Entral * SYSTEM JWESTANDSOUTH

Total Page:16

File Type:pdf, Size:1020Kb

Entral * SYSTEM JWESTANDSOUTH The Direct Route TO THE TO THE WEST AND WEST AND SOUTHWEST SOUTHWEST AND THE AND THE SPRINGFIELD LINE SPRINGFIELD LINE TO TO NEW YORK NEW YORK r NEW YORK > f NEWYORK > J J (entral (entral ^^^^^^^^^^ msmmm mm irrrjirrnir-a— * SYSTEM v SYSTEM J Form 2 Effective January 14, 1939 Effective January 14, 1939 mm 'IP"-6" 3 4 • Regularly assigned PULLMAN, COACH AND DINING CAR SERVICE T*rRegularly assigned cars are air-conditioned. Abbreviations: Sec.— Section; D. R.-f-Drawing Room; Comp.— Compartment. cars are air-conditioned. Table 1 CONDENSED TABLE—BOSTON, BUFFALO, TORONTO, CLEVELAND, TOLEDO, DETROIT AND CHICAGO Westbound Eastbound WESTBOUND Westbound 7 I 15 27 27 13 13 I 11 49 49 ' 37 '4 34 3 52 30 14 4 8 26 10 22 38 (Eastern Time) (Central Time) 12 28 Daily Daily Daily Daf" Daily Daily Daily Daily Daily I Daily Daily Daily Daily Daily Daily; No. 7 Berkshire-Mohawk. Daily. No. 15 Ohio State Limited. Daily. B(Easter. & A.n RTime. R) PaV Daily Wly Daily Daily D>Uy Daily_ MPM y1 Dail PHI y"I DailPM y DiF N. Y. Central R. R. AM AM PM PM i AM No. 43 New York State Express. Dally. Boston (So. Sta.) . Chicago (La Salle St. Station) 1 15 55A4 4 05 6 05 Parlor B. & A. R. R. AM i PM I PM PM PM PM | J6 *0 3 7P M00 ! i 7P M00 | 8PM 101 f1" H 9 50 Parlor Car.. •Boston to Buffalo. • Mo o i.lbai Trinity Place 4 15 Lounge Car Lv. Boston (So. Sta.) 7 5512 56:*1 50 M 50 4 10 4 10 6§ 0?37 7 QO041! 7 040 8 10114111 15 Englewood 10 02 05 M 6 18 Coach •Boston to Buffalo. 1 (Reclining sea -Deluxe.) " Newtonville.Trinity Place. 7 59 1 00*1 54*1 54 4 14 4 14 §6 0717 i 7 0414 j 7 01441 8 14124111 TO South Bend 3 20 5 33 7 47 Lounge Car. • Albany t( Cincinnati- <i Double Bcd- Sleeping Cars •Boston to Albany —12 Sec.-D. R. 7 11 18 (No. 5 from Albany. Worcester. 4 35 A4 38 5 58 8 18 Dining Car. *Boston to Springfield. rooms-Biffet. (Open 10.00 P.M. until 8.00 A.M.) " Newtonville 8 10 1 11*2 04*2 04 4 24i 4 24 76 0187 78 0147 87 0147 ) 89 24120112 29 Elkhart 11 45 Springfield ! ! 9 45 9 11 12 12 (In N. f. C. No. 15.) •Boston to Buffalo—12 Sec.-D. R. " Worcester 9 03 2 0fr/<2 55><2 55 5 15! 5 15l 87 0208 89 0725s 89-251 07| 09 240 23 0 Toledo (E. T.) 2 55 hi 46^8 30 Pitts tield 11 03111 0312 3 JO Sandusky 10 40 Sleeping Cars. •Boston toj Cincinnati 1 2 Sec.-D. R. Parlor Car i " Springfield lo 20 3 25*4 0/*4 07 6 27 6 27 8 20 9 25s 9-2510 4H0i 2 00 . Albany 5 48 No. 11 Southwestern Limited. Daily. • Boston to St. Louis -8 Sec I). R.