The New York Central Railroad (reporting sign NYC ) is a railroad operating in the Northeastern United States. Headquartered in New York City, trains serve most of the Northeast, including extensive trails in the states of New York, Pennsylvania, Ohio, Michigan, Indiana, Illinois, Massachusetts and West Virginia plus additional tracking in the Canadian provinces of Ontario and Quebec.
The railway line mainly connects New York and greater Boston in the east with Chicago and St. Louis. Louis in the midwest along with Albany's middle cities, Buffalo, Cleveland, Cincinnati, and Detroit. The NYC Grand Central Terminal in New York City is one of the most recognizable landmarks that still exists.
In 1968 NYC joined its former rival, Pennsylvania Railroad, to form Penn Central (New York, New Haven and Hartford Railroad merged in 1969). The company went bankrupt in 1970 and was taken over by the federal government and joined Conrail in 1976. Conrail was dismissed in 1998, and part of the system was transferred to New York Central Lines LLC, a newly rented subsidiary and eventually absorbed by CSX and Norfolk Southern. The lines of these companies include the original mainline of New York Central, but outside the region include lines that were never part of the New York Central system. CSX was able to take on one of the most important lines in the country, stretching from New York City and Boston to Cleveland, Ohio, as part of the Water Level Route, while Norfolk Southern reached Cleveland, Ohio to Chicago, Illinois from a line called the Chicago line.
By the end of 1925, NYC operated 11,584 miles (18,643 km) of roads and 26,395 miles (42,479 km) off the track; by the end of 1967 the mileage was 9,696 miles (15,604 km) and 18,454 miles (29,699 km).
Video New York Central Railroad
Histori
Pra-New York Central: 1826-1853
The railway was formed in 1853 through consolidation of previous independent companies between Albany and Buffalo:
The Mohawk and Hudson Railroad is the oldest segment of the NYC merger and is the first permanent railway in New York state and one of the first railways in the United States. It was leased in 1826 to connect the Mohawk River in Schenectady to the Hudson River in Albany, providing a means for delivery and especially passengers to avoid the vast and time-consuming keys on the Erie Canal between Schenectady and Albany. Mohawk and Hudson opened on September 24, 1831, and renamed the Albany and Schenectady Railroad on April 19, 1847.
The Utica and Schenectady Railroad had been rented on April 29, 1833; because a train parallel to the Erie Canal is prohibited from carrying goods. The revenue service began Aug. 2, 1836, extending the Albany line and Schenectady Railroad west from Schenectady along the north side of the Mohawk River, across from the Erie Canal, to Utica. On May 7, 1844, the railway was authorized to carry goods with some restrictions, and on May 12, 1847 the ban was entirely imposed, but the company still had to pay the equivalent of a toll channel to the country.
The Syracuse and Utica Railroad chartered May 1, 1836, and equally had to pay the state for each item transferred from the canal. The full line opened July 3, 1839, extending the line further to Syracuse via Rome (and later to Auburn via the opened Auburn and Syracuse Railroad). This line is not direct, going out of its way to stay near the Erie Canal and serve Rome, and so Syracuse and Utica Direct Railroad have chartered January 26, 1853. No path was ever built, though later the Western Railway, acquired by NYC in 1885 , serves the same purpose.
The Auburn and Syracuse Railroad were rented May 1, 1834, and opened mostly in 1838, the remaining 4 miles (6.4 km) opened on June 4, 1839. A month later, with the opening of Syracuse and Utica Railroad, it forms a complete line from western Albany via Syracuse to Auburn, about halfway to Geneva. The Auburn and Rochester Railroad were hired May 13, 1836, as a further extension through Geneva and Canandaigua to Rochester, which opened on 4 November 1841. The two lines merged on August 1, 1850, to form the more indirect Rochester and Syracuse Railroad (later known as the Auburn Road). To fix it, the Rochester and Syracuse Direct Trains were hired and soon merged into Rochester and Syracuse Railroad on August 6, 1850. The line opened June 1, 1853, running much more directly between the two towns, roughly parallel to Erie. Channels.
