All about the PT Cruiser, the Mini Cooper, the Chevrolet HHR and other “Back to the Future” cars! |
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********** A New Hudson Bridge, Revived Beacon Line, HYPERLOOP and MoreThe 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 bridgeThe 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 ***********
AMTRAK’S SECRET BUSINESS Amtrak operates (or has operated) commuter trains for several local/regional transportation authorities, but they don’t publicize this at all. Find out more about this profitable operation in a time when Amtrak looses all kinds of money. **********
This was probably the all-time most famous trainAnother article you will enjoy is “Name Trains In The Empire Corridor”. ********** |
Railroads in New York State
Some interesting things about New York State Railroads, mostly New York Central Railroad
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The observation car inside Grand Central Terminal
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New York Guard casualities in World War I The Second Provisional Regiment guarded the Erie Canal, bridges, Niagara power houses and munition plants all upstate. These were the State active duty part of a NY Guard reserve force statewide of 15,000 during WWI replacing the National Guard when it was activated.
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These streamlined Hudsons hauled the 20th Century Limited before diesels
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CUOMO PROPOSES NEW NAME FOR STEWART
In the last few days, we have heard ALOT about Stewart International Airport. On Thursday, January 4, 2018 World’s biggest passenger jet forced to land at SWF New York airport because of blizzard.
The flight was one of dozens that were diverted as powerful winds and heavy snow closed runways at some of the busiest airports along the East Coast, including several international long-haul flights. The airport’s 11,800 foot runway can easily accommodate the large plane, and the airport even bills itself as an “efficient diversion airport” because the runway is so long.
Gov. Andrew Cuomo wants to expand and rebrand Stewart International Airport.
The governor wants the Port Authority of New York & New Jersey to spend $34 million to build a permanent U.S. Customs and Border Protection federal inspection station to allow the airport to expand its international service. Stewart currently flies to Norway, Ireland, Northern Ireland, and Scotland. The airport currently uses a temporary federal inspection station.
Now, New York Governor Cuomo also wants to rename the airport “New York International at Stewart Field.”
“By transforming Stewart Airport into a state-of-the-art transportation destination, we are providing an inviting gateway to the region and supercharging an economic engine for the entire Mid-Hudson Valley,” Governor Cuomo said. “This international transportation hub will provide a world-class passenger experience, attract new visitors and businesses and continue to move the Mid-Hudson Valley forward.”
Cuomo said the airport’s name does not tell travelers where the airport is geographically located.
On January 6, 2018 we published “HOW AIRPORTS CAN KEEP UP WITH THE FUTURE OF TRAVEL”
Stewart International Airport (SWF) is in the southern Hudson Valley, west of Newburgh, New York, approximately 60 miles (97 km) north of Manhattan. It is operated by the Port Authority Of New York & New Jersey (www.panynj.gov/airports/stewart.html). So it is not just another little airport. It is sometimes billed as New York City’s FOURTH AIRPORT. It has some of the longest runways in the New York area.
The sight of the giant plane, whose 262-foot wingspan is more than double that of a Boeing 737, was unusual for the airport, which is dwarfed by JFK in terms of passenger traffic. In 2016, about 137,000 passengers boarded at Stewart. At JFK, some 29 million passengers boarded, according to the Department of Transportation.
When the first UK tourists disembark at New York’s newest international airport last summer, they were be in for a shock. Stewart International is no bigger than a motorway service station. In fact, it’s probably smaller. And most of the time it’s deserted. Last Saturday afternoon (usually peak time for international travel), it was remarkably empty –and remarkably clean. Indeed, the bathrooms were cleaner than any I’ve seen at any airport.
But the airport’s advantage (being outside the congested airspace around Manhattan) is also its drawback. It is over 60 miles north of midtown Manhattan. And transport options will take a little while to catch up with the airport’s ambitions.
So our conclusion is that some better options than a motor coach (sometimes referred to as “a smelly old bus”) must surface. Yes, rail can be reached from Stewart: (1) shuttle bus across the Hudson River to nearby Beacon then Metro-North to either Penn Station or Grand Central; (2) shuttle to the Port Jervis Line and rail to New Jersey side of Hudson River; (3) Uber or LYFT. They get same killing traffic that busses get.