-2 Comp. (Sleeper as >• •Buffalo to Toronto. " Pittsrield 11 57 5 00*5 34*5 34 7 51 7 51 9 4§1u2 03115112 1 0153| 112 2514l 51 |50 0 Lv. Cleveland (Union Terminal) 12 20 5 45 8 40 11 15 2 30 Parlor Car) ) Ar. Albany 1 10 J 10*6 40^6 40 8 57 8 5710 55l2_1512 15 J 1 12 29 5 54 11 24 5 57 Parlor •Boston to Albany. (No. 16horn Albany.) East Cleveland 8 49 Lounge Car , Coach •Boston to Albany. Coach Boston to Albany. ~5~J5_ _2L\ 25_J7_ 19 !_U_ 29 29 _59 M Ashtabula 1 43 7 05 Lounge Car •Albany to bt. Louis. • Albany (Reclining Seat- Cincinnati •Albany to Buffalo. N. Y. Central R. R. PM PM PM i PM PM PM I PM AM I AM AM AM Erie 2 35 7 50 1 09 7 39 Sleeping Cars •Boston to St. Louis 10 Sec.-D.R.-l Comp Dtluxe.) — Lv. Albany 1 23 6 25*6 50^8 39 9 23 9 4711 0512 40]12 40 5 47 8 26 8 13 (iVo. •Buffalo to Toronto. Westfield 3 12 11 from Albany: i No. 15 from Albany: 2 35 5 55 9 23 •Boston to Toronto—10 Sec.-D. R.-2Comp. Dining Car. *Albany to Buffalo Ar. Schenectady 1 50 6 54 9 5210 13 1 12 1 12 6 !4 Buffalo 4 45 9 40 11 58 •Gallon to #t. Louis. be (No. 11 from Albany.) " Utica JJ6 JJ2*8 34 0- 11 10 VI 32 2 33 2 33 _8J 2 6 00 Toronto Can. Pac. Ry.. 1 10 8 15 >> <* •Boston to Cleveland—8 Sec.-D. R.-2 Ar. Clayton *« L_ . ..__ t8 1018 101 [j . Hamilton T.H.& B.Ry.. 2 10 7 00 9J5 Comp. si 8 27 (No. 11 from Albany.) Niagara Falls 3 30 8 30 10 49 •Boston to Cincinnati—12 Sec.-D. R. No. 27 New England States. Daily. No. 49 Western Express. Daily. Ar. Lake Placid I J 7A40_7A4Q 1 ,. 1 77j . Mich. Cent. R. R. 16 44 8 40 (Xo. 11 Albany to Cleveland, thence Biff Ar. Syracuse 4 56 9 10*9 25 <-> 12 1312 25 3 45 3 45 5 07 9 30 (Central Time) PM AM PM PM Four No. 121.) Dining Car. .. •Serving all meals. Completely air-conditioned. " Rochester 6 4610 4010*56 -v 2 1 45 1 56 5 221 5 22 6 35 11 19 Lv. Chicago (Cent.Sta. 12thSt.) 11 59 10 05 12 50 10 15 Lounge Car.. • Boston to Cleveland—8 Sec-Buffet. " Buffalo 8JJ11 5212*06 j 3 00 3 07 .... 6 50 6 50 7 5012 JO " Michigan City 11 22 Coach *Boston to Albany. 1 Pullman Cars only. No Coach Passengers Carried. (No. 29 Albany to Buffalo, thence •Albany to St. Louis Ar. Niagara Falls [ 9 55 £g ^ j—- 7 57j 7 57 10 25 3J15 Niles (Eastern Time) 3 19 12 51 1 02 No. 151.) ^ (Reclining Seat-Deluxe.) bany (Buflet) Kalamazoo 4 20 1 45 1 55 Lounge Car\ *B08ton to Ar. Hamilton T.H.&B.Ry ! |< 6 55 10 3510 35. 4*5 •Buffalo to Toronto. 