What is AS2? A Common Search Landing on ECGridOS.com


What is AS2? It stands for Applicability Standard #2, an RFC, via the W3C, that came into being in the mid 2000′s. AS2 is a way to transfer EDI (or any) files securely from point to Point, with acknowledgement. AS2 is different than FTP or the secure FTP variants, because it is not interactive, like FTP, and does not allow access to host system directories – which FTP does allow unless you lock it down in any number of ways.

AS2 is attractive because it defines a strict state based transfer – certain things have to happen in a order, before an MDN acknowledgement is generated synchronously (right away) or asynchronously (not right away). As2 rides on top of http, or secure http, and the EDI MIME  file is PKI encrypted with certificates. All of this is standardized; what is not standardized are the sender and receiver port numbers to use (a glaring omission) and other conventions that should have been spelled out as best practices, which Todd has started delving into in his As2 Best Practices Articles (see link below).

See Todd’s excellent post on AS2 for an explanation. We are catching a ton of AS2 keyword traffic, so check out http://www.ld.com/as2-part-1-what-is-it/    as it never hurts to review.

Todd Gould’s Call For Input


Call for Input: Accessing Web Services in various environments. Contribute your experience.

There are many new languages that support REST (POST / GET) and ECGridOS allows this, albeit without the rich error handlers of SOAP – but there are many instances where new language enthusiasts will find themselves in a position to use ECGridOS, and the collective knowledge amassed in our developer community is invaluable.

ECGridOS developers:

An increasing number of web developers that use text editors and non-IDE non Visual Studio coding environments are looking for advice on the best way to make Web Services function calls from popular web languages, such as Ruby, Python, PHP, Scala, Hasklell, I think you get the idea.

If you can contribute your favorite non Visual Studio method for importing and unwrapping the ECGridOS WSDL (.ASMX), could you please help a brother out and post your ideas on the ECGrid Developers Forum – Users of Eclipse, you could weigh in, too. There are many new languages that support REST (POST / GET) and ECGridOS for the moment allows this, albeit without the rich error handlers of SOAP – but there are many instances that a new language enthusiast will find themselves in a position to use E

For those that have not joined, the geniuses that never needed nor asked for help, Jim….I am asking you and folks like yourself, to please go to  http://forums.ecgrid.com/index.php and let us know the inner working of PHP web clients and stuff. Note: The forum is much faster now, thanks to Todd.

This entry was posted on Wednesday, March 20th, 2013 at 12:06 pm and is filed under ECGridOS Developers. You can follow any responses to this entry through the RSS 2.0 feed. You can leave a response, or trackback from your own site.

The Southern NY Railway


The Southern New York Railway passed through Richfield Springs. This traffic signal controlled cars on historic Route 20 for many years.

In 1901 the promoters touted it as the Leatherstocking Route (alluding to James Fenimore Cooper‘s novel) and extended 25 miles northward to Cooperstown. Finally, in 1902 they extended the line to Richfield Springs (then known as Richfield Spa) and in 1904 to Mohawk. This created a 52-mile main line from Oneonta to the banks of the Mohawk River, and left Cooperstown on a three-mile branch from Index. For several years, the D&H had an injunction preventing the electric line from crossing the steam line at the west edge of Cooperstown. Passengers were obliged to walk across the railroad between connecting electric cars.

Although short on population, the Southern New York had connections with the Delaware & Hudson and the Ulster & Delaware at Oneonta; the Delaware Lackawanna & Western at Richfield Springs; and the New York State Railways and West Shore at Mohawk.

The company built a coal-fired steam plant at Hartwick to generate electricity. Because of the growing dependence on the profitability of power, the name of the company was changed in 1916 to Southern New York Power and Railway Company. The power business went on its own in 1926 and the line became Southern New York Railway. When the power business split off, though, so did the profits. The first casualty was Oneonta city trolley service. In 1922 there were five round trips a day between Oneonta and Mohawk. This was reduced to two by 1930 and then to one. The 1933 abandonment of the Utica and Mohawk Valley subsidiary of New York State Railways left the SNY without Herkimer access, a New York Central connection, and interurban box motor service to Utica. Passenger service was terminated and the line was cut north of the company-owned Jordanville quarry. Electric freight service lasted another seven years. The major justification for freight service was the quarry. When the quarry closed, the Southern New York then dropped back to a three-mile long diesel freight connector with the Delaware & Hudson at Oneonta.

Much of what is written about the Southern New York comes from several accounts of an October 20, 1938 fan trip.

Early into the excursion, a car ran into the trolley at an intersection. Damage was light, as the motorman quickly dumped the air. The car was owned by the mayor of Richfield Springs, who proclaimed, “There aren’t any trains on this railroad on Sunday!” He ended up joining the trip.

Also joining the trip at Index Junction was famed photographer Arthur J. “Putt” Telfer of Cooperstown. His pictures of the Southern New York portray the entire history of the line and are preserved in at least two museums, as well as in the collections of several postcard collectors. Telfer focused each print with his head beneath a black shroud over his old-fashioned (even by 1938 standards) camera with leather bellows.

