Railroads On The Rebound
| Over the last 50+ years, railroads have changed a lot. Now they are about to change again.
It is all about a combination of economic factors and climate factors.
Since 1950 , railroads have consolidated. Freight moved from a "box car mentality" to a "unit train,mentality". Passenger went from a robust business to a "caretaker" arrangement called AMTRAK. This happened as everybody could drive for free on the Interstate Highway System or fly on an airline system where the government subsidized both airlines and airports. In the meantime, railroad express and railroad post offices went "down the tubes". The old Post Office Department and the Railway Express Agency could not adjust to the new way. UPS and Fex Ex could.
Fueling this "rebound" is Obama's Economic Recovery Act of 2009
Total: $51.2 billion
* $27.5 billion for highway and bridge construction projects
* $8 billion for intercity passenger rail projects and rail congestion grants, with priority for high-speed rail
* $6.9 billion for new equipment for public transportation projects (Federal Transit Administration)
* $6 billion for wastewater and drinking water infrastructure (Environmental Protection Agency)
* $1.3 billion for Amtrak
* $100 million to help public transit agencies
* $750 million for the construction of new public rail transportation systems and other fixed guideway systems.
* $750 million for the maintenance of existing public transportation systems
Too much for highways and why did water get in here?
By Ken Kinlock at firstname.lastname@example.org
Carbon CalculatorWhat's the most environmentally-friendly way to transport goods? The answer is freight rail. The EPA estimates that every ton-mile of freight that moves by rail instead of by highway reduces greenhouse emissions by two-thirds. But what does that really mean? Our easy-to-use carbon calculator will estimate the amount of carbon dioxide that can be prevented from entering our environment just by using freight rail instead of trucks. We'll even tell you how many seedlings you'd need to plant to have the same effect.
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Railroad Station at Troy, New York
The station in Troy was owned by the Troy Union Rail Road. The TURR lasted from the mid 19th Century till the mid 20th Century. It was owned by the New York Central, Delaware & Hudson and Boston & Maine. Access from the South was from Rensselaer; from the West, via the Green Island Bridge; from the North was street running almost the entire length of Troy. See Penney's blog for more information (and a great movie from the 1950's).
Picture shows a Boston & Maine pssenger run leaving Troy for Boston. He's going to do a few miles of street running to reach the northern part of Troy.
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Obama Administration releases strategic plan to prompt high-speed rail development 4/16/2009
| The strategic plan identifies 10 high-speed rail corridors as potential recipients of federal funding:
� the California Corridor (including stops in the Bay Area, Sacramento, Los Angeles and San Diego);
� Pacific Northwest Corridor (with stops in Eugene and Portland, Ore., Tacoma and Seattle, Wash., and Vancouver, British Columbia);
� South Central Corridor (with stops in Tulsa and Oklahoma City, Okla., Dallas/Fort Worth, Austin and San Antonio, Texas, and Little Rock, Ark.);
� Gulf Coast Corridor (with stops in Houston, New Orleans, Mobile and Birmingham, Ala., and Atlanta);
� Chicago Hub Network (with stops in Chicago, Milwaukee, the Twin Cities, St. Louis, Kansas City, Mo., Detroit, Toledo, Cleveland, Columbus and Cincinnati, Ohio, Indianapolis and Louisville, Ky.);
� Florida Corridor (with stops in Orlando, Tampa and Miami);
� Southeast Corridor (with stops in Washington, D.C., Richmond, Va., Raleigh and Charlotte, N.C., Atlanta, Macon and Savannah, Ga., Columbia, S.C., and Jacksonville, Fla.);
� Keystone Corridor (with stops in Philadelphia, Harrisburg and Pittsburgh, Pa.);
� Empire Corridor (with stops in New York City, Albany, Utica, and Buffalo, N.Y.);
� Northern New England Corridor (with stops in Boston, Montreal, Portland, Maine, Springfield, Mass., New Haven, Conn., and Albany, N.Y.).