4 " Battle Creek. 4 55 2 22 Lounge Car. •Boston to Chicago—l ]> u -l single Bed• Lounge Car.. •Albany to Buffalo. (Buffet.) " Toronto Can. Pac.Ry Sc 8 0011 3511 35 . - |j>'|5 2J2 5 00 room-(Buffet). 12 50 5 30 • Buffalo to Chicago (Buffet.) _39 S M* _17 , 15 41 Grand Rapids No. 13 The Wolverine. Daily. Sleeping Cars M. C. It. It.) Jackson. 3 05 5 58 7 33 3 12 • Boston to (Chicago—12 Sec-2 Double Bedrooms—Two. Mich. Cent. R. R. PM % ol AM AM PM Ann Arbor. 3 45 8 14 •Boston to Chicago—6 Sec.-6 Double Bedrooms. Sleeping Cars. •Boston to Buffalo—12 Sec-D. R. Lv. Buffalo 10 09 vri «. 3 14 7 47 1 0 Sunge Car \ *Boston t0 Albany' •Boston to Chicago—8 Sec.-D. K.-2 Comp Detroit 4 38 7 29 9 05 440 Lounge Car.. •Albany to Chicago. (May be occupied until 7.30 A.M.) Ar. St. Thomas 12 32 _ * 5 41 10 12 4 1 0 (No. 27 from Albany.) •Boston to Chicago—10 Sec.-2 Double Bed- St. Thomas. 6 41 11 28 Sleeping Cars *Boston to Chicago (Via M. C. R.R.)— " Detroit 2 44 c £ 8 00i 12 22 [7 0 9 05 • Boston to Pittsburgh—12 Sec D It. rooms-lComp. (Via M.C. R. R.) Ar. Buffalo 9 28 12 04 2 45 8 Sec.-D.R.-2 Comp. " Ann Arbor « w 8 57 1 13! 11 5 •Boston to Detroit—10 Sec.-3 Double Bed• (No. 27 Albany to Buffalo, thence No. 79.) (No. 29 Albany to Buffalo, thence M. C. 14__ _8_ 24 22 38 No. 15.) " Jackson 4 23 be j 9 42 1 57 12 2 rooms. Dining Car.. •Serving all meals. N. Y. Central R. R. PM PM AM AM AM AM •Albany to Grand Rapids—10 Sec.-D.R.- Ar. Grand Rapids £ 11 56 % 16 "51 5 Lv. Buffalo 9 10; 9 5410 10 12 10 3 03 6 10 9 34 2 Comp. Dining Car. •Boston to Springfield. Ar. Battle Creek 5 20 ^ 10 37 2 47 T1 2 Rochester 10 3711 0611 33 7 3310 49 (No. 17 from Albany.) (Open for Service at 6.30 P.M.) " Kalamazoo 5 52 J 1108 3 12 2:7 •Boston to Chicago—8 Sec.-D. R.-2 Comp. " Niles 6 53 2 12 07 4 09 4 15 Syracuse. 12 2412 39 1 06 2J5 5 37 9 1412 20 •West of Buffalo. (Via N. Y. C. R.R.) (No. 19 from No. 37 Buffalo Express. Dally. " Michigan City (Central Time)... 6 33 11 48 3 48 4 10 Lv. Lake Placid. 9 15 Albany.) Ar. Chicago (Cent. Sta. 12th St.).... 7 45 1 00 • • 4 55 5 (5Lv . Clayton. t3 30 Dining Car. •Serving all meals. Sleeping Car.. •Boston to Buffalo—12 see -D. R. Coach •Boston to Buffalo (Reclining Seat-Deluxe.) Coach •Boston to Albany. (No. 59 frpm Albany.) _5 27___25 19 _11 !51_35__35 43 Lv. Utica. 9 44 1 52 1 41 2 15 6 3510 30 1 18 (No. 29 from Albany) •Albany to Chicago (Via M.C. R. R.) Dining Car.. •Syracuse to Buffalo (Diner-Lounge.) N.