The Tonawanda Railroad , west of Rochester, was hired April 24, 1832 to build from the city to Attica. The first part, from Rochester southwest to Batavia, opened May 5, 1837, and the rest of the line to Attica opened on 8 January 1843. Attica and Buffalo Railroad hired in 1836 and opened on November 24, 1842, ran away from Buffalo. east to Attica. When Auburn and the Rochester Railroad opened in 1841, there was no connection in Rochester to the Tonawanda Railroad, but with the exception of it there is now a railway line between Buffalo and Albany. On March 19, 1844, the Tonawanda Train was authorized to establish connections, and it was opened later that year. The Albany and Schenectady Railroad purchased all luggage, letters and emigrant cars from other railroads between Albany and Buffalo on February 17, 1848, and began operating through cars.
On December 7, 1850, the Tonawanda and Attica Trains and the Buffalo Railway merged to form the Buffalo and Rochester Railroad . A new direct line opened from eastern Buffalo to Batavia on April 26, 1852, and the old line between Depew (eastern Buffalo) and Attica was sold to Buffalo and New York City Railroad on 1 November. The line was added to the New York and Erie Railroad System and converted to Erie 6Ã, ft ( 1,829Ã,mm ).
The Schenectady and Troy Railroad were rented in 1836 and opened in 1842, providing another route between Hudson River and Schenectady, with the Hudson River terminal in Troy.
Lockport and Niagara Falls Railroad were originally entered 24 April 1834 to run from Lockport on the western Erie Canal to Niagara Falls; the line opened in 1838 and was sold June 2, 1850. On December 14, 1850, it was rearranged as Rochester, Lockport and Niagara Falls Railroad , and the east extension to Rochester opened on 1 July, 1852. The railway line was consolidated to the New York Central Railroad under the action of 1853. Some of the current tracks are operated as the Falls Road Railroad.
The Buffalo and Lockport Railroad was rented on April 27, 1852, to build branches from Rochester, Lockport and Niagara Falls from Lockport to Buffalo. It opened in 1854, walking from Lockport to Tonawanda, where it joined the Buffalo and Niagara Falls Railroad, opened in 1837, for the rest of the trip to Buffalo.
In addition to Syracuse and Utica Direct Railroad, another unmanned company, Mohawk Valley Railroad, was leased on 21 January 1851, and reorganized on December 28, 1852, to build a railroad on the south side. The Mohawk River from Schenectady to Utica, next to the Erie Canal and across from Utica and Schenectady. The West Shore Railroad was then built at that location.
1853 Company Formation
The Albany industrialist and owner of the Mohawk Valley Railroad, Erastus Corning, managed to unite the railroad into one system, and on March 17, 1853 the executives and shareholders of each company agreed to join. The merger was approved by the state legislature on April 2, and on May 17, 1853 the New York Central Railroad was formed. The previously independent company consolidated, including the main line from Albany to Buffalo, to create a more efficient regional system:
- Albany and Schenectady Railroad
- Utica and Schenectady Railroad
- Syracuse and Utica Railroad
- Rochester and Syracuse Railroad
- Buffalo and Rochester Railroad
- Rochester and Syracuse Railroad also have an old juxtaposition through Auburn, Geneva, and Canandaigua, known as "Auburn Road". Buffalo and Rochester include branches from Batavia to Attica, part of the main line until 1852. Also included in the merger are three other railroad lines:
- Schenectady and Troy Railroad, a branch from Schenectady east to Troy
- Rochester, Lockport, and Niagara Falls Railroad, the main branch of western Rochester to Niagara Falls
- Buffalo and Lockport Train, branches from Rochester, Lockport, and Niagara Falls in Lockport south to Buffalo via trackage rights at Buffalo and Niagara Falls Railroad from Tonawanda
- And two that have not built a path, and will never:
- Mohawk Valley Railroad
- Syracuse and Utica Direct Railroad
Soon Buffalo and State Line Railroad and Erie and North East Railroad converted into 4Ã, ftÃ, 8 1 / 2 in ( 1,435 mm ) standard size from 6Ã, ft ( 1,829Ã,mm ) measure area and connect directly with NYC in Buffalo, providing via route to Erie, Pennsylvania. Erastus Corning years: 1853-1867
Erastus Corning years: 1853-1867
Rochester and Lake Ontario Railroad were organized in 1852 and opened in Autumn 1853; it was leased to Rochester, Lockport and Niagara Falls Railroad, which became part of NYC, before it opened. In 1855 it merged into NYC, providing a branch from Rochester north to Charlotte on Lake Ontario.