See the full Obama High Speed Rail plan Another spin on Obama's High Speed Rail Plan from the New Haven Register.
|Interested in Penn Central? New York Central? Pennsylvania Railroad? New Haven Railroad? or in the smaller Eastern US railroads? Then you will be interested in "What if the Penn Central Merger Did Not Happen". You will also enjoy "Could George Alpert have saved the New Haven?" as well as "What if the New Haven never merged with Penn Central?"|
|We cover High Speed rail in general and the Northeast Corridor in particular. We are especially interested in specific projects such as the Lackawanna Cutoff, a project to bring commuter rail from New Jersey into Pennsylvania and maybe as far as Binghampton. We also follow a complex project referred to as the Chicago Bypass. This is the attempt to speed freight trains by moving freight around Chicago rather than through it. As well as commuter rail, we pay attention to urban mass transit; especially the New York City Subway. We are tuned in to the history of mass transit with some great information on Robert Moses. Internationally, we have a lot of information on the tramway in Nice, France and that area's public transport network.|
High Speed Rail, 9/11 and the Iceland Volcano
| Isn't it time to realize that fast ground transportation should be a viable alternative to air travel? Look at what happened on 9/11/2001 when all the North American airports closed. Now look at Europe after the Iceland volcano erupted. Do you realize that President Obama and the European leaders had to miss the funeral of the Polish leaders downed in a plane crash. And I thought Europe had such good rail service!
Rail travel is not affected like air travel. Even snow is not a problem if the railroads plan for it.
But railroads can learn from the airlines. Airlines have developed great systems of hubs, connections, joint ticketing, and discount to fill their planes.
My 1980's plan which I submitted to the New York State Legislature High Speed Rail Committee proposed very few stops between Albany and New York, but set up a system of secondary, or "feeder" trains that connected smaller stations to the high speed train's stopping places.
Do we need a dedicated right of way? Take the example of the French TGV Paris to Lyon. They concentrated on a dedicated line thru the open countryside and crawled into the cities on existing lines until budget allowed upgrading. Equipment must be compatible with existing track. This is a roadblock currently to California. They seem to want to spend half their budget just getting out of Los Angeles.
As well as intermediate connections by secondary train so that high speed train makes minimum number of stops, we now propose a system of feeder lines:
Former D&H Binghamton to Montreal, connect with high speed rail at Albany
Binghamton to Watertown, connect with high speed rail at Syracuse. Binghamton to Syracuse is former Lackawanna; Syracuse to Watertown is former NY Central.
Southern tier from Port Jervis, through Binghamton to Buffalo (former Erie Lackawanna)
By Ken Kinlock at email@example.com
One of the issues in developing high speed rail in New York State is that a third track between Hoffmans and Buffalo would be necessary. Well! the right of way once supported four tracks and the infrastructure is still in place! In helping the New York Guard with developing their history, we investigated the former New York Central bridge at East Creek (between Amsterdam and Utica). It seems that their unit suffered two casualties there in the First World War.
| A real story for this era is how General Motors, Ford and Chrysler reshaped American ground transportation to serve their corporate wants instead of social needs.
As a result of their monopolistic structure, the Big Three automakers acted in a way detrimental to public interest. GM had control of auto, truck, bus and locomotive production. We are seeing a collapse of a society based on the automobile. We have consumed too much oil, polluted the atmosphere, and turned our cities into highways and parking lots. We see a government bias in favor of highways, failure to produce transport vehicles consistent with energy/environmental restraints, and a consumer dependence on the auto.
GM had the power and economic incentive to suppress rail and bus transportation: one bus can eliminate 35 automobiles; one rail transit vehicle can supplant 50 passenger cars; one train can displace 1000 cars or a fleet of 150 cargo-laden trucks.
GM had a role in the destruction of more than 100 electric surface rail systems in 45 cities including New York, Philadelphia, Baltimore, St. Louis, Oakland, Salt Lake City and Los Angeles. In southern California, GM and other highway interests acquired local transit companies and replaced them with busses. The noisy, foul-smelling busses turned people away from mass transit and therefore sold millions of automobiles.
General Motors received a criminal conviction for its part in monopolizing street transportation. In spite of this, GM continued to acquire and dieselize electric transit properties into 1955. 40,000 streetcars were in service in 1936 when National City Lines was organized by GM. By 1955, only 5,000 remained. While substituting buses for electric street railways helped GM stockholders, it deprived the riding public of a pollution free and energy efficient mode of transportation.
Substitution of buses for streetcar lines contributed indirectly to the abandonment of electric railway freight service. Merchants used to rely on this service to deliver goods and interchange with railroads. For instance, Pacific Electric was once the third largest freight railroad in California. It just proved uneconomical to maintain city track for freight-only. General Motors even benefited from this demise. They also sold trucks! They even used to have an interest in Associated Transport and Consolidated Freightways.
