1917-05-00 Index
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NYSDOT "Rail Program-Report 1985"
~.. ~~\ . , t····_, & NEW YORK STATE RAIL PROGRAM REPORT ·1985 . Prepared by the Rail Division November 1985 NEW YORK STATE DEPARTMENT OF TRANSPORTATION MARIO M. CUOMO, Governor FRANKLIN E. WHITE, Commissioner NEW YORK STATE RAIL PROGRAM REPORT 1985 Prepared in compliance with the rules and regulations for the: State Rail Pian, per Section 5 (j) of the Department of Transportation Act; and Annual Report to the State legislature, per Chapter 257, Section 8, of the Laws of 1975 and Chapter 369, Section 2 of the laws of 1979. TABLE OF CONTENTS ITEM PAGE INTRODUCTION iv CHAPTER 1: NEW YORK STATE'S RAIL PROGRAM 1 A. PROGRAM ELEMENTS 1 B. ACHIEVEMENTS 3 CHAPTER 2: NEW YORK STATE'S RAIL POLICY 6 A. AUTHORITY 6 B. POLICY 6 C. PLANNING PROCESS 9 CHAPTER 3: NEW YORK STATE'S RAIL SYSTEM 12 A. NEW YORK STATE'S RAIL FREIGHT SYSTEM 12 B. INTERCITY RAIL PASSENGER SERVICE 13 CHAPTER 4: RAIL ISSUES 18 CHAPTER 5: PROGRAM OF PROJECTS 29 A. PROJECT SELECTION PROCESS 29 B. CURRENT PROGRAM OF RAIL PROJECTS 30 C. PROJECTS UNDER REVIEW FOR FUTURE FUNDING 33 MAP 1 - NEW YORK STATE'S RAIL/HIGm~AY SYSTEM M.l MAP 2 - NEW YORK STATE'S RAIL SYSTEM M.2 APPENDIX I - PROJECTS COMPLETED UNDER NEW YORK STATE'S Al.1 RAIL PROGRAM A. 1974 BOND ISSUE Al.1 B. 1979 BOND ISSUE A1.3 C. FEDERAL LOCAL RAIL ASSISTANCE PROGRAM A1.4 D. STATE RAILASSISTANCE PROGRAM Al.5 E. RAILROAD BRIDGE RECONSTRUCTION PROGRAM Al.6 APPENDIX II - RAIL ABANDONMENTS A2.1 A. RAIL LINES ABANDONED DURING 1983-84 WITH NO A2.1 CONTINUATION OF SERVICE B. -
PROTOTYPE RAILS 2020 Rev
PROTOTYPE RAILS 2020 Rev. 05 Mark Amfahr: The Surprisingly Fascinating Story of the UP’s First 20 Years. The late 1800’s were a surprisingly interesting time for the railroads. Join Union Pacific historian Mark Amfahr to learn about this fascinating era that few have researched. Imagine an era when gauge, couplers and airbrakes were not standardized. How did they operate railroads under such conditions? Come to the clinic and find out! Frank Angstead: Manufacturing the Intermountain Way. Intermountain Railway Company returns to Prototype Rails with the latest info on how they manufacture and import scale model trains. John Barry: Shake-N-Take: Santa Fe's BX-34 40-foot Single Door Boxcar. The Prototype Rails tradition of Shake-N-Take continues! The project for 2020 will be a quick and easy conversion of an IM Modified AAR 1937 10'6 box with a complete Duryea underframe and brake rigging from modified commercially available parts. The clinic and handout will provide historical prototype information as well as how to build the model. Parts will only be provided to the first 35 clinic registrants (25 pre-registered online and 10 who register in-person at Prototype Rails). Craig Bisgeier: Now What? What to Do With Your New 3D Printer. This clinic goes through how 3D printers work, what are the strong and weak points of different types of printers on the market, what’s best for modeling, lists good printers available at entry-level prices and tips on how to get the best out of your prints. This clinic is fresh and up to date as well, as there has been so many changes of late in the market that the emphasis has shifted from Filament-based printing to UV-sensitive liquid resin printing in just the last few months. -
BSRA 2015-11-07 Entertainment Report