Recommended publications
  • Amtrak Saved from Bankruptcy Marpasks for GAO Trains Regain a Future in an 11Th-Hour Move, the U.S
    ' ~§§§(fO~§[fil [Fd§~~ [M]§OD1J8 ·'(l\11ehig~n Ohio • Indiana Issue 128 November 1997 Amtrak saved from bankruptcy MARPasks for GAO Trains regain a future In an 11th-hour move, the U.S. Congress has saved Am­ investigation trak from an almost -certain bankruptcy by passing the Am­ trak reform and reauthorization bill. The measure passed In a letter to U.S. Senator Spen­ both the Senate and House of Representatives without any cer Abraham (R-Michigan), objection. With the clock ticking down to a holiday re­ MARP has asked for a General Ac­ cess, Republicans and Democrats negotiated an agreement counting Office (GAO) investiga­ that drew support from interest groups that were at odds tion and assessment of the effec­ only days earlier. tiveness ofAmtrak's management. Amtrak's access to $2.3 billion in capital investment The request was prompted by the funds, included in the Taxpayer Relief Act of 1997, was fall schedules for the Chicago-De­ tied to passage of the reform bill. The capital funds are troit corridor, which went into ef­ needed to retire old debt and to upgrade aging facilities fect Oct. 26. and rolling stock. Without these, Amtrak was facing the The new schedules are the long­ prospect having to go back to unsympathetic creditors in est in Amtrak's history, and, at six December, which probably would have forced Amtrak to hours (Chicago-Detroit), are even file for bankruptcy. longer than they were in the days of Penn Central. After over $100 mil­ It is quite likely that, if Amtrak had filed for bankruptcy, ., a large portion of the national system would have been lion of track and signal work by the -' linnirl<=>tf>rl to n<=>v off rrPrlitor<:: Tn<:tP<=>rl A rntr<=>k h!'l<:: <::nrl- State of Michigan and Amtrak over - x-~-~..,...----~~~I~-.:t D.l.-.;;;; ~I~ ~··e- prospect having to go_back to unsympathetic creditors in est in Amtrak's history, and, at six December, which probably would have forced Amtrak to hours (Chicago-Detroit), are even file for bankruptcy.
    [Show full text]
  • The Empire State Express Races Toward Buffalo Headlight NEWS BRIEFS SEPTEMBER, 1964
    SEPTEMBER • 1964 The Empire State Express Races Toward Buffalo Headlight NEWS BRIEFS SEPTEMBER, 1964 Vol. 25 No. 8 LOADINGS OF REVENUE CARS... net income figure is the highest since the first Printed in U.S.A. for the New York Central System reached a total six months of 1957. of 123,534 during the month of July. The figure On the other hand, however, it was also reported IN THIS ISSUE represents a decrease of 4,241 cars (or 1.8 per cent) by the Association that 23 of the 101 railroads did from July, 1963. not earn enough operating revenues to cover their NEWS BRIEFS 3 Varying amounts of decreases were noted in fixed charges for the first six months of 1964. FREIGHT SERVICE CENTER .... 4 all commodity classifications over the July, 1963, • • • HANDLING DIMENSION LOADS . 6 period. These ranged from automobile revenue PROMOTIONS 7 car loadings, which dropped to a total of 3,409 cars (or BILLION-DOLLAR IMPROVEMENT PROGRAM ... HEADLIGHT HILITES 8 18.3 per cent), to packing house products, down has given American railroads their most extensive FLEXI-VAN & CHICAGO DIAL ...10 53 cars (or 1 per cent) from July of last year. physical face-lifting in the past six years. The STEEL SHUTTLE 10 In the period from January 1st to July 31st, 1964, figure is for 1963 and may be exceeded by 25 per cent P&LE CROSSES A RIVER .... 1 1 car loadings totaled 1,710,525. This represents a in 1964, according to J. Elmer Monroe, an official SAFETY MEMO 12 decrease of 16,432 (or 1 per cent) from the correspond• of the Association of American Railroads.