The obvious solution is to investigate HYPERLOOP. Specifically the “World leader” Virgin Hyperloop One
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Traveling in Europe? You will probably need to make a FERRY RESERVATION.
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Several TV shows have mentioned this car. Some believe it was President Truman’s private car, which even featured access for him to drive his private vehicle onto the car.
Now, there is no denying that the spur this car now sits on was used to ferry VIP’s such as Presidents Franklin Delano Roosevelt and Harry Truman. Some stories say the car that is currently sitting on this spur is equipped with light armor plating on the outside; detailed wheel suspensions under the car that would provide maximum comfort for the cars cargo; and markings indicating the car was once used by the U.S. military.
TRUTH IS there was no private car under Waldorf Astoria, there is a Pennsylvania RR baggage car there, that was part of old wreck train it has blocking, slings, jacks etc. It had MNCX reporting mark, but MNCX is not a militairy marking but only Metro North. It has a double door , but not big enough to put even a small car through.
The car in question is a former PRR class B60 standard steel heavyweight baggage car. It was never modified for use as anything else besides hauling bagge or storing supplies. The “light armor plating” is standard riveted steel construction. The “detailed suspension” are just plain old passenger trucks.
The sister car, also not part of presidential train is at Danbury railway museum and was part of Stamford Wire train as workshop. Same plating , same trucks , it just has roof walkway , removed on arrival at DRM.
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See Our Special Section on Social Media
See Our Logistics Section
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Big 4 Bridge: Jeffersonville to Louisville The Big Four Bridge fell into disuse after the Big Four Railroad’s parent company, the New York Central Railroad, was merged into the Penn Central in 1968. The Big Four Bridge’s former traffic was then routed over Louisville’s Fourteenth Street Bridge. By 1969 both approach spans had been removed and sold for scrap. As a result, the Big Four Bridge became the first Louisville bridge to fall out of use, and gained the nickname “Bridge That Goes Nowhere”.
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In 1966 REA Express was operating a system primarily engaged in the expeditious transportation of express packages, less-than-carlot, and carlot shipments requiring special handling. REA Express also provided a world-wide shipping service through contracts with air carriers, acted as an ocean freight forwarder to many countries of the world, and provided local truck express service in some large cities of the United States. A subsidiary company of REA Express leased truck trailers to railroads, forwarders, and shippers for the use in trailer-on-flat car service. Such miscellaneous services as pick-up-and-delivery services for railroads, custom brokerage on import traffic, sale of traveler’s checks and money orders, and collection of C. O. D. charges were also performed. REA Express conducted its business through 8,200 offices and used in its operations 137,000 miles of railroad, 132,000 miles of air lines, 79,000 miles of motor carrier lines, and 6,600 of water lines. The company employed 30,000 persons and operated a fleet of 12,000 trucks. The company handled some 66,000,000 shipment annually. (Association of American Railroads)
-with all those assets and experience, even though rail shipping was in decline, REA dominated the private package business. It was already into trucks, had name recognition, a customer base etc. -why did it finally fail? Why didn’t it follow the trends and morph into something successful like UPS and FED EX?
We have a lot of information on the Railway Express Agency, later known as REA Express and also have significant background information available that will help you understand why REA Express failed.
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Head End
Railway Express and Railway Post Office
On passenger trains, railroads operated lots of equipment other than sleepers, coaches, dining cars, etc. This equipment was generally called ‘head-end’ equipment, these ‘freight’ cars were at one time plentiful and highly profitable for the railroads. In the heyday of passenger service, these industries were a big part of the railroad’s operations, and got serious attention.
We have text and pictures not found elsewhere on the Web.
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Webb’s Wilderness Railroad opened up the Adirondack wilderness
New York Central tracks reached into the Adirondacks. One line even went across the Canadian border to Ottawa
All the Railroads of the Adirondacks The New York Central Railroad was important to the Adirondacks. Find out about what railroads ran through the Adirondacks. We have some great New York Central Railroad Pictures.too.
