Find other interesting stories here
Find other interesting stories here
Ontario & Western in Sylvan Beach, New York
This resort was once served by the O&W Rome Branch
See more stories about the Ontario & Western
Scranton Division, Utica Branch
|Norwich||41.3||Ontario & Western|
|Richfield Junction||81.7||Richfield Springs Branch|
|Utica||95.2||NYC Union Station|
The “Information Superhighway”, sometimes called the Internet, has several “discussion groups”. One or more of these are railroad related. Some of the computer “chatter” on the Internet relates to the old railroads of New York and New England. Joe Brennan of New York City found some interesting facts from his 1939 NY Central timetable. Regarding the Boston and Maine train 59, “The Minute Man”, 1939…
Boston 3:50–Troy 8:45 (all times p.m.)
Troy 9:02–Albany 9:22
Study reveals the facts of the matter to be a New York Central Troy–Albany local as the link. He notes that train 5611 shown in the full B&M timetable for the line, running just the last 16 miles to Troy, shown are Troy 8:22 and then the same times Troy–Albany. It requires a turn to the Rutland RR page to find this is Rutland train 56 from Rutland to Troy, running as B&M 5611 on the B&M’s tracks.
B&M 59 passed just one sleeper to the NYC at Troy. The B&M parlor came off at Troy along with the coaches. Thus everyone other than sleeper passengers had to change at Troy to coaches on the NYC local, and then again at Albany. The Rutland train 56 (B&M 5611) was only coaches and ended at Troy, so their passengers changed too– this is not made explicit in the Rutland timetable but is seen in the equipment list.
Turning to the NY Central itself… The Troy–Albany locals are listed in a little table printed sideways, just a list of depart times from each city with “approximate running time 25 minutes”. We see the 9:02 Troy time. This local carried the B&M sleeper, besides local coaches.
The NY Central train Albany–Chicago was NYC 19, “Lake Shore Limited”. Interestingly, it carried not only the sleeper leaving Boston North Station 3:50 via the B&M, but also one leaving Boston South Station at exactly the same time via the NYC’s Boston and Albany. The B&A train also had a second sleeper to Chicago taken by NYC 17 “The Wolverine”, leaving Albany 45 minutes earlier but arriving Chicago 15 minutes later. The B&A sleeper into 19 sat at Albany for 55 minutes (a tight 10 minutes into 17), while the B&M sleeper spent 17 minutes at Troy and 23 minutes at Albany. B&A coach passengers had to change at Albany as against two changes for the B&M coach passengers.
The Rutland train 56 advertised a connection south to New York, unlike the connection west for the “Minute Man”. This could have meant a reasonable if unadvertised Boston-New York route via B&M, but the Rutland connection is shown as arriving Grand Central at a very late 4:45 a.m. The time leaving Albany is not shown, and only the NYC timetable reveals it to be 1:15 a.m., just 7 minutes shy of four hours at Albany! The only earlier connecting train south was the West Shore 12:30 a.m., which reached Weehawken 4:25 a.m. and foot of 42d St at 4:40 a.m., no big advantage over the Grand Central train unless a ferry ride under the stars sounds good; and the Grand Central train also offered sleepers.
Two other B&M trains connected at Troy for Albany, with waits of 15 and 20 minutes respectively. In 1934, the B&M sleeper (arriving Albany 9:10) is picked up by NYC 47 “The Detroiter” at Albany 9:43 and dropped at Buffalo, not a scheduled passenger stop for 47, where it is then picked up by 19 “Lake Shore Limited” about an hour later. The reason seems to be that 19 had to drop cars from New York to the Adirondacks at Utica; taking the B&M car at Buffalo is simpler than juggling the cars at Albany or Utica. However, coach passengers off the B&M and Troy local had to wait at Albany for 19, since 47 has no coaches, only pullmans! Thus the B&M’s sleeper and coach passengers rode separate trains from Albany to Buffalo, but neither had to get out and change at Buffalo.
In 1940, all timetabled B&M passenger trains went via Troy. The trackage from Mechanicville to Rotterdam Junction was for freight service and it shows D&H trains as “scheduled”.
Troy was essentially a passenger only route, except for one local freight a day. Main interchange with D&H was Mechanicville and with NYC at Rotterdam Jct. There were thru freights from DeWitt (Syracuse) until the traffic left the B&M to run Conrail via Worcester. B&M also ran a train or two into Selkirk yard once a day; ran up to Rotterdam Jct, switched ends and went into Selkirk. They had several engines equipped with NYC style train control for this service.
See more short stories at: https://penneyandkc.wordpress.com/a-collection-of-short-stories-about-railroads-book-one/
See the empty tunnel. It is part of the Second Avenue Subway.
The problem is that financing this monster is bigger than New York City. It is bigger than the giant Metropolitan Transportation Authority. It even stresses the State of New York although Governor Cuomo has helped a lot. Well, there is always Washington.
NY Mayor is a pain in the tail. Hope his wonderful Presidential candidate looses, but not to a Republican.
Two members of Congress said they were “deeply concerned” this afternoon following the Metropolitan Transportation Authority’s plan to slash $1 billion in funding from the proposed Second Avenue subway.
Congressman Charles Rangel and Congresswoman Carolyn Maloney, two Democrats who represent Manhattan neighborhoods where the subway is being built or is supposed to eventually reach, said the authority was making a “huge mistake.”
“While we are delighted that the state and city were able to reach an agreement to move the MTA’s capital plan forward, we are deeply concerned that roughly one-half of the reduction in the cost of plan … is coming from the Second Avenue subway,” the veteran lawmakers said.
They pointed out the $26.1 billion MTA capital plan, formally passed yesterday, includes only $535 million for the Second Avenue subway, most of which will be spent for preliminary engineering and design, as opposed to the $1.5 billion originally proposed.
The first segment of the Second Avenue Subway, scheduled to open at the end of next year, will go from 63rd Street to 96th Street. The MTA had originally planned to pay for the tunneling north from 96th to 125th streets by 2019. But under the revised plan, that work will be deferred until 2020 or later.
Adam Lisberg, a spokesman for the MTA, told the Observer the authority is “full speed ahead” on the Second Avenue subway, and made the decision for practical and not financial reasons. “We eventually came to the realization we wouldn’t be able to get a tunnel boring machine at the end of 2019 and all the money in world wouldn’t get us to that point. It would be silly to keep a billion for tunneling when we wouldn’t be able to tunnel,” he said.
But this was little comfort to Mr. Rangel and Ms. Maloney. The East Side of Manhattan has been waiting for a new Second Avenue subway since the old elevated line was torn down a century ago. “Based on the current schedule, one hundred years will have passed and we will still be waiting. This ‘go slow’ approach to the Second Avenue subway is a huge mistake,” they said.
Oddly enough, another leading elected official in the area, Council Speaker Melissa Mark-Viverito of East Harlem, said at an unrelated City Hall press conference today that she was unaware the cuts had even taken place.
“I’m not aware of what you’re referencing,” she told a reporter. “I’ll look into that.”
Another page of bridge history was written yesterday when the I Lift NY fitted a 600-ton precast concrete pile cap on a set of piles.
It was the super crane’s first of many placements and future lifts.
“You have the tub sitting over four piles that are accepting the load, so precision is key,” Prof. Ted Zoli, HNTB National Bridge Chief Engineer on the bridge project, explained.
Strong winds and choppy waters were no match for the crane’s precision and zero margin for error.
“You’re surveying it and want to hold it (tub) vertically so you’re not changing the position of the load,” Zoli said. Cleared around the piles, the arm began lowering the tub carefully, slowly, within that…
View original post 371 more words
View original post 71 more words