BSRA Entertainment Report for November 7, 2015 LONG FORM (for historical record) Entertainment Report for November 7, 2015 November 7, 2015. New York City Area Commuter Rail: The 1950s to the 1970s. Eric Oszustowicz presented scenes from around the New York metro area, including the New Haven Railroad, the New York Central, the Central New Jersey Railroad, the .Erie Lackawanna Railroad, the Pennsylvania Railroad, Penn Central, and the Long Island Railroad, followed by the very beginnings of service under the modern transit agencies New Jersey Transit, Metro-North, ConnDoT, and Long Island Railroad. The show started in the 1960s with a photo of the first New Haven FL9 to enter Grand Central Terminal, and then with two Kodachrome photos and one non- Kodachrome photo of the New Haven 1909 vintage electric multiple unit (EMU) trains that ran from Grand Central to Danbury and Pittsfield. After the EMU trains were scrapped, the New Haven ran trains hauled by 1924- and 1929- vintage EP-2 locomotives (built by Baldwin with Westinghouse electrical equipment) to these places. The line to Danbury was de-electrified later, so we saw RDCs running to there (which eventually went to Amtrak). After this, we got to see Osgood-Bradley EMUs that were eventually replaced by the M2 railcars. These consisted of trais of motor cars and trailers (not permanently coupled). Some trains of the same type of coach were hauled by FL-9s. The New Haven ran trains into both Grand Central Terminal and Penn Station, thus requiring ability to operate both under overhead wire (11,000 V @ 25 Hz AC) and third rail (600 V DC) power. -
The Bulletin MUNICIPAL OPERATION of WILLIAMSBURG BRIDGE
ERA BULLETIN — MAY, 2016 The Bulletin Electric Railroaders’ Association, Incorporated Vol. 59, No. 5 May, 2016 The Bulletin MUNICIPAL OPERATION OF WILLIAMSBURG BRIDGE Published by the Electric TROLLEY CARS Railroaders’ Association, Incorporated, PO Box by Bernard Linder 3323, New York, New York 10163-3323. (Continued from April, 2016 issue) Since December 1, 1920, the City of New tion. Similar Staten Island Birneys and box For general inquiries, contact us at bulletin@ York had been operating trolley cars on sev- cars were transported on the Staten Island erausa.org. ERA’s eral lines in Staten Island. Three years later, ferry to Brooklyn for repairs. Brooklyn and website is the city tried to advance its program of mu- Staten Island cars were interchanged fre- www.erausa.org. nicipal operation by operating its own local quently until Staten Island service was dis- trolley service across the Williamsburg continued on July 31, 1927, after which 13 Editorial Staff: Editor-in-Chief: Bridge. BMT had been operating through and Birneys were transferred to Brooklyn. Bernard Linder local service for more than a decade, but Commissioner Whalen was the motorman Tri-State News and refused to participate in joint service. on the first Manhattan-bound car. When it Commuter Rail Editor: BMT bridge cars stopped running at 2 AM returned to Brooklyn, he was the ticket seller Ronald Yee December 1, 1923 and the company shut off and he accepted old BMT bridge tickets, North American and World News Editor: the power immediately. Municipal cars could which were redeemed by BMT. Fares were Alexander Ivanoff not start running until power was supplied three for a nickel or two cents cash. -
Changing Long Island (Online Exhibit)
Changing Long Island There have been many factors that have changed the look and feel of Long Island over the course of time. The water that surrounds us has changed the physical landscape through erosion and severe weather events like hurricanes that created inlets. There are also changes that came about through modernization; the change from an agricultural society to a suburban culture, for instance. In addition, man-made structures and inventions have changed the look and feel of our island. Inventions like automobiles, the railroad, and the airplane have all impacted the landscape. Long Island, surrounded by water, had originally been inhabited by indigenous people and then New Englanders came by boat and settled in Suffolk County first. Long Island‘s flat landscape created a good venue for windmills and wind energy which allowed early settlers to grind corn and other grains. Where rivers and streams were located, watermills were also used. The first windmill on Long Island was built in Southold. See Appendix A to learn more about the Town of Southold. Montauk Point with windmill in an early photograph. See Appendix B to learn more about windmills. Watermills were common on Long Island, this one located in Oyster Bay. See Appendix C to learn more about watermills. Along the south shore of Long Island, in the towns of Islip and Brookhaven, boats were built to harvest bushels of shellfish. Other settlers found drift whales on the shores and soon realized that hunting whales could be profitable. The Hempstead Plains, located in the middle of Long Island was a large grassy common land that early Long Islanders used for grazing cattle and other livestock. -