See More About Railroads in the Adirondacks
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George Alpert, last president of the New Haven He was president of the New Haven Railroad from 1956 to 1961 when the carrier went into bankruptcy. After he left the railroad, the Interstate Commerce Commission agreed with him that railroads like the New Haven must have federal subsidies to exist.
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Railroads on Cape Cod The railroad that operated to Cape Cod was part of the New York, New Haven & Hartford. It went all the way to Provincetown. Except for short lines and tourist railroads, there isn’t much left except a rich heritage.
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Castleton Cutoff and Hudson River Connecting Railroad In the 1920’s, one of the biggest projects of the NY Central of this era was the Castleton Cutoff which would replace the grades and drawbridge at Albany with a high-level river crossing several miles south of Albany. The Castleton Cutoff was not only a bridge (later named the A.H. Smith Memorial Bridge) but included the new yard at Selkirk which eventually replaced West Albany in importance. The bridge, and 28 miles of track owned by affiliate Hudson River Connecting Railroad, connected the Boston & Albany, Hudson Division and West Shore (River Division) with the Mohawk Division. The new yard at Selkirk had 250 miles of track connected by 430 switches and served by 2 roundhouses. Two bridges then served Albany. One bridge to the passenger station (now a bank computer center) lasted until the late 1960’s. The northern of the two bridges is the present Conrail bridge used mostly by Amtrak.
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Catskill Mountain Branch The Catskill Mountain Branch of the New York Central connected with the West Shore at Kingston, NY. It was once the Ulster & Delaware. See why the NY Central acquired the Ulster & Delaware. The Catskills are “snow country. See a story on snow plows on the branch and see our snow railroad pictures section.
Important to the Catskills and the railroad are the reservoirs which are the heart of the New York City water supply .
Milk and express were important on the branch. Learn more about head end equipment operated by the New York Central and see some great NY Central pictures.
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The Richfield Springs branch of the Delaware, Lackawanna & Western Railway extended through Bridgewater, where it connected with the Unadilla Valley Railroad, a shortline that served Edmeston and New Berlin to Richfield Springs on Canadarago Lake, once a rather fashionable resort. Here, from 1905 until 1940, the DL&W had a passenger and freight connection with the Southern New York Railway, an interurban to Oneonta. Milk and light freight were the chief sources of revenue on this branch. Delaware Otsego subsidiary Central New York Railroad acquired this branch from Richfield Jct. to Richfield Springs, 22 miles, in 1973. Enginehouse was at Richfield Springs. Became part of NYS&W northern division after NYS&W bought the DL&W Syracuse & Utica branches from Conrail in 1982. Traffic on line gradually dropped off. Line east from Bridgewater embargoed in 1990. Abandoned and track removed in 1995, westerly 2-3 miles left in place for stone trains. In 2009: This old railroad is now owned by the Utica, Chenango and Susquehanna Valley LLC in Richfield Springs. They also own the 1930 Newark Milk and Cream Company creamery in South Columbia.
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Connecticut Electric Railway Association / Connecticut Trolley Museum Located in East Windsor Connecticut. An Unofficial Site about this great tourist attraction.
The Trolley in Connecticut, All about the trolley and electric railroading in Connecticut. The Connecticut Company was the biggest and it was owned by the New Haven Railroad. Even today, there are two trolley museums.
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D&H No. 500 was built by Pullman in 1917 for D&H president L.F. Loree.
Industrial Development on the Delaware & Hudson Railroad. Coal was important on the D&H. Find out more about railroads and anthracite coal.
Working our way around the Delaware & Hudson, find out where D&H sales offices where located. Read about the Albany Main and Troy connections. Find out about the Ticonderoga Branch and the Schoharie County Railroad. .
See our WebSite on the Delaware & Hudson Railway
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The Elgin, Joliet & Eastern Railway officially ceased to exist January 31st, 2009, at 11:59 PM. At midnight, February 1st, the line became Canadian National property. Over 120 years of history went out with a whisper. There were no special trains or ceremonies… Just business as usual.
