Here’s a drawing of one of my favorites: A “P Motor”
Art work by Stacy Kinlock Sewell
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).
The station consisted of 6 thru tracks and towers at each end. The Central had at least one switcher assigned here.
A Couple of New York Central Videos Sent to us by Wayne Koch
What Made Up the New York Central System?
The New York Central and Hudson River Railroad
Boston & Albany Railroad
Canadian Southern Railway
Cleveland, Cincinnati, Chicago and St. Louis Railway (Big Four)
Chicago River & Indiana Railroad
includes Indiana Harbor Belt
Lake Erie and Western Railroad
Lake Shore and Michigan Southern Railway
Michigan Central Railroad
Peoria and Eastern Railway (P&E) Company
Pittsburg & Lake Erie Railroad
Toronto, Hamilton & Buffalo Railway (73% NYC owned)
Joint with Canadian Pacific Railway
West Shore Railroad
including the New Jersey Junction Railroad
Amsterdam, Chuctanunda and Northern Railroad
Niagara River Bridge Company
Dayton Union Railway
Niagara Junction Railway
Central Indiana Railway
New York Central’s Fall Brook Subdivision
Indianapolis Union Railway
ALCO PA and PB at Beacon.
Beacon Historical Society collection, courtesy of Bernie Rudberg
A New York Central ALCO PA and PB are charging past Beacon on the way north and west. The National Biscuit Company building at left was the carton printing plant for Nabisco products. That building today is a museum of modern art in Beacon. The tracks at right were the
CNE and New Haven which crossed over the NYC main on a bridge to Fishkill and the Maybrook line connection at Hopewell Junction. These tracks are still in use by MTA Metro North and AMTRAK.
New York Central Niagara pulling a passenger train.
Beacon Historical Society collection, courtesy of Bernie Rudberg
This train is southbound at Beacon. You can see the road bridge over the tracks in the background. At left is the former NY&NE ferry yard that later was occupied by the CNE and the New Haven.
Manhattan circa 1904. “Brooklyn Bridge and East River, New York.” With the Williamsburg Bridge in the distance. 8×10 inch glass negative.
Good Ship 466 See this 1/10 scale Navy destroyer on wheels used for parades. Why the “466”? That is the address of the New York Central in New York City: 466 Lexington Avenue. (Photo clipped from a 1950 New York Central Headlight)
Picture at left is Ken Knapp enjoying the Hudson River near Tarrytown, New York. He was a former Paymaster of the New York Central.
He started with the railroad when the employees were paid in cash and a pay car visited all the Central’s locations. He worked with William Ingraham, John L. Burdett. and Hy Taylor.
He moved to Albany for one year, but the station did not have adequate room for the payroll department, so he went to Utica for the rest of his career. When the railroad began paying by check instead of cash, he oversaw the first computer bought by the New York Central. It took up almost a whole floor in Utica’s Union Station.
A feature article on his career and his retirement appeared in the July/August issue of HEADLIGHT – the New York Central magazine. I remember meeting Norman Stone, the editor of the magazine, when the article was written. He even included a picture of my dog (with my grandfather).
In his 47-year career, he worked many years on a pay car. These cars lasted through the 1920’s. At one time, the Central had five pay cars on the road. Each car had two payroll clerks and a railroad police detective. A typical car had an office, berths, a stateroom and facilities for meal preparation. Several times the pay car had several million dollars on board in a safe and in “strong boxes” hidden under the berths (but still only one detective). During World War I when the railroads were nationalized, the pay cars were under control of the Secretary of the Treasury, William McAdoo. In this period, payroll for other railroads were sometimes carried: for instance, Delaware & Hudson payroll was carried from the Federal Reserve Bank of New York to Albany (other times this was sent in leather pouches by registered mail… I still have some of the mail tags addressed to New York State Bank).
He was born in 1890 and died in 1974.
This tag was on canvas money bags which were shipped from the Federal Reserve Bank of New York in the Equitable Building to the New York State National Bank in Albany, New York. This money was destined for the account of the New York Central Rail Road.
This package cost two 20-cent stamps to ship! It was sent “insured mail”, which “by direction of the post office department these articles are handled and accorded the same treatment as registered mail.”
New York Central Motive Power
Here are some good sources on the motive power of the New York Central System:
New York Central Diesel Roster. Box cabs and beyond!