The City Record. Municipal Civil Service Commission
• SHE CITY RECORD. XLV. NUMBER 13522. NEW YORK, SATURDAY, NOVEMBER 3, 1917. Patat, 3 CUTS. - - THE CITY RECORD. John J., 691 President st., Brooklyn, 83.95. 72. Burke, John S., 1937 Benedict ave., 83.95. 73. Keyes, Wm. J., 1412 Seventy-eighth st., Brooklyn, 83.95. 74. Farley, OFFICIAL JOURNAL OF THE CITY OF NEW YORK. Thomas F. (N. Q.), 3272 Decatur ave., 83.92. 75. Kenny, Martin J., 517 W. 169th st., Published Under Authority of Section 1526, Greater New Tort Charter, by the 83.92. 76. Gallagher, Francis M., 148 E. Eighty-third st., 83.90. 77. O'Sullivan, John J., BOARD OF CITY RECORD. 1174 St. John's pl., Brooklyn, 83.85. 78. Cobey, Albert J. (N. Q.), 660 Carroll st., JOHN PURROY MITCHEL, %wet Brooklyn, 83.80. 79. Mooney, James F., 460 E. 142d st., 83.75. 80. Gallahan, Harry V., LAMAR HARDY, CORPOIATDM Colman. WILLIAM A. PRENDERGAST. COurraftlis. 928 Pacific st., Brooklyn, 83,75. 81. Anderson, Wm. H., 518 Sixtieth st,, Brooklyn, 1•1■1•101.0 83.75. 82. O'Comiell, John J., 199 W. 10th st., 83.65. 83. O'Grady, Daniel W., 58 W. JOSEPH. N. QUAIL, Strterft101. Ninety-eighth st., 83.60. 84. Clancy, Thomas M., 144 Bay Seventh st., Brooklyn, 83.60. hpervloor'e Moe, MunkIps1 Badding, Oh door. 85. McGary, John J., 334 Seventy-second st., Brooklyn, 83.60. 86. Lobdell, Harry L., Published daily, at 9 a, m., extern Iwo! holidayo, at Nos. 96 Ond 98 Rude st. (north WO, 903 Brooklyn ave., Brooklyn, 83.52. 87. Crane, Patrick F., 351 Grand ave., Brooklyn, between West Brooding and Church at Manhattan, Nie York City. -
Community Involvement and the Reuse of Rail Rights-Of-Way Philip
Community Involvement and the Reuse of Rail Rights-Of-Way A Thesis Presented to the Faculty of Architecture and Planning Columbia University In Partial Fulfillment of the Requirements for the Degree Master of Science in Urban Planning By Philip Betheil May 2015 Abstract Given the scarcity of land in New York City, obtaining property for construction of parks, transit, schools or any other civic function is extremely costly, achieved either through expensive land acquisition or eminent domain. Abandoned rail rights-of-way (ROW) are one potential source of inexpensive land available to municipalities; because of their linear nature they are of particular significance for transportation reuse. This thesis examines how community involvement affects the reuse of rail rights-of-way in New York City through case studies of three rail rights-of-way: The Rockaway Beach Branch in Queens, Staten Island North Shore Line, and the Regional Plan Association’s proposed Triboro Rx alignment (in Brooklyn, Queens, and the Bronx). It finds that while the context may vary, some generalizations can be made. Effective community involvement processes, coalition building, and political understanding are useful tools in presenting a right- of-way reuse proposal as necessary or fait accompli. However, community involvement is insufficient on its own as a tool for advancing grassroots proposals given the realpolitik nature of New York City infrastructure planning, especially for large-scale transit projects. 2 Acknowledgments I would like to thank my thesis advisor, Elliot Sclar, for his support and guidance throughout the research and writing process. A thank you is in order to my reader, Jonathan Martin, AICP, whose comments were extremely helpful in finishing the final draft, and whose high standards set the bar for this project.