Under the agreement, U. S. Steel’s Transtar subsidiary will retain railroad assets, equipment, and employees that support the Gary Works site in Northwest Indiana and the steelmaking operations of U. S. Steel. Transtar’s remaining operations will become the Gary Railway. .
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John W. Barriger was an outstanding railroad manager; a real live railfan; an advocate of super railroads; and a railroad historian.
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My last ride on the JFK Express subway in April 1990. Includes the experience of a cab ride from Howard Beach to the new station at Queensbridge.
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Lehigh Valley Railroad was proud of its New York City building.
The Lehigh Valley Railroad Chartered in 1853, the Lehigh Valley opened from Easton PA to Mouch Chunk (since renamed Jim Thorpe) by 1855. It had begun in 1846 as the Delaware, Lehigh, Schuylkill & Susquehanna Railroad. Nothing was done until 1851 when financing was secured from Asa Packer. The idea had been to break a canal monopoly on anthracite held by the Lehigh Coal & Navigation Company.
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Signal Stations on the New Haven Railroad
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New Jersey Junction Railroad The New Jersey Junction Railroad owned a railroad, connecting the CSX River Division (former West Shore Railroad) with the trunk lines terminating at and near Jersey City, extending from Weehawken to a junction with the former Pennsylvania Railroad at Jersey City, and a branch to a junction with same road near Harsimus Cove.
Railroads to Newport Newport, Rhode Island is located on Aquidneck Island. The Old Colony & Newport Railway was chartered in 1863 as that islands answer to a demand for a rail connection with the rest of the country. Today, a tourist line and a dinner train survive.
Not So Long Ago: Amazing tidbits from railroading magazines of the 1940’s
Not so Long Ago: Some tidbits from railroading magazines of the 1940’s which seem so strange and out-of-place now. Also a fictional plan for mass transit in the Albany, New York area.
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The Southern New York Railway and other Railroads in Oneonta
Interurban electric between Oneonta and Mohawk Valley. Railroad connections in Oneonta with the New York Central and the Delaware and Hudson.
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Robert Young and the New York Central Railroad
Delaware & Hudson owned a large block of New York Central stock. Cross country Pullmans. Daniel A .Masters story on Robert Young. Alfred Perlman.Al Perlman kills steam. Harold Vanderbilt/
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Cos Cob Bridge
Shoreline Bridges of the New Haven Railroad in Connecticut
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The Warwick Valley and Other Railroads West of the Hudson, New Jersey’s Answer To Tehachapi. Route that the Sealand container trains take from Buffalo to New York. I’ve got an old stock certificate from the Warwick Valley Rail Road Company which became the Lehigh & Hudson River RR. The L&NE carried both anthracite and cement; but declines in the traffic caused the parent Lehigh Coal and Navigation Company to abandon the still-solvent road in 1960.
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Aeriel view of the Benton Harbor bridge.It is now open for a gravel boat.
Benton Harbor: Once a Rail Center
You will enjoy Maurice Lewman recollections about Benton Harbor railroads. Current CSX line through Benton Harbor and St Joseph. Was Pere Marquette before CSX.
The Michigan Central had a branch line into St. Joseph from South Bend. The branch crossed the MC’s main line at Galien. In 1889 the Indiana and Lake Michigan Railway Company built a railroad from South Bend to St Joseph. Baroda was one of several communities established along the railroad track. In 1901, the MC built a short branch line called the Benton Harbor extension from St.Joseph into Benton Harbor. This extension crossed the river on its own bridge. Abandoned 1958.
The Big 4 Railroad, later New York Central had a branch from South Bend through Niles to Benton Harbor. Other towns served were Eau Clair and Sodus. In 1980, Conrail abandoned the Benton Harbor branch, north from Niles.
Conclusion: too many railroads in Benton Harbor – St Joseph.