New York Central Motive Power
First Generation Diesel Power 1945-1957
PDF images of NYC classification and dimensions books
John Stewart’s Rome, Watertown and Ogdensburg Railroad
Railroad and Adirondack art of Robert B. Partridge
Fitz’s New Railfan Page
The Central New York Model Railroad Club
The Model Railroad Club of Buffalo
The Canadian Southern Railway
The Fort Wayne Railfan
Saint Joe Valley Model Railroad Club
NJ, NY & CT Railroad Page
Central Indiana Railroad Information Network
The New York Railroad Enthusiasts
Tom’s Site about South Bend, Indiana
Chip Syme’s Railroad Page
Lake Shore Railway Historical Society
New York Central Photographic Roster
“Big Train” Video
About the Central from Southern New York Railway
New York Central Float Operations
This picture from the Danbury Rail Museum
shows “GCT 1“, a wrecking crane that ran inside
New York’s Grand Central Terminal.
The Louisville and Jeffersonville Bridge & Railroad Company was formed in 1887 to construct the bridge. Construction began in 1888 and after the loss of 37 lives building it the bridge opened in 1895. Company had several USRA 0-8-0’s, lettered for L&JB&RR, but supplied by NYC or Big Four. Due to the increasing weight of the rail traffic, contracts were finalized in June 1928 to build a bigger bridge. The bridge fell into disuse after the Big Four Railroad’s parent company, New York Central Railroad, was merged into Penn Central in 1968.
Cleveland, Cincinnati, Chicago and St. Louis Railroad (Big 4)
* Cairo, Vincennes and Chicago Railway
Cairo and Vincennes Railroad
* Central Railroad of Indianapolis
* Central Union Depot and Railway Company of Cincinnati
* Chicago, Indianapolis and St. Louis Short Line Railway
* Cincinnati and Michigan Railroad
* Cincinnati and Southern Ohio River Railway
* Cincinnati and Springfield Railway
* Cincinnati Northern Railroad
Cincinnati, Jackson and Mackinaw Railway
Cincinnati, Van Wert and Michigan Railroad
Celina, Van Wert and State Line
Columbus and Northwestern Railway
Michigan and Ohio Railroad
Allegan and Southeastern Railroad
* Cincinnati, Hamilton, Middletown and Toledo
* Cincinnati, Indianapolis, St. Louis and Chicago Railway
* Cincinnati, Sandusky and Cleveland Railroad
Cincinnati, Dayton and Eastern Railroad
* Cincinnati, Wabash and Michigan Railway
Cincinnati, Wabash and Michigan Railroad
* Cleveland, Columbus, Cincinnati and Indianapolis Railway
Bellefontaine and Indiana Railroad
Cleveland, Columbus and Cincinnati Railroad
Cleveland, Columbus and Cincinnati Railway
* Cleveland, Indianapolis, St. Louis and Chicago Railway
* Columbus, Hope and Greensburg Railroad
* Columbus, Indianapolis and Western
* Columbus, Springfield and Cincinnati Railroad
* Mount Gilead Short Line Railway
Mount Gilead Short Line Railroad
The Louisville and Jeffersonville Bridge & Railroad Company
MICHIGAN SOUTHERN AND NORTHERN INDIANA RAILROAD COMPANY
LAKE SHORE RAILWAY COMPANY
BUFFALO AND ERIE RAILROAD COMPANY
DETROIT MONROE AND TOLEDO RAILROAD COMPANY
KALAMAZOO AND WHITE PIGEON RAILROAD COMPANY
KALAMAZOO ALLEGAN AND GRAND RAPIDS RAILROAD COMPANY
NORTHERN CENTRAL MICHIGAN RAILROAD COMPANY
MAHONING COAL RAILROAD COMPANY
DETROIT HILLSDALE AND SOUTHWESTERN RAILROAD COMPANY
FORT WAYNE AND JACKSON RAILROAD COMPANY
DETROIT AND CHICAGO RAILROAD COMPANY
STURGIS GOSHEN AND ST LOUIS RAILWAY COMPANY
BATTLE CREEK AND STURGIS RAILWAY COMPANY
SILVER CREEK AND DUNKIRK RAILWAY COMPANY
ELKHART AND WESTERN RAILROAD COMPANY
DETROIT TOLEDO AND MILWAUKEE RAILROAD COMPANY
LAKE ERIE ALLIANCE AND WHEELING RAILROAD COMPANY
SWAN CREEK RAILWAY COMPANY
JAMESTOWN FRANKLIN AND CLEARFIELD RAILROAD COMPANY
CLEVELAND SHORT LINE RAILWAY COMPANY
LAKE ERIE AND PITTSBURG RAILWAY COMPANY
The Maybrook Line was a line of the New York, New Haven and Hartford Railroad which connected with its Waterbury Branch in Derby, Connecticut, and its Maybrook Yard in Maybrook, New York, where it interchanged with other carriers.
