Last link in the chain of roads from Chicago to New York and Boston.

January 24, 1853 The Toledo, Norwalk & Cleveland Railroad Company (later LS&MS, NYC, PC, CR, NS) opens, forming the last link in the chain of roads from Chicago to New York and Boston.

The NEW YORK CENTRAL RAILROAD was one of 3 major components of the CONRAIL network, which also included the ERIE-LACKAWANNA RAILROAD and the PENNSYLVANIA RAILROAD. The New York Central operations in Cleveland date back to 14 March 1836 when the Cleveland, Columbus & Cincinnati Railroad was chartered. The financial panic of 1837 shelved all construction plans for the CCC until 1845, when commerce revived enough to make the railroad feasible for freight and passenger service. A $200,000 line of credit from the city and an additional $65,000 from private sources enabled construction to begin in 1847, when ground was broken in the FLATS. The railroad ran from St. Clair to Superior parallel to River (W. 11th) St., and exited the city through Walworth Run. In 1849 the first train in Cleveland pulled wooden flatcars into the city along River St. at 6 mph. In Nov. 1849 the city council passed the first ordinance regulating train speeds down to a safe 4-5 mph. Beginning in 1862, the CCC bought a number of rail lines, which by 1882 gave the system a through line between Cleveland, Columbus, Cincinnati, Indianapolis, and St. Louis. In 1889 the Cleveland, Columbus, Cincinnati & Indianapolis, known as the “Bee Line,” merged with the Indianapolis & St. Louis and the Cincinnati, Indianapolis, St. Louis & Chicago (the original “Big 4”), to create the Cleveland, Cincinnati, Chicago & St. Louis Railroad. Stock in the new “Big 4” was gradually acquired by New York Central executives, and in July 1929 the ICC authorized the NYC to acquire control of the “Big 4” under a 99-year lease as part of its unification plan. Cleveland operations benefited from the acquisition as a new $100,000 passenger depot and switchyards were constructed at Grand Ave. near LINNDALE in 1929, and the COLLINWOOD RAILROAD YARDS were improved. In 1931 the subsidiary “Big 4,” which had been headquartered in Cincinnati, centralized its base operations in Cleveland and New York. At its height, the “Big 4” operated 2,629 mi. of track.

The Lake Shore & Michigan Southern Railroad was the NYC’s western territory connection. Incorporated in 1869, the Lake Shore line was a union of 3 disjointed roads that ran from Buffalo through Erie and Cleveland to Chicago. The Cleveland-to-Toledo development of the Lake Shore Line began in 1846 when Ohio chartered the Junction Railroad Co. to build track from a point on the Cleveland, Columbus & Cincinnati. In 1850 the Toledo, Norwalk & Cleveland Railroad was incorporated to build a narrow gauge line from Toledo eastward to Grafton, passing through Norwalk and connecting with the CCC line at Wellington. In 1852 the Port Clinton Railroad Co. was chartered to extend to Toledo. The merger of these 3 lines in 1853 produced the Cleveland & Toledo Railroad, Co. and completed the development of the Lake Shore Line from Cleveland to Chicago.

The Cleveland-Erie connection of the Lake Shore Line began when the Cleveland, Painesville & Ashtabula Railroad was chartered in 1848. The CP&A was built eastward from Cleveland through Painesville and Ashtabula to the state line–the first step in forging a connecting link between Buffalo and Cleveland. Construction began in 1850, and although the City of Cleveland had pledged a $100,000 credit line, financing still was difficult. Double track was laid on 100-foot roadway costing $15,000 a mile. Traffic on the line was handled by 6 30-ton woodburning engines, 2 of which were built in OHIO CITY (CITY OF OHIO) by the CUYAHOGA STEAM FURNACE CO. After completing the route to the state line in 1852, the CP&A was extended across northwest Pennsylvania through Erie to connect with the NYC at Buffalo, establishing a through link between New York and Cincinnati via Buffalo and Cleveland. In 1867 the CP&A leased the Cleveland & Toledo Co. and they merged with the Lake Shore Line. In 1869 the expanded Lake Shore Line united with the Michigan Southern & Northern Indiana Railroad to form the Lake Shore & Michigan Southern. Absorption of the Buffalo & Erie later that year brought 1,013 miles of track into one massive system. In 1873 the LS&MS merged with the New York Central, consolidating its western territorial connection and providing a through line from New York to Chicago along the shoreline of the lower Great Lakes. The Lake Shore Line, a strategic component of the NYC, was a great factor in Cleveland’s growth. The New York Central Building, a 5-story structure originally built in 1883 for the Lake Shore Line, was one of the largest and most imposing buildings in downtown Cleveland before the city began to expand east of PUBLIC SQUARE. In addition the NYC owned substantial real estate interests in the city.

The New York Central was heavily involved in the development of the Van Sweringens’ Terminal Tower complex. In 1916 the NYC sold the NICKEL PLATE ROAD, which it had owned since 1882, to the Van Sweringens, who needed a portion of it as right-of-way for a rapid-transit line from SHAKER HEIGHTS to downtown Cleveland. In 1921 the NYC joined with its subsidiary, the “Big 4,” and the Van Sweringen-owned Nickel Plate to form the Cleveland Union Terminal Co., one of 3 companies that owned the terminal complex. The NYC moved their operations from the old union depot to the terminal when it opened in 1929. It turned out to be an expensive venture for the NYC, as the bonds were still outstanding even after the last passenger train had departed from the terminal in 1971. The NYC’s robust passenger traffic along the lake shore declined in the post-World War II period. With only 4 trains daily between, Cleveland and New York in 1961, the Empire State Express provided the fastest service, completing the trip in 12 1/ 2 hours. The New York Central merged with the Pennsylvania Railroad in 1968 to form the PENN CENTRAL TRANSPORTATION CO., which in turn was taken over by ConRail in 1976.