    [Show full text]
  • Modeling a Post-War Empire State Express J-3 in N-Scale by Tom Long 56
    Modeling NYCS Depots By Dave Mackay 1st Quarter 2018 Volume 8 Number 41 Table of Contents NYC’s West Side Freight On the Cover of This Issue By Bruce Ryan 32 Building the NYCS Four-Track Main – Part 1 By Mark Sklar 42 Potential Lines West Brick & Stone Station Model By Ralph Schiring 51 Modeling a Post-War Empire State Express J-3 in N-Scale By Tom Long 56 NYCSHS member Bruce Ryan models the NYC in HO-scale. He models New York City’s West Side Modeling the Taconic Division – Operations – Part 2 Fright Line railroad. Page 32 By Dan Howard 65 Refurbishing Vintage Vehicles & 77 From the Cab 5 Tom Long has promised several articles on his Extra Board 6 modeling in HO-scale. His fisrt article tells us about What’s New 11 his creating the NYC Empire State Express J-3 from NYCSHS RPO 20 an old Con-Cor model Page 56 The Observation Car 85 NYCentral Modeler The NYCentral Modeler focuses on providing information about modeling of the railroad in all scales. This issue features articles, photos, and reviews of NYC-related models and layouts. The objective of the publication is to help members improve their ability to model the New York Central and promote modeling interests. Contact us about doing an article for us. mailto:[email protected] NYCentral Modeler 1st Quarter 2018 2 New York Central System Historical Society The New York Central System Central Headlight, the official Historical Society (NYCSHS) was publication of the NYCSHS. organized in March 1970 by the The Central Headlight is only combined efforts of several available to members, and former employees of the New each issue contains a wealth Board of Directors York Central Railroad.
    [Show full text]
  • Big Diesel Order Will Swell Fleet by 261 New Units the Central Has Placed Orders for 261 More Units of Diesel-Electric Motive Power to Cost Approximately $35,000,000
    Big Diesel Order Will Swell Fleet By 261 New Units The Central has placed orders for 261 more units of Diesel-electric motive power to cost approximately $35,000,000. Of the total, 237 units are for New York Central service and 24 for the affiliated Pittsburgh & Lake Erie Rail• road. The order consists of 64 road freight units, two road passenger units, 148 yard switchers, 47 road switchers. Delivery of the new locomotives is expected to begin in the second quarter of next year and to be completed early in 1953. They will increase the Diesel- electric ownership of the New York Central and affiliates to 1,915 units with a total of 2,446,100 horsepower. The locomotives will be constructed by the Electro-Motive Division of Gen• eral Motors Corp.; the American Loco• motive Co.; Fairbanks, Morse & Co.; and Baldwin-Lima-Hamilton Corp. STANLEY STEAMER, vintage 1913, is ready to be loaded into box car at Central's 60th Street station, New York, for ride to Chicago. The 38-year-old model, which runs on steam generated by burning "white" gas, traveled under its own Sighted Prospect, power from Chicago to New York, but made the trip back by train. Its 1,000- mile highway sprint, made in a race with a 1911 Stoddard-Dayton, took a little over three days, including stops every 40 miles to take on water, plus Sold Same on NYC meal and sleep stops and innumerable pauses for civic welcomes. The Stanley, The Central is asking employes to help driven by Jack Brause (at wheel), won.
