402: Was chartered in 1836 and opened in 1842, providing another route between the Hudson River and Schenectady, with its Hudson River terminal at Troy . The Lockport and Niagara Falls Railroad was originally incorporated on April 24, 1834, to run from Lockport on the Erie Canal west to Niagara Falls ; the line opened in 1838 and was sold on June 2, 1850. On December 14, 1850, it was reorganized as

7636-448: Was chartered on April 24, 1832, to build from that city to Attica . The first section, from Rochester southwest to Batavia , opened May 5, 1837, and the rest of the line to Attica opened on January 8, 1843. The Attica and Buffalo Railroad was chartered in 1836 and opened on November 24, 1842, running from Buffalo southeast to Attica. When the Auburn and Rochester Railroad opened in 1841, there

7728-482: Was completely dieselized by 1951. All lines east of Cleveland, Ohio were dieselized between August 7, 1953 (east of Buffalo) and September 1953 (Cleveland-Buffalo). Niagaras were all retired by July 1956. On May 3, 1957, H7e class 2-8-2 Mikado type steam locomotive No. 1977 is reported to have been the last steam locomotive to retire from service on the railroad. But, the economics of northeastern railroading became so dire that not even this switch could change things for

7820-446: Was established in 1853, consolidating several existing railroad companies. In 1968, the NYC merged with its former rival, the Pennsylvania Railroad , to form Penn Central . Penn Central went into bankruptcy in 1970 and, with extensive Federal government support, emerged as Conrail in 1976. In 1999, Conrail was broken-up, and portions of its system were transferred to CSX and Norfolk Southern Railway (NS), with CSX acquiring most of

7912-521: Was finished in late December, formally opened on January 1, 1873 and the first trains were run the next day. It remained the main line in title only but was treated as though it had branch status. The main line was connected to the NCRY when the Baltimore and Potomac Tunnel opened on June 29, 1873. In 1899 the Chesapeake Beach Railway , which had reached Upper Marlboro from Washington, DC

8004-465: Was no connection at Rochester to the Tonawanda Railroad, but with that exception there was now an all-rail line between Buffalo and Albany. On March 19, 1844, the Tonawanda Railroad was authorized to build the connection, and it opened later that year. The Albany and Schenectady Railroad bought all the baggage, mail and emigrant cars of the other railroads between Albany and Buffalo on February 17, 1848, and began operating through cars. On December 7, 1850,

8096-454: Was not direct, going out of its way to stay near the Erie Canal and serve Rome, and so the Syracuse and Utica Direct Railroad was chartered on January 26, 1853. Nothing of that line was ever built, though the later West Shore Railroad , acquired by New York Central Railroad in 1885, served the same purpose. The Auburn and Syracuse Railroad was chartered on May 1, 1834, and opened mostly in 1838,

8188-471: Was sold to Amtrak, and the line from Bowie to Faulkner was retained by Conrail. When Conrail was split in 1999, CSX Transportation was assigned the line. The power company owns the railroad line south of Faulkner. In the early 1970's, the line from Faulkner to Pope's Creek was scrapped. In 2022, GenOn closed its two coal-fired units at the Morgantown Generating Station which put an end to

8280-471: Was switched out from steam to electric at that point as trains approached New York City. The generally level topography of the NYC system had a character distinctively different from the mountainous terrain of its archrival, the Pennsylvania Railroad. Most of its major routes, including New York to Chicago, followed rivers and had no significant grades other than West Albany Hill and the Berkshire Hills on

8372-465: Was too great, so in 2003 the Navy announced plans to donate the railroad line to Charles County for the creation of a trail. The spur, including the tracks and 6 Long Island Railroad cars that had been abandoned by the IHCR, was donated to Charles County as part of the Federal Lands-to-Parks program in 2006 and the Navy's two locomotives were sold at auction. In 2007, Alcoa considered building

8464-467: Was used. The SMECO power plant at Pope's Creek, which it had supplied with coal, went out of service in 1953 and the Navy stopped running trains to Patuxent River the next year. However the rail line still served the Pope's Creek Salvage Company, which scrapped ships and sent the steel to the Bethlehem Steel plant at Sparrow's Point via gondola. It also hauled occasional cars of coal, logs or beer. When

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