From The Encyclopedia of Cleveland History

7 Daily Habits of Hyper-Efficient People

How can we define the essential things in our lives when everything in 2016 feels essential?

Staying ahead of the curve, leading, and excelling in our jobs means we all must increase efficiencies.

Here are the seven things that hyper-efficient people do differently.

1.They learn. Efficiently.

They listen to audio books–but do it at double speed. I’ve discussed my obsession with audiobooks here before. When you’re learning, you’re growing. When you’re growing, you’re bringing new opportunities to yourself and to those around you.  A simple efficiency hack is to increase the speed of your audiobook 1x or 2x. Or install iTalkFast–a sexy audio-utility app that allows the user to speed up audio content up to 2.5x.

2. They’re mindful.

Creating space in our lives is difficult. Time for meditation, yoga, or simply being aware of our breathing can all have a profound effect on our productivity. Deirdre Breakenridge, author of Social Media and Public Relations: Eight New Practices for the PR Professional, takes things a step further. She told me, “As much as possible, when I’m in meetings, I remove unnecessary technology. At times, this means no smartwatch, smartphone, or laptop in front of me.” She went on to share that, “When you listen to what people are saying, you eliminate the time-consuming guesswork that occurs after the meeting. Listening carefully allows you to move forward with clear direction, purpose, and high efficiency.”

3. They exercise and get enough sleep.

By now, we all know that exercise and sufficient sleep are important. But for some, they feel unrealistic. Bill Arzt, co-founder of the hot startup FitReserve, offers a shortcut that’s helped him. He suggests you “replace networking with sweatworking. Combine your meetings with workouts.”

4. They don’t waste time with emotional battles that don’t matter.

Alex Baydin, founder and CEO of PerformLine, told me, “I have found it very helpful to mentally assign the emotional battles of running a startup to one of two buckets. Bucket A–the stuff that matters bucket. Bucket B–the doesn’t matter bucket. Every time I am faced with an issue, my first course of action is to decide Bucket A or B.” He confessed that, “The vast majority will fall into Bucket B. The few issues that truly matter I then deal with head-on.”

5. They prioritize their life.

Greg McKeown, author of Essentialism: The Disciplined Pursuit of Less, speaks about the hyper-efficient in his book. He says such people know what they want, and they put their goals first. After all, he adds, “If you don’t prioritize your life, someone else will.”

6. They live simply, by saying no.

Living simply means knowing what it means to be productive versus active. The hyper-efficient are sculptors of their own lives. They take away instead of add.

Time management is emotional–we feel guilt. Understand that you are the problem. You’re saying “yes” to too much.

You want to help people, but when you say yes to one thing that doesn’t matter, you’re saying yes to the nonessential things that come along with it. So, start saying no more often.

7. They throw away to-do lists and automate menial tasks.

Efficient people don’t just determine how urgent something is (referring to how soon or significant it is). They also determine how LONG something matters. Meaning: What can they do today that will have the greatest impact down the line?

Success is no longer related to volume. Success is determined by the significance the task has in your life. You can then investigate ways to automate those important yet time-consuming actions.

I recently heard Rory Vaden,  author of Procrastinate on Purpose, share a profound idea. Rory said, “Automation is to your time as compound interest is to your money.”

So ask yourself, what can I do today that will positively change what I will be doing in two years?

How do you stay hyper-efficient?  Please share in the comments below.  

Railroad Car Floats In New York City

A Gateway to the Metropolitan New York/New Jersey Region

The New York New Jersey Rail, LLC is part of the national transportation rail system and moves rail freight by rail barge across NYC Harbor. NYNJR carries a wide range of goods to include Food & Consumer goods, Recyclables, Building Materials, Scrap, Brick, Lumber, Plastic, and Large Steel Beams.

NYNJR provides a logistic solution to the New York New Jersey Metropolitan area by providing rail, marine transportation and key land assets for transloading operation. With several rail yards located near highway connections in both Jersey City, New Jersey and Brooklyn, New York, our efficient shortline railroad and marine service serves a host of customers

NewYorkNewJerseySystemMap

NYNJR FACILITIES
  • Greenville Rail Yard – Jersey City, New Jersey, a 27 acre site just off the New Jersey Turnpike at interchange 14A, located within the Port Jersey Industrial Complex with a waterfront rail bridge.
  • 65th Street Rail Yard – Brooklyn, New York, a 33 acre site just off the BQE with a waterfront rail bridge.
  • 51st Street Rail Yard – Brooklyn, New York, a 6 acres site just off the BQE
  • Direct track connection to the South Brooklyn Marine Terminal (SBMT) SIMS 30th Street Facility, and the South Brooklyn Rail
  • Port Jersey Industrial – Track connections to several warehouse and transloading facilities within the Port Jersey Industrial Complex area Jersey City, New Jersey
Transload Opportunities
Rail – Marine – Truck

INDUSTRIAL & OFFLINE TERMINAL RAILROADS
OF BROOKLYN, QUEENS, STATEN ISLAND, BRONX & MANHATTAN:

COMPREHENSIVE LIST OF FLOAT BRIDGES
LOCATED THROUGHOUT NEW YORK HARBOR

1866 – Present

New York’s Last Cross-Harbor Railway Chugs On as Alternative to Trucks

Barges Float Boxcars Into Town, Sludge Out; Cocoa Beans at the Bottom of the Bay

 

Picture Gallery

World's Greatest Blogger