GM used its leverage as the largest freight shipper to coerce railroads to scrap their equipment, including pollution-free electrics, in favor of less durable, less efficient GM diesels. New Haven Railroad showed a profit during 50 years of electrification but started heavy losses after it dieselized its operations.
General Motors diversification into bus transportation: (1) shifted passengers from rail to bus and eventually into automobiles; and (2) shifted freight from rail to truck. An additional factor was GM's integration into locomotive production. In 1930, they acquired Winton Engine and Electro-Motive. Unfortunately, GM could make 25 to 30 times more gross revenue selling cars and trucks than it could diesel locomotives.
In 1956 the government sued General Motors for monopolization of the bus industry and requested divestiture of its bus production facilities. The case was a failure for the government because GM had combined bus and truck production within the same facilities. A few years later the Justice Department started and then abandoned an antitrust case against GM Locomotive.
Many of the anti-competitive forces of the automobile industry could be diffused by a remedy suggested several years ago by Bradford C. Snell of the International Conference on Appropriate Transportation. First, deconcentration of the motor vehicle industry would reduce the automakers ability to pass on the cost of their anti-rail lobbying to consumers. Second, reorganization of GM's bus and rail divisions into independent corporations would enable them to operate free from the conflict of interest they currently have. Finally, the facilitation of entry by a number of new bus and rail enterprises would provide competitive capability to build a modern passenger and freight transport system.
It has been the policy of Congress in the past to maintain competition by prohibiting common control of competing modes of transport. The Air Mail Act of 1934 forced GM to sell its interests in several airlines. GM also had interests in several aircraft manufacturers. At that time, GM chairman Sloan implied to Congress that his company had entered the aviation industry to protect its interests in the promotion of automobiles.
At one time there were more than 150 competing manufacturers of bus and rail vehicles. The technological development of these vehicles stopped in the 1930's.
In Europe and Japan, where there is a limited amount of common auto/rail/bus ownership, there are much more balanced transportation systems.
GM owned Hertz from 1925 to 1953. Because it was perceived to lessen sales of cars, GM limited its growth. Its success after disposition by GM shows what could happen to bus and rail operations.
General Motors got into bus production in 1925 by acquiring Yellow Coach. In 1926 they assisted in the formation of the Greyhound Corporation. 1932 saw GM going into the business of converting interurban electric railways as well as electric streetcar systems to bus operations. Due to the high cost of operation and slow speed on congested streets, buses ultimately contributed to the collapse of hundreds of transit systems.
Several railroads converted substantial portions of their commuter rail service with buses: Pennsylvania Greyhound Lines (Pennsylvania RR); Central Greyhound Lines (New York Central); Pacific Greyhound Lines (Southern Pacific); New England Greyhound Lines (New York, New Haven & Hartford); Northland Greyhound Lines (Great Northern); and Southwestern Greyhound Lines (St. Louis Southwestern Railroad). The railroads were eventually forced out of ownership by the government. By 1950, Greyhound carried half as many intercity passengers as the railroads. Until 1948, General Motors was the largest stockholder in Greyhound.
General Motors used various devices to convert street car lines to bus. At first, United Cities Motor Transit was directly owned by GM and would buy electric street car companies, convert them to GM motorbus operation, and then resell them. After being censured by the American Transit Association, GM went "undercover" with other organizations, primarily National City Lines, Inc. Other participants in National City Lines were Greyhound, Standard Oil of California and Firestone Tire. By reselling properties after conversion, they were assured that capital was continually reinvested in the motorization of additional systems. The biggest GM "triumph" was California's Pacific Electric. Within a 75-mile radius of Los Angeles, it carried 80 million people annually. In 1949, GM, Greyhound, Standard Oil and Firestone were found guilty of criminally conspiring to monopolize the sale of buses. General Motors was fined $5,000! The GM treasurer who masterminded the destruction of Pacific Electric was fined $1! Current California taxpayers are coughing up billions of dollars to rebuild this network. At the same time, the Federal government is "bailing out" General Motors so they don't sink in to the slime where they belong.
Tahawus: Railroad to a Mine, Does it have a Future?
Brief history of a railroad to a mine in the middle of New York State's Adirondack Park. Part of the railroad (Saratoga Springs to North Creek) is a tourist line with dinner trains and ski trains.