The Buffalo and Niagara Falls Railroad were also incorporated into NYC in 1855. It was rented in 1834 and opened in 1837, providing a line between Buffalo and Niagara Falls. It was rented to NYC in 1853.
Also in 1855 came the merger with Lewiston Railroad, walking from Niagara Falls north to Lewiston. It was leased in 1836 and opened in 1837 without connections to other railroad tracks. In 1854, the southern extension opened to the Buffalo and Niagara Falls Railroad and the lane was leased to NYC.
The Canandaigua and Niagara Falls Railroad were rented in 1851. The first stage opened in 1853 from Canandaigua on Auburn Road west to Batavia on the main line. A western continuation to North Tonawanda opened later that year, and in 1854 a section opened at Niagara Falls linking it to the Niagara Falls Suspension Bridge. NYC bought the company in bankruptcy in 1858 and reorganized as the Niagara Bridge and Canandaigua Railroad, incorporating it into itself in 1890.
The Saratoga and Hudson River Railroad was inaugurated in 1864 and opened in 1866 as a branch of NYC from Athens Junction, southeast of Schenectady, southeast and south to Athens on the west side of the Hudson River. On September 9, 1867, the company was merged into NYC, but in 1867, the terminal in Athens burned down and the line was abandoned.
Hudson River Railroad
- See the West Side Line for details on sections in Manhattan and Hudson Line for Metro-North Railroad operations south of Poughkeepsie.
The Troy and the Greenbush Railroad were rented in 1845 and opened later that year, connecting south Troy to Greenbush (now Rensselaer) on the east side of the Hudson River. The Hudson River Railroad was rented 12 May 1846, to extend this line south to New York City; full line opened October 3, 1851. Before completion, on June 1, the Hudson River rents Troy and Greenbush.
Cornelius Vanderbilt acquired control of the Hudson River Railroad in 1864, soon after he bought the parallel New York and Harlem Railroad.
Along the lines of the Hudson River Railroad, the High Line was built in 1934 in New York City as an elevated bypass onto the road that runs on Tenth Ave. The section elevated since abandoned, and the tunnel north of St 36th, opened in 1937, is used only by the Amtrak train to New York Penn Station (all other trains use Spuyten Duyvil and Port Morris Railroad to reach Harlem Line). The surviving part of the High Line in the Chelsea section of Manhattan has recently opened as a linear park, High Line Park.
Vanderbilt Year: 1867-1954
In 1867 Vanderbilt gained control of Albany to Buffalo run NYC, with the help of maneuvers linked to the Hudson River Bridge in Albany. On 1 November 1869 he combined NYC with the Hudson River Railroad to the New York Central and Hudson River Railroad . It extends the system to the south from Albany along the east bank of the Hudson River to New York City, with Troy and the Greenbush Railroad running from northern Albany to Troy.
Other Vanderbilt trails are operated as part of NYC; these include New York and Harlem Railroad, Lake Shore and Michigan Southern Railway, Canada Southern Railway and Michigan Central Railroad.
Spuyten Duyvil and Port Morris Railroad were rented in 1869 and opened in 1871, providing a route on the north side of the Harlem River for trains along the Hudson River to the southeast to New York and Harlem Railroad to Grand Central Terminal or to transport facilities in Port Morris. From the opening it was rented by NYC.
The Geneva and Lyons Railways were held in 1877 and opened in 1878, hired by NYC from the opening. It is a north-south connection between Syracuse and Rochester, walking from the main line in Lyons south to Auburn Road in Geneva. It was merged into NYC in 1890.