About the work; leaving Benton Harbor at Napier Ave. there were many car loads of manure for the fruit farmers. Also cars of lumber and gons of wire. This was done coming north. Also leaving Benton Harbor you had from 25-40 cars of washing machines 6 nights a week (Whirlpool). After, 1954-55 steel and supplies into Clark Equipment and finished tractors out. At the end of the month they really shipped. Cold Storage shipped well until cold weather. At Sodus the fruit plant during season plus in the early years a coal yard and another industry. At Eau Claire 2 fruit plants, elevator and lumber yard. At the south side of town an industry from Berrien Center unloaded 7-8 car loads of lumber a week. Eau Claire was also a block station until the late 50’s. Berrien Springs 3-4 cars a month. A normal train in the summer 35-55 cars both directions. During the fruit season they would run 1 or 2 solid fruit extras a week BH-NILES. This was extra work and went to Michigan Central crews.
South Bend, Niles, Benton Harbor was BIG 4 up from Anderson, Indiana. Check out an old NYC or Big 4 map. Conrail was still in Benton Harbor in 78 and 79. Their yard slid right up beside the C&O along the river. They also had trackage rights on C&O over the bridge into St. Joe where they had some trackage too. They had a swing bridge themselves somewhere in St. Joe. Found this in the 62 and 65 NYC timetables. When Whirlpool had their plant in Benton Harbor they gave cars to C&O and NYC. You can still see NYC tracks in the CSX yard and in the street down towards the cement silos just below the CSX swing bridge. The old crossbuck railroad crossing sign in St. Joe on the riverfront, under the CSX bridge is also NYC origin.
New York Central had a bit of the old Michigan Central line in Benton Harbor that went south through Galien to South Bend. A stub of the Pere Marquette branch down to Buchanon lasted until the 70s or so in Benton Harbor too. It crossed over the Big Four on a bridge south of town.
Railroading to Benton Harbor in the winter was a bear. The way the track was laid the drifts would be from 3 to 8 ft. deep. The train would come uncoupled because the plow had not been run and the snow lifted pin levers. As long as there were walkways on top of the cars the brakemen would walk the top of the cars and couple the train. After they took the walkways off you could not recouple the train. From then on if they had a deep snow storm they ran the plow. The wind and snow drifted back in a cut south of Eau Claire. One train had 3 units and 27 cars and was stuck in that drift and could not move. Two units came to pull them out but the train would not move. The two units had to take the 27 cars back to Niles, come back, couple on to the 3 units and still would not move. They brought in the section men and they had to dig the units out.
Note- The employees always referred to the branch as the “Big Four.”
Note- Employee timetables still carried the MCRR name on the cover until around 1951. No. 33 of April 29, 1951 carried the NYC Railroad Co. name on the cover.
Here is a link to a 1928 NYC Lines timetable.
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Beacon, New York Station Over The Years
TOP LEFT:
Beacon station in 1915
The CNE tracks and platform are completed.
Beacon Historical Society collection, courtesy of Bernie Rudberg
The new station complex looks to be completed but there are no people in the picture.
Bottom Left:
Beacon station in the 1980’s
Jim Moseman collection
In this photo there is no sign of the stations and platforms built in 1915. In the background is the outline of the Beacon Newburgh bridge which drove the ferry out of business in 1963.
Right:
Beacon station today.
B Rudberg photo
In 2005 the passenger ferry service has been revived and seems to be doing well with commuters who take the Metro North trains to New York City.
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Hyde Park, New York Railroad Station in the Hudson Valley.
Hyde Park was the home of President Franklin D. Roosevelt. Find out more about trains run for Presidents of the United States.
A post card from our collection.
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A New Hudson Bridge, Revived Beacon Line, HYPERLOOP and More
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!
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A great, great WebSite about HUDSON VALLEY RAILROADS
No, it is not ours! It is very comprehensive and professional.
http://www.hudsonrivervalley.org/library/pdfs/Railroads.pdf
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:
https://penneyandkc.wordpress.com/new-york-state-railroads-and-ny-central-railroad/
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Important Link: “What Railroads Connected At Maybrook?“
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Penney Vanderbilt and KC Jones: All About Railroads 
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