Will the last section to the mine come back to life?
| FRANCE: NICE WILL OPEN TRAMWAY LINE 2 in YEAR 2017!
In a surprise move, Nice Mayor Christian Estrosi changed his mind about running Line 2 up the Promenade des Anglais and instead went with a plan that provides an 8.6 kilometer "tram/metro" with 3.6 kilometers below ground. It will cost �'450,000,000 and carry 110,000 - 140,000 daily passengers. It will run between Gare de Riquier and new? Gare Multimodal Saint-Augustin.
Boulevard Rene Cassin / Avenue Californie at the Champion/Carrefour food market has a tramway in its future.
Fifty-three years after the closure of the Tramway de Nice et du Littoral, the Tramway de Nice began to serve its Northern and Eastern sections. 2007 saw the completion of Line 1 serving the North-South needs of the city. Line 2 now addresses the East-West needs. This WebSite will be updated continuously until completion of Line 2 in Year 2017.
Several years ago I wrote a story on the major railroads of 1950 and what happened to them.
ITI's Carmichael on Obama's high-speed rail strategy: 'most ambitious' transportation plan since 1950s With his commitment to a nationwide intermodal and high-speed rail system, President Obama has presented the "most ambitious U.S. transportation infrastructure program since the 1950s, when President Eisenhower initiated development of the interstate highway system," according to Gil Carmichael, chairman of the Intermodal Transportation Institute at the University of Denver.
A former Federal Railroad Administrator and former chairman of the Amtrak Reform Council, Carmichael since 1991 has advocated what he calls Interstate II, a rail-based intermodal transportation system. "President Obama clearly recognizes that his proposal is only the first phase of what will become a three-part, high-speed, intercity transportation network that will connect all our major cities, ports and airports via rail," said Carmichael in a prepared statement. "This is the first time an intermodal strategy with a strong emphasis on both freight and passenger rail transportation has been proposed by the federal government." Obama's plan calls for investing $8 billion for intercity and high-speed rail, and $1.3 billion through the American Recovery and Reinvestment Act of 2009. Once billions more are invested over the years, the U.S. could create three times more freight-rail capacity and build a nationwide high-speed passenger-rail network connecting hundreds of city pairs, said Carmichael. "Phase I of Interstate II represents an important policy shift toward developing and maintaining a national, intermodal, passenger transportation network ... that will be based on cooperative joint ventures between the freight- and passenger-rail segments, and in partnerships with state and federal agencies," he said.
Light Rail / Tramway
| Stamford, Connecticut is looking at a light rail, tram, or trolley system. I'm comparing Stamford to Nice, France. The Nice, France system is larger, but so is the city. But they share a crowded downtown, proximity to a major rail line, proximity to a major Autoroute/Interstate. Funny, but New Haven falls into the same boat too.
Others disagree: New Haven may have fallen into this boat several years back but the boat sank. New Haven and towns to the north blew an excellent opportunity to have a light rail route north almost from Union Station when they allowed the former Canal Line right of way to disappear. They probably could have influenced the state to purchase the right of way as the state already had a good record of doing that type of thing, but no - they allowed this opportunity slip away. IIRC, one problem was from NIMBY types who claimed their kids would be subject to injury from LRVs. (think the LRVs would be more subject to injury from the kids) So, development in downtown New Haven and the construction of a Hamden shopping mall was allowed to sever the unused but intact right of way. At least the route in the north end of Hamden was preserved as a hiking/biking trail so that part of the right of way is intact. A light rail line on the Canal Line right of way from New Haven to Hamden, Cheshire, Southington and Plainville will make increasingly good sense as time goes on. I believe the right of way is wide enough to support both the rail and the trail. Let's hope those in charge of transit development wake up before more encroachment takes place.
Saw a great article on Progressive Railroading by Ronnie Garrett about bringing back streetcars.
Streetcar proponents seek public support, funding to launch modern-day systems � and, in turn, boost downtown revitalization efforts
Back in the days of horse-drawn carriages, another mode of transportation rose as king: the streetcar. Then the automobile took its sovereignty away, as roads and freeways became the preferred means of moving into and around urban centers. But the staple of early 20th century transportation is experiencing a comeback as communities across the United States go �back to the future."
The primary driver: Cities themselves are making a comeback, as young professionals and baby boomers alike move closer to where the action is.