In 1885, New York, the West Shore and Buffalo Railway, potential competitors with trackage rights along the west coast of the Hudson River, were taken over by NYC as West Shore Railroad, and developed passenger, haulage and car buoy operations. in Weehawken Terminal. NYC took control of Pittsburgh and Lake Erie and Boston and the Albany Railroads in 1887 and 1900, respectively, with both roads remaining as subsidiaries operating independently. In 1914 the name was changed again, forming the modern New York Central Railroad .
Cleveland, Cincinnati, Chicago and St. Louis, also known as the Big Four , was formed on 30 June 1889 by the merger of Cleveland, Columbus, Cincinnati and Indianapolis Railway, Cincinnati, Indianapolis, St. Louis. Louis and the Chicago Railway as well as the Indianapolis and St. Louis. The following year, the company mastered Indiana Indiana Bloomington and Western Railway. In 1906, the Big Four was itself acquired by the New York Central Railroad.
The general level topography of the NYC system has a different character from the winding mountain terrain, the Pennsylvania Railroad. Most of the main routes, including New York to Chicago, follow the river and have no significant value other than West Albany Hill. This greatly affects the line, from advertising to locomotive design, built around its flagship New York-Chicago Water Level Route .
Steam locomotives from NYC are optimized for speed on the flat path of the main line, rather than dragging a slow mountain. Famous locomotives of the system include the famous 4-6-4 Hudsons, especially 1937-38 J-3a; 4-8-2 World War II era L-3 and L-4 Mohawks; and Sagar class after Niagaras war: 4-8-4 fast locomotives are often regarded as the epitome of their breeds by steam locomotive fans.
Despite having some of the most modern steam locomotives anywhere, the difficult financial position of NYC has turned it into a more economically viable diesel-electric power. All the eastern lines of Cleveland, Ohio were solar on August 7, 1953. Niagaras all retired in 1956. In 1957, class H7e 2-8-2 Steam locomotive type Mikado # 1977 was reported to have been the last steam locomotive for retirement. from the service on the train. But the economy of the northeastern railways is so bad that even this switch can not change things for the better.
Bypasses
A number of bypass and cutoffs are built around dense areas.
The buffalo belt line The Junction Railroad opened in 1871, providing Buffalo, New York, to the northeast shortcuts, as well as a loop route for passenger trains through the city center. The West Shore Railroad, obtained in 1885, provides a shortcut around Rochester, New York. The Gardenville Cutoff terminal, allowing via traffic to pass through Buffalo to the southeast, opened in 1898.
The Schenectady Detour consists of two connections to the West Shore Railroad, allowing by train to cut the steep grades in Schenectady, New York. The full project was opened in 1902. The Cleveland Short Line Railway builds the Cleveland, Ohio, bypass in 1912. In 1924, the Alfred H. Smith Memorial Bridge was built as part of the Hudson River Railing Castleton Cut-Off, a 27th Shortcut , 5 miles from the crowded West Albany terminal and West Albany Hill.
An unrelated rearrangement was made in 1910 in Rome, when the Erie Channel was reorganized and expanded in a new direction south of central Rome. The main line of NYC shifts south from downtown to the southern edge of the new canal. A bridge was built in the southeastern center of the city, roughly where the old main line crossed the canal path, to keep access from the southeast. To the west of the city center, the old mainline is abandoned, but a new railway line is built, walking north from the main line of NYC to the former NYC Rome, Watertown and Ogdensburg Trains, enabling all of NYC through the traffic to pass through Rome.
Train
During the two thirds of the 20th century, New York Central has some of the most famous trains in the United States. Its <20th Century Limited , started in 1902, ran from Grand Central Terminal in New York to LaSalle Street Station Chicago and the most famous train, known for its red carpet care and first class service. In the mid-1930s many railway companies introduced streamliner locomotives; until New York Central introduced Commodore Vanderbilt all of it was diesel-electric. The Vanderbilt uses a more common steam engine. The Century , which follows the Water Level Route , can complete the 960 mile journey in 16 hours after the June 15, 1938 setting (and do so in 15½ hours for short periods after World War II). Also notable is Empire State Express via northern New York to Buffalo and Cleveland, and Ohio State Limited from New York to Cincinnati. NYC also provided Rexall Train of 1936, which toured 47 states to promote the chain of Rexall drugstores.