If one looks at the most popular Pages on our WebSite, over half directly reference the Maybrook Line. Lot’s of folks have an interest in it. The “Maybrook Line” was important to New England before the advent of Penn Central and before the Poughkeepsie Bridge burned. This piece of the railroad carried freight from Maybrook Yard, across the Poughkeepsie Bridge to Hopewell Junction where it joined a line from Beacon. The railroad then went to Brewster, then Danbury, and finally to Cedar Hill Yard in New Haven.
WHY and How To Fix The “MAYBROOK LINE”?
Container port/intermodal facility/rail bridge
The construction of a railroad bridge between New Hamburg and Marlboro is likely the least expensive place to build a Hudson River crossing between Manhattan and Albany. The stone for ramps, sand and gravel for concrete and a steel beam assembly and storage area would be right on sight. All materials and equipment could be transported by barge or boat. The bridge itself would have only four or five piers (the most costly part to build) since the Hudson River is about the same width as it is in Poughkeepsie.
The Hudson River component connects Dutchess, Ulster and Orange counties to the world economy (finished goods, spare parts, components parts, raw materials, food stuffs) and the railroad and interstate road components connect these NY counties to the rest of North America (US, Mexico, Canada).
With the container port/intermodal facility/rail bridge, the flow in and out of raw materials, spare parts, partially finished goods, foodstuffs and components will allow for new industries and businesses to locate near this facility and add to the tax base of these three NY counties: Dutchess, Ulster and Orange counties.
Although the Dutchess County Airport is a tiny regional airport with a 5,000 foot runway, it has some big potential. The airport land extends a mile Northeast of the present runway end at New Hackensack Road and borders on the former New Haven Maybrook Line/Dutchess Rail Trail. As the NY Air National Guard gets crowded out by international air traffic at Stewart International Airport their operation could be moved over to Dutchess Airport without disrupting the lives of the guard members and their families through forced relocation.
Beacon itself is exploding with “developer” activity, and it needs a trolley or light rail for the city only to transform back into a pedestrian oriented city.
Other activities include: Solidization of rail links in Connecticut to handle increased traffic; a possible HYPERLINK for improved service along the Beacon Line and in/out of New York City
Now you are going to ask. What does the New York City Metropolitan Transportation Authority have to do with the “BEACON LINE”? IT OWNS IT! Must realize that NYCMTA is a “regional” organization. With all that went on with Penn-Central and CONRAIL somebody had to own it!
So what would a “revised” rail line look like?
To begin with, the line from Maybrook to the Hudson River is gone. Railroads that previously entered Maybrook can reach the Hudson River and head up the old West Shore to the proposed bridge at New Hamburg. But the old Poughkeepsie Bridge is no longer in service, as well as the tracks to Hopewell Junction. At Marlboro, trains would take the old New York Central Hudson Division to Beacon, New York. Yes, with both Metro North and Amtrak using the Hudson Line, it may require an additional track.
From Beacon trains would travel the Beacon Line over the Housatonic Railroad to Derby-Shelton, Connecticut. Trains would go to Cedar Hill Yard. Some traffic may go to Long Island. With traffic revitalized, other trains will even go to Waterbury!
A great, great WebSite about HUDSON VALLEY RAILROADS
No, it is not ours! It is very comprehensive and professional.
It is written by professionals, not railfans. Lots of really neat stories about the old railroads. Lots of great links too!
All about the Walkway Over The Hudson (old bridge from Maybrook to Beacon)
All about Metro-North Railroad
From their biblioraphy:
“New York Central Railroad and New York State Railroads.” GOURMET MOIST / Kingly Heirs. Web. 13 Oct. 2010. . This website talks about the different railroads that eventually merged to form the New York Central Railroad. It also discusses where the railroads runs to and from.”
Since 2010, it has become a part of our WebSite:
Important Link: “What Railroads Connected At Maybrook?“
Old and Refurbished Station For Schenectady Electric Railway
Courtesy of Gino’s Rail Blog