�The �Leave it to Beaver' family ideal where you live in a ranch-type home with a picket fence on a couple of acres is changing," says Jim Graebner, a streetcar consultant who chairs the American Public Transportation Association's Streetcar and Heritage Trolley Subcommittee.
As people move back to downtown areas, streetcars serve as an excellent pick-up and distribution system, Graebner adds. That's because streetcars move at slow speeds to easily shuttle people through congested downtown areas. They also make attractions and downtown businesses more accessible and, as a result, help prompt economic development.
By Ken Kinlock at firstname.lastname@example.org
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| Courtesy of James Howard Kunstler
Restoring the American railroad system is an excellent place to start recovering our sense of national purpose and faith in collective enterprise.
Blogger, author, social critic, public speaker James Howard Kunstler often comments on transportation-related issues. He appears frequently on the Max Keiser television show on RT.
Shown below is an excerpt from his City Of The Future
Our giant cities are products of the cheap energy era; the arc of their explosive growth since 1945 is self-evident. They're simply too large and too complex. Everything about them is designed to run on endless supplies of cheap fossil fuels and the resources and byproducts made possible by them: steel, copper, cement, plastic, and asphalt. To support daily life, they require far-flung supply chains dependent on complex transport systems. Like it or not, we are entering an era of reduced complexity, and a lot of the systems we now depend on�from factory livestock to "warehouses on wheels"�simply won't exist anymore.
These giant cities will contract and densify around their old centers and waterfronts, if they are fortunate to have them. Remember: cities traditionally exist where they do because they occupy sites of geographical and strategic importance, such as Detroit's position on a short stretch of river between two great lakes. Some kind of settlement will continue to exist in most of these places, but not in the form we're familiar with. They will be urban in the traditional sense of the word: compact, dense, mixed-use, and composed of neighborhoods based on the quarter-mile walk from center to edge�the so-called five-minute walk, which is a transcultural norm found everywhere in pre-automobile urban communities. The pattern is scalable: one neighborhood is the equivalent of a village; several neighborhoods and a commercial district make a town; and many neighborhoods comprise an average-sized city.
The decline of cheap fuels will lead to the demise of the trucking system and commercial aviation. Forget about biodiesel, algae oil, and similar fantasies. They don't scale up beyond the science-project level. We'll have to move more stuff (and people) by rail and boat. Waterfronts and harbors will once again become important in daily life. In North America, this applies especially to our inland waterways, including the linked Mississippi-Missouri-Ohio Rivers (one of the most extensive such networks in the world), the St. Lawrence River, the Hudson�Erie Canal system, and the Great Lakes. In terms of climate change, the inland waterways will be less threatened by changes in sea level than our saltwater ports. As the global economy withers, economic activity is likely to become more internally focused anyway.
If you are at all familiar with upstate New York, you will enjoy his .2011 bike trip and his 2010 bike trip.
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Blogs about EDI and eCommerce
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The railroad industry soon may contribute to the greening of Lycoming County.
The county commissioners recently approved an application to the federal Environmental Protection Agency for a nearly $1.1 million grant to be used to retrofit seven locomotives at the Lycoming Valley Railroad with cleaner burning diesel engines.
Rail transportation is one of the original so-called green technologies in that one ton of freight can be moved 431 miles on one gallon of diesel fuel by a diesel locomotive. Trucks typically get six to eight miles per gallon.
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TRAM VERSUS STREETCAR
| A proposed Augusta, Georgia streetcar/trolley 2.5-mile route would reach downtown's biggest destinations. Augusta, Georgia, sitting on the state line with South Carolina, is the state's second largest city. Like most southern cities, it's not particularly dense, but its downtown has been growing in recent decades. Though the city has a public transportation service, it is not hugely popular. The board of the downtown development authority, however, thinks that a streetcar line connecting some of the center city's most popular destinations would be well used and a development booster. The difference between a "streetcar" line and a "tram" line, in my humble opinion; is that a streetcar stops more frequently so passengers can hop on and off. The tram requires a dedicated station stop, so stops are less frequent. Maybe Augusta is thinking of one of the possible shortfalls of the Nice, France Tramway: merchants situated "between" tram stops don't feel any positive effects of the tramway.
List of major mass transit projects under construction.
Here is a list of major mass transit projects under serious consideration by government agencies in the United States and Canada.