Famous train in New York Central:
New York to Chicago
- 20th Century Limited : New York to Chicago (limited stop) via Water Level Route 1902-1967
- Commodore Vanderbilt : New York-Chicago (some stops again) via the Water Level Route
- Lake Shore Limited : New York-Chicago via Cleveland with branch services to Boston and St. Louis Louis 1896-1956, 1971-Now (Restored and merged with New England States by Amtrak in 1971)
- Chicagoan : New York-Chicago
- Pacemaker : train all New York-Chicago trainers through Cleveland
- Wolverine : New York-Chicago via southern Ontario and Detroit
The Mercuries- Semua Mercuries berlari antara 1936 dan 1959
- Chicago Mercury : Chicago-Detroit
- Cincinnati Mercury : Cleveland-Cincinnati
- Cleveland Mercury : Detroit-Cleveland
- Detroit Mercury : Cleveland-Detroit
New York ke St. Louis
- Penarik barang : New York-St. Louis
- Southwestern Limited : New York-St. Louis
Other Tracks
- Empire State Express : New York-Buffalo and Cleveland through the Empire Corridor 1891-Present
- Ohio State Limited : New York-Cincinnati via the Empire Corridor
- Xplorer : Cleveland-Cincinnati 1958-1960 (special experimental light train)
- Cleveland Limited : New York-Cleveland
- Detroitie : New York-Detroit
- James Whitcomb Riley : Chicago-Cincinnati
- Michigan : Chicago-Detroit
- Motor City Special : Chicago-Detroit
- New England State: Boston-Chicago via the Water Level Route 1938-1971 (Retained by Penn Central and, for Amtrak, combined with the restoration of Lake Shore Limited)
- Twilight Limited : Chicago-Detroit
Trains depart from Grand Central Terminal in New York, Weehawken Terminal in Weehawken, New Jersey, South Station in Boston, Cincinnati City Terminal in Cincinnati, Michigan Central Station in Detroit, St. Louis Union, and LaSalle Street Station in Chicago.
The New York Central has a network of commuter lines in New York and Massachusetts. Westchester County, New York has the Hudson, Harlem, and Putnam railway lines to Grand Central Terminal in Manhattan (the Putnam Railway railway requires a change in High Bridge, NY), while New Jersey and Rockland County, New York are served by the West Shore Line between Weehawken and West Haverstraw, New York, on the west side of the Hudson River.
Maps New York Central Railroad
Decline
The New York Central, like many US railways, declined after the Second World War. Problems resurfaced that hit the prewar railway industry, such as excessive regulation by the Interstate Trade Commission (ICC), which greatly governs the tariffs imposed by trains, along with sustained competition from cars. These problems were accompanied by more intense forms of competition, such as the 1950s aviation services that began to deprive NYC of its long-distance passenger trade. The Interstate Highway Act of 1956 helped create an efficient road network for motor travel across the country, attracting more people to travel by car, and transporting goods by truck. The opening of Saint Lawrence Seaway in 1959 had a bad impact on the NYC freight business. Container shipping can now be directly delivered to ports along the Great Lakes, eliminating railway loads between the east and the Midwest.
NYC also carries a large tax burden from governments that see the rail infrastructure as a source of property tax revenues: taxes that are not imposed on interstate highways. To make matters worse, most trains, including NYC, are burdened with World War II taxes of 15% on passenger fares, which remained until 1962, 17 years after the end of the war.
Robert R. Young: 1954-1958
In June 1954, New York Central System management lost the proxy battle in 1954 to Robert Ralph Young and Alleghany Corporation.