    [Show full text]
  • CENTRAL GAL SHARES PUBLIC SERVICE AWARD • • • Page 2 the COVER in THIS ISSUE
    CENTRAL GAL SHARES PUBLIC SERVICE AWARD • • • page 2 THE COVER IN THIS ISSUE Credit where it's due WINNERS OF TWO PRIZES NAMED . 2 NEWS BRIEFS NYC employe in Cleveland shares Railroading's modern Kate Shelleys-railroad women who do public public service award; Selkirk man service work above and beyond the call of duty—received their "Oscars". wins Damage Prevention Slogan Contest In their front ranks was a New York Central woman—Elinore Prize, of NYC CARLOADINGS... mechanical accounting operations were also included NYC's District Public Relations office in Cleveland. NEWS BRIEFS 3 in the first seven months of 1962 totaled 1,726,243. This on their tour, which was lauded by E. S. Knutson, The awards were presented during a banquet, attended by over 700 rail• was 8.3 per cent above the total for the same period Director of Traffic at Ford. road women from all over the nation, at the conclusion of the annual meet• THE CENTURY IS 60! 4 of last year. ing of the National Association of Railway Business Women. The awards Famous Central train feted at New NYC financial results for the first half of this year, • • • are named in honor of the heroic role played by Kate Shelley who in 1881, York and Chicago ceremonies however, showed a net deficit of $4.9 million. During 20 NEW DIESELS... at the age of 15, saved a train that was headed toward disaster. Today's the same period of 1961, Central's deficit was are being built for New York Central by two locomo• APPOINTMENTS TO NEW modern Kate Shelleys show a different form of dedication to the railroads, $25.2 million.
    [Show full text]
  • PERFORMANCE from the Date of Their Delivery in March, 1945, Until
    PERFORMANCE days of dieselization, it was quite common for From the date of their delivery in March, refueling to be accomplished using fuel trucks, 1945, until October, the first four units were so the establishment of extensive refueling rotated on various trains in the passenger and servicing facilities was not an immediate pool, based on photo dates in the Society's requirement. Therefore, it is likely that pas­ files. In October, "A" units 4004-07 were de­ senger diesel operation was restricted to the livered, along with "B" units 4100-03. The Harmon-Chicago mainline, and St. Louis to method and locations for servicing are not Harmon, at least initially. known for certainty, but Harmon was obvi­ In early 1946, the Central set up the famous ously facilitized, as were Englewood, Illinois, series of tests between six Niagaras and six on the main line, and Mattoon, Illinois, on the diesel sets. The diesel tests were conducted line to St. Louis.20 There were few, if any, in­ first, with the diesel sets assigned to three termediate servicing points, with the possible eastbound and three westbound runs, one in exception ofAir Line Junction at Toledo, Ohio, each direction between Harmon and Chicago, where several photos exist of the first EMD and two between Harmon and Mattoon, Illi­ FT freight diesels on the railroad. In the early nois. The assigned train service mileage per NYC 4001 and 4000 lead eastbound #26 around Fleischmann's Curve at Peekskill, New York, on October 14, 1945. Their eastward journey is almost over. Negative 7052-1.
    [Show full text]
  • Issue #235 April
    '-<i ·········o····_.... ,... x· \w·.·.. · .. ,·' , :, :··e····a·· ' y; / ,;; ~ '· ............· •. • •• ·. • . • . ISSUE #235 APRIL #4000 ALCO. 1913. ORIGINALLY #398. FIRST 4-8-2 ON R.I.RR. P50CLASS. 69" DRIVERS. 28X28" CYL.185 LBS. BOILER PRESSURE WEIGHT 333,100. TRACTIVE EFFORT 50,028. Presidential Stan Ujka 4N414 3rd Ave Addison, Ill Notes 60101 I believe things are going well in the TAMR. The HOTBOX has settled into something of a production schedule and hopefully the election will continue to move along smoothly. I hope that all of you remembered to vote. Voting is the most effective way to voice your opinion and probably the easiest way to take part in an organi­ zation. We should have election results in the next issue of the HOTBOX. I would like to congratulate the Southern Region on a job well done. Tom Barrett, Brian Brush, Brandon Fussell, Scott Gill and Bobby Mclaughlin put together a rather nice looking SOUTHERN CRESCENT. Besides being enjoyable to read, I especially liked the amount of cooperation that must have gone into the CRESCENT. I feel that you can get a lot more accomplished as a group, and it is probably more fun than working alone. The TAMR's Western Region has also come back to life. Region Representative Jonathan Kostenko has printed his first issue of the DAYLIGHT. While not quite as elaborate as the new CRESCENT, the DAYLIGHT is still a very welcomed addition to the list of active TAMR publications. No matter where you live, I hope that you will support Jonathan's efforts thro1..1gh both subscriptions and articles sent in.