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| January 28, 2010
High-speed rail projects in California, Florida and Illinois are among the big winners of $8 billion in grants to be announced Thursday by the White House � the start of what some Democrats tout as a national rail-building program that could rival the interstate highways begun in the Eisenhower era.
Thirteen rail corridors in 31 states received funds. The White House, which supplied a list of the grants to reporters late Wednesday, billed the program as "high-speed rail," but only the California project calls for trains with maximum speeds exceeding the 200 mph achieved by some trains in Europe and Asia.
Some of the money will go toward trains with top speeds of 110 mph, while others � such as the $400 million allotted to Ohio to connect Cleveland, Columbus, Dayton and Cincinnati by rail � will go toward trains traveling no faster than 79 mph.
President Barack Obama and Vice President Joe Biden are expected to pitch the program as a boost to the economy at a town hall meeting Thursday in Tampa, Fla. A half-dozen Cabinet members and other senior administration officials were scheduled to fan out across the country for rail events Thursday and Friday. The White House said rail projects will create or save thousands of jobs in areas like track laying, manufacturing, planning, engineering and rail maintenance and operations.
Even New York State and Connecticut got something. Finally the stupid bottleneck for passengers between Albany and Schenectady. Then $$$ for New Haven - Springfield to kind of fix it to where it wasc already 20+ years ago.
Amtrak Ridership is steadily growing. Imagine if they had the budget for more equipment!
Here is a look at railroad freight tonnage in 2002
Left: Here is the flow of where intermodal traffic goes; Right: railroad benefits
Here is a look at plans for 2009
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Here is a picture of Track 61.
Also find out about a railroad that did NOT make it to Conrail: The New York & Harlem. Find out about Metro-North.
In 1861, the Potsdam & Watertown line merged into the Watertown&Rome, the name of the new railroad was changed to Rome, Watertown&Ogdensburg, and a 19-mile line built from DeKalb Junction to Ogdensburg. It lasted until the 1980's. Read the whole story. See more Short Lines
|On June 13, 1845 the Troy & Greenbush Railroad opened between Troy and Greenbush, NY. It is the last link in an all-rail line between Boston and Buffalo. See more random dates in railroad history.||Isn't it amazing how much we all remember (and have forgotten about the NY Central)? 40 plus years? OMG, we rode parlors to Chatham and sleepers to the Adirondacks. Geez, we remember a lot. Why is all this stuff gone? Why did we have a PC and a Conrail.|
City TransportCITY TRANSPORT Information on transports within and between cities, looking at technologies both well established and new, showing options which provide viable alternatives to traffic congestion and air pollution - topical and controversial issues which bedevil every industrialised nation globally.
Greenland's ice caps are melting! Find out more about Global Warming at our Ominous Ecology WebSite.
|A Collection of Short Stories about Railroads and Railroad History|
|Another Collection of Short Stories about Railroads and Railroad History|
|Railroads on Cape Cod|
|Railroads to Newport|
|New Haven Railroad Signal Stations|
|CONRAIL: Consolidated Rail Corporation|
|The electric freight railroads of New Haven and Bridgeport|
|The Warwick Valley and Other Railroads West of the Hudson|
|Robert Young and the New York Central Railroad|
|New Jersey Junction Railroad History|
|John W. Barriger: Rail Historian and Railfan|
|Amtrak's Secret Business|
|Central New York Railroad was the DL&W Richfield Springs Branch|
|Connecticut Electric Railway Association / Connecticut Trolley Museum|
|The Trolley in Connecticut|
|Valley Railroad and Essex Steam Train|
|New Haven railroads and Connecticut rails|
|Railroads just West of the Hudson River|
|History of the Delaware & Hudson Railroad|
|The Lake Ontario Shore Railroad|
|My last ride on the JFK Express subway in April 1990|
|Not So Long Ago: Amazing tidbits from railroading magazines of the 1940's|
|Shoreline Bridges of the New Haven Railroad in Connecticut|
|The electric freight railroads of New Haven and Bridgeport.|
|New Haven Railroad Signal Stations|
|SNCF Rail Station in Nice, France|
|Old Railroads of Connecticut|
|Tramway Maintenance Facility|
Bridgeport Connecticut Train Station in 1924. Find out more about Connecticut Train Stations
Hartford Connecticut Train Station in 1917. Find out more about Connecticut Train Stations
St Johnsville NY Train Station . Find out more about railroads in the Mohawk Valley of NY State
| See KC Jones BLOG about Railroad History
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