Alleghany Corporation is a real estate and train empire built by Van Sweringen's brothers from Cleveland in the 1920s that controls the Chesapeake and Ohio Railways (C & amp; O) and Nickel Plate Road. It falls under Young's control and charges Kirby's Allan Price during the Great Depression.
R. R. Young was regarded as a trainer's visionary, but found New York Central in worse condition than he had imagined. Unable to fulfill his promise, Young was forced to postpone the dividend payment in January 1958. He committed suicide during the month.
Alfred E. Perlman: 1958-1968
After suicide, Young's role in NYC management was assumed by Alfred E. Perlman, who had worked with NYC under Young since 1954. Despite the poor financial condition of railways, Perlman was able to streamline operations and save company money. Beginning in 1959, Perlman was able to reduce the operating deficit of $ 7.7 million, which nominally raised NYC shares to $ 1.29 per share, generating dividends from an amount not seen since the end of the war. In 1964, it was able to reduce NYC's long-term debt to nearly $ 100 million, while reducing the passenger deficit from $ 42 to $ 24.6 million.
Perlman also endorsed several modernization projects along the railroad tracks. Notable is the use of the Centralized Traffic Control (CTC) system on many NYC lines, which reduces the four-lane main line into two lines. He oversaw the construction and/or modernization of many humps or yard classifications, notably the $ 20-million Selkirk Yard that opened outside Albany in 1966. Perlman also experimented with jet trains , created the Budd RDC car (the M -497 Black Beetle) powered by two J47 jet engines stripped from the B-36 Peacemaker bomber as a solution to increase the competition of cars and aircraft. This project does not leave the prototype stage.
The cutting crossover resulted in the restriction of many rail services; the commuter line around New York is severely affected. In 1958-59 service was suspended in the Putnam Division of NYC in Westchester and Putnam county, and NYC left his ferry service across the Hudson to Weehawken Terminal. This had a negative impact on the West Shore Line rail line, which stretched along the west bank of the Hudson River from Jersey City to Albany, which saw long-haul services to Albany terminated in 1958 and commuter services between Jersey City and West Haverstraw, New York halted in 1959. Breaking free of most of his commuting services proved impossible because of the massive use of these lanes around the New York metro, where the government mandated that the railroads still operate.
Many long-distance and long-distance passenger trains are discontinued or deployed in service, with coaches replacing Pullman, living rooms and sleeping cars on routes in Michigan, Illinois, Indiana, and Ohio. The Empire Corridor between Albany and Buffalo saw service greatly diminished with service outside Buffalo to Niagara Falls that was discontinued in 1961. On December 3, 1967, most long-distance trains ended, including the famous "Twentieth Century Limited". The railway line service of the Empire Corridor in northern New York was also gradually discontinued, the last being Utica Branch between Utica and Lake Placid, in 1965. Many major railway stations in Rochester, Schenectady and Albany were destroyed or abandoned. Regardless of the savings these deductions are made, it is clear that if the train becomes a more solvent a more permanent solution is needed.
Merger with Pennsylvania Railroad
One problem facing many Northeast railway lines is the fact that the railway market is saturated by the constantly reduced rail traffic. NYC must compete with its two biggest rivals: the Pennsylvania Railroad (PRR), and the Baltimore and Ohio Railroad (B & amp; O), alongside the more moderate railroad tracks like Delaware, Lackawanna and Western Railroad (DLW), Erie Railroad , the Reading Company, Central Railroad of New Jersey, and Lehigh Valley Railroad. The merger of this railroad seems to be a promising way for these companies to simplify operations and reduce competition. DL & amp; W and Erie had shown some success when they began to incorporate their operations in 1956, eventually leading to the establishment of the Erie Lackawanna Railroad in 1960. Other merges incorporate the Virginian Railway, the Wabash Railroad, the Nickel Plate Road and others into the Norfolk and Western Railway system N & W), and Baltimore and Ohio Railroad (B & amp; O), Western Maryland Railroad (WM), and Chesapeake and Ohio Railway (C & amp; O) combined with others to form the Chessie System. The heavy downsizing and reduction of passenger services led to the success of many of these mergers.