    [Show full text]
  • CHANGING TRAINS in COLUMBUS by John Anderson Carnahan
    CHANGING TRAINS IN COLUMBUS By John Anderson Carnahan In our constant quest to improve our lot, we Americans sometimes manage to cast out the baby with the bathwater. So has it been with the way we travel. Most of our passenger trains are gone, victims of our national haste to make haste. Today, for the sake of celerity, we routinely submit to being stuffed into oversized toothpaste tubes and hurtled through the atmosphere, knees-to-chest, munching on stale pretzels, trying in vain to spot something of interest out the window or in the bland décor of a Boeing 767. We have sacrificed civility to speed. I now and then feel this sacrifice with pangs of slight sadness and nostalgia because I am old enough to recall how it was to travel by train and because I am fortunate enough to have experienced, when I was young, the essential grace and leisure of that civilized form of locomotion. No doubt there are those of my vintage who would remind me that traveling by train was not always a fun trip. There were, to be sure, delays, missed connections, the surly ticket clerk eyeing you suspiciously from his brass cage, grumpy conductors, and occasional irate passengers. And, truth be told, steam engines, although marvelous creatures, did generate soot and steam and grime. Furthermore, even the great streamliners took valuable time to get from one point to another. In 1945, for example, a New York-bound Columbus traveler could depart the old Union Station on North High Street at 6:20 PM aboard the New York Central’s Ohio State Limited and arrive in Grand Central at 9 the following morning.
    [Show full text]
  • Cleveland Lakefront Rail Bypass Study
    Cleveland Lakefront Freight Rail Bypass Concept proposal and analysis By Kenneth J. Prendergast for the BLUE Project of EcoCity Cleveland and the Cleveland Waterfront Coalition July 2003 Funding for the BLUE Project has been provided by The George Gund Foundation and the Raymond John Wean Foundation BLUE Project/Lakefront Rail Bypass Study/page 2 Table of Contents (note that all maps and figures mentioned in the text are collected at the end of this document) Executive Summary........................................................Available online Section One - Background and Overview Introduction..................................................................................................4 Case examples..............................................................................................4 Overview......................................................................................................5 History..........................................................................................................6 Conrail acquisition.......................................................................................9 Section Two - Alternatives analysis of Lakefront Bypass Overview....................................................................................................11 Alternative Route 1 - CSX ‘Short Line’ ....................................................11 Alternative Route 2 - NS/CSX Fort Wayne Line ......................................14 Alternative Route 3 - NS Fort Wayne Line/ NS Columbus-Bellevue Line
    [Show full text]
  • RUN Summer 09V3
    NEWSLETTER Summer 2009 Vol. 6, Issue 3 Houston Light Rail Lines Gaining Steam By Robin Holzer bond referendum in 2003 to two of only five transit projects build five new rail extensions. proposed for new funding under Two years ago, RUN readers These lines are planned to serve the New Starts program. learned that Houston—despite the urban core, connecting two its reputation for auto-dependent additional major job centers, Second, METRO gained sprawl—is growing a successful three universities, and dozens of essential approvals from the Individual urban transit system. Despite neighborhoods to the light rail Federal Transit Highlights being one of the largest and network. Six years later, there Administration (FTA) in August fastest-growing cities in the US, are few visible signs of new rail that allow these projects to most of Houston is served only coming, but 2009 has brought move forward. FTA authorized Ohio’s #-C Corridor by fixed-route bus service. But major progress nonetheless: Houston to begin final design Moves Ahead p. 2 since 2004, Downtown and the for the North and Southeast Texas Medical Center have been First, new US DOT Secretary lines, and begin right-of-way connected by street-running Ray LaHood visited Houston acquisition, utility relocation, What ‘The New Normal’ urban light rail. And with more in March. Shortly thereafter, and other construction In Funding Looks Like than 40,000 boardings a day, METRO garnered $30 million preparation activities. This is p. 4 Houston’s Main Street rail line in federal stimulus funds for the final prerequisite before is carrying more passengers-per- utility relocation for the planned entering full funding grant Main’s 10-Year Rail mile than any modern light rail North and Southeast rail agreements for both lines which line in the US! lines.