Following this trend, NYC began searching for potential railroad tracks to join as early as the mid-1950s and initially looking for a merger with B & O and NYC-controlled Nickel Plate Road. Unlike the above mergers, however, the NYC merger proved difficult due to the fact that the railway still operates a considerable number of regional and commuter passenger services under the mandate of the Interstate Trade Commission to defend it.
It soon became clear that the only railroad with sufficient capital to enable a potentially successful merger proved to be a major rival for NYC, PRR: itself is a railroad that still has a large passenger trade. Discussion of the merger between the two roads was discussed as early as 1955; however, this was delayed due to a number of factors: among other things, interfering by the Inter-American Trade Commission, objections from unions, concerns of railroad competition, and the inability of both companies themselves to formulate a merger plan, thus delaying progress for more than one decades. The two main points of the dispute are centered where the rail must have a majority that controls interest entering into the merger. Perlman's cost cuts during the '50s and 60s put NYC in a healthier situation financially than PRR. Nevertheless, the ICC, in the insistence of PRR President Stuart Saunders, wants the PRR to absorb NYC. Another point centered on ICC's desire to force New York, New Haven and the bankrupt Hartford Railroad, better known as New Haven, into a new system, which it did in 1969, something that both companies objected to. Finally, the two points will ultimately lead to the death of the new Penn Central.
In December 1967, New York Central published its final public schedule. The latest schedule shows a drastically cut passenger schedule to anticipate the merger with PRR. Most long-haul luxury passenger trains ended on December 3, 1967, including the famous <20th Century Limited . Only trains will resume after merging with PRR maintained, along with train commuter trains. Penn Central: 1968-1976
Conrail, officially Consolidated Rail Corporation, was created by the US government to rescue Penn Central, and another bankrupt railway business, began operations on April 1, 1976. As mentioned, Conrail took over the control of the Penn Central commuter line throughout the Lower Hudson Valley of New York , Connecticut, and in and around Boston. In 1983, this commuter service will be delivered to state-funded Metro North Railroad in New York and Connecticut, and the Massachusetts Bay Transportation Authority in Massachusetts. Conrail will continue to achieve profitability in the 1990s and be sought by several other major railroads in a sustainable merger trend that ultimately has its assets absorbed by CSX and Norfolk Southern.
Conrail, in an effort to streamline its operations, was forced to leave miles of the NYC and PRR lines. However, most of the NYC systems are still intact and are used by CSX and Amtrak. Among the lines still in use are the famous Water Level Levels between New York and Chicago, as well as the former Boston & amp; Albany line between these points, Kankakee Belt Route via Indiana, Illinois, and Iowa, and West Coast Line between Jersey City and Albany suburb of Selkirk where old NYC - now CSX - Selkirk Yard is one of the busiest freight shipping places in country.
On June 6, 1998, most of Conrail was split between Norfolk Southern and CSX. New York Central Lines LLC was formed as a subsidiary of Conrail, which contains a line operated by CSX; this includes the old Water Routes and many other lines from New York Central, as well as various paths from other companies. It is also considered a reporting sign of NYC . CSX finally fully absorbed it, as part of streamlining Conrail's operations.
See also
- 20th Century Limited
- David L. Gunn
- Empire State Express
- Kankakee Belt Route
- Merchant Delivery
- National New York Central Railroad Museum
- New York Central Snapshot 13
- Ohio State Limited
- Xplorer
References
- Trademark History Database
- Decision of the Surface Transport Board FD-33388, which created New York Central Lines LLC
- PRR Chronology
- source for country: map in Railroad magazine January 2002
External links
- The Central Historic Systems Historical Society
- The Century Road (New York Central Story), book by Alvin F. Harlow
- Beginning of the New York Central Railroad: Consolidation
- New York Central in Western New York
- National New York Central Railroad Museum
- Stapleford Miniature Railway UK has NYC Niagara 1/5 class that works
- Works by New York Central Railroad Company at Project Gutenberg
- Works by or about the New York Central Railroad on the Internet Archive
Source of the article : Wikipedia
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