    [Show full text]
  • 2014 Investor and Financial Analyst Conference Book
    AGENDA NS Routes NS Trackage or Haulage MONDAY, SEPTEMBER 22 BELLEVUE 6:00 p.m. Reception – Courtyard (1st floor) 7:00 p.m. Dinner – Rockefeller Room (2nd floor) Wick Moorman, Chairman & CEO Welcoming Remarks TUESDAY, SEPTEMBER 23 6:45 – 7:45 a.m. Breakfast Buffet, Rockefeller Room (2nd floor) 7:45 a.m. Management Presentations, Grand Ballroom (1st floor) Jim Squires, President Introductory Remarks and Overview of Morning Presentations 11:00 a.m. Bus Departures to Rockport Yard for Train Trip 11:30 a.m. Train Trip to Bellevue Yard 12:45 p.m. Arrival at Bellevue Yard Lunch and Afternoon Presentations, Building E5, Conference Room Tour of Bellevue Yard 3:15 p.m. Bus Departures to Airport/Hotel NORFOLK SOUTHERN |2014 Investor and Financial Analyst Conference NORFOLK SOUTHERN | 2014 Investor and Financial Analyst Conference 1 SAFETY THE TRAIN Safety is our top priority at Norfolk Southern. A safety briefing will be provided at the start of the trip to familiarize you with the emergency procedures and precautions on the train. Our train is powered by three F-series locomotives. These round-nosed locomotives from an earlier era have generated widespread interest among employees, rail fans, and photographers. GETTING ON AND OFF THE TRAIN The F-locomotives were built in the early 1950s by the Electro-Motive Division of General Motors. Please board and detrain only at the designated doors, the They are numbered in the same 4200 series as the F-units once operated by Norfolk Southern locations of which will be announced in advance. A staff predecessor Southern Railway.
    [Show full text]
  • Introductions to Heritage Assets: Ships and Boats: 1840 to 1950
    Ships and Boats: 1840-1950 Introductions to Heritage Assets Summary Historic England’s Introductions to Heritage Assets (IHAs) are accessible, authoritative, illustrated summaries of what we know about specific types of archaeological site, building, landscape or marine asset. Typically they deal with subjects which lack such a summary. This can either be where the literature is dauntingly voluminous, or alternatively where little has been written. Most often it is the latter, and many IHAs bring understanding of site or building types which are neglected or little understood. Many of these are what might be thought of as ‘new heritage’, that is they date from after the Second World War. This overview looks at ships and boats built after 1840. Principally drawing on archaeological, technological and historical sources, it describes vessels used on English inland and coastal waters and in the open sea. The evidence of wrecks and abandoned vessels is drawn on, as well as extant vessels. Also included is the early development of submarines. This guidance note has been written by Mark Dunkley and edited by Paul Stamper. It is one is of several guidance documents that can be accessed at HistoricEngland.org.uk/listing/selection-criteria/listing-selection/ihas-buildings/ First published by English Heritage September 2012. This edition published by Historic England July 2016. All images © Historic England unless otherwise stated. HistoricEngland.org.uk/advice/ Front cover I K Brunel’s SS Great Britain. © David Noton, used with permission of the
    [Show full text]