The late Bob Gurley (from New Hartford, NY, where I lived once) was an acting motorman during the well-documented fantrip over the Southern New York.
See Gino’s Rail Blog for more stories.

New Tram Line 2 Delayed for Funding


The Nice Côte d’Azur Metropolis in France has been forced to delay the completion of the expensive tramway Line 2.
Residents and tourists will have to wait until 2019 to take a direct tram from the Nice Côte d’Azur Airport to the port, it has been revealed. The multi-million euro project will now be broken up into chewable pieces to limit the damage to the Metropolis’ pocket, as State funding is expected to drop over the coming years.
Passengers will be forced to change at avenue Jean Médécin in order to reach the port

In 2017, the public will be able to catch a Line 2 tram from Cadam or the airport and travel as far as avenue Jean Médécin. Here, they will have to change onto a Line 1 tram, which will take them to Place Garibaldi. If they want to reach the port, they will have to complete their journey on foot. The final underground stations of Line 2 (Durandy, Garibaldi and the port) will not be accessible until 2019.

Hurricane Sandy and South Ferry Subway Station


Sandy damaged the New York City subway worse than anything else in its 108-year history, flooding eight tunnels and shutting service for millions of commuters. Recovery efforts began even before the storm was over, and extraordinary work by New York City Transit brought lines back into service rapidly.

Yet while the subway seems back to normal for most of the 5.6 million daily riders, the damage behind the scenes remains extensive – nowhere more so than in the South Ferry electrical room.

Soon after South Ferry was pumped out and drained, crews removed hundreds of relays and tried cleaning them by hand to return them to service – a task that turned out to be futile, as seen by heavy corrosion marks visible on the banks of relays.

On Friday, March 8, 2013, Governor Andrew M. Cuomo announced that 1 Line icon train service will return to one loop platform of the storm-ravaged South Ferry subway station in the first week of April, making commutes easier for more than 10,000 daily riders at the southern tip of Manhattan while a full rebuilding continues.

“The MTA has a long, tough job ahead as it tackles the immense job of virtually rebuilding the new South Ferry terminal station that was flooded 80 feet deep during Superstorm Sandy,” Governor Cuomo said. “For the extended period of time it will take for this work to be completed, we are returning the old station in the complex to service, making travel easier and more convenient for Staten Islanders and others who work and visit this area.”

Sandy’s storm surge sent a torrent of salt water into the South Ferry station on October 29.  Some 15 million gallons of water filled the area from the track level to the mezzanine, destroying all electrical and mechanical systems and components and rendering the station unusable. As a result, 1 Line icon trains now terminate at Rector Street, a major inconvenience for thousands of daily commuters and sightseers.


Faced with an estimated two-year timeline for restoring the new South Ferry station, MTA New York City Transit studied the former loop station directly above it which served South Ferry until 2009. The station is on a sharp curve and requires moveable platform edge extenders to bridge gaps between the platform and the cars, and it can accommodate only five cars of a 10-car subway train.

The authority said a decommissioned station had never been reopened in its history.

“We didn’t think that was even an option,” Carmen Bianco, the authority’s senior vice president for subways, said of reviving the old station. “But you start exploring, ‘Well, what other options do we have?’ ”

As recently as January, officials said, the prospect still seemed remote. The station is not merely old — it opened in 1905 — but antiquated even by mid-20th century standards. While many stations were enlarged in the 1940s and 1950s to accommodate 10-car trains, the length and configuration of the South Ferry platform prevented any change, allowing only passengers in the first five cars to exit.

The quirk survived until 2009, when a glossy new station replaced the old one at a cost of over $500 million. The authority has estimated the new station will cost $600 million to rebuild.

Though the agency has occasionally used the old station’s loop track for work trains — and as a turnaround point for No. 1 trains since the storm — the station itself has been almost entirely ignored.


Railway Stations: Lots of pictures and information

We have one place that can link into even more railway stations.Then we have
Train stations in Connecticut  and Train Stations of the New York Central Railroad .

Some different ones we have are Ballston Spa Railroad Station on the Delaware & Hudson . Chatham, Massachusetts Station on the former New Haven RR to Cape Cod. Now a museum. Chicago: Polk Street Station
Chicago Central Terminal
Chicago Union Station in 1939
Northwestern Station
New York Central stations in Chicago .

Cleveland, Ohio Cleveland Union Terminal served all the railroads. .

Denver, Colorado Union Station .

Fort Lauderdale Railroad Station on Florida’s East coast .

Fort Myers Railroad Station on Florida’s west coast .

Hamilton, New York Railroad Station ( NY, Ontario & Western) .

Hollywood Railroad Station on Florida’s east coast near Miami .

Hyde Park, New York Railroad Station in the Hudson Valley.
Hyde Park was the home of President Franklin D. Roosevelt. Find out more about trains run for
Presidents of the United States.
A post card from our collection.


Indianapolis, Indiana Station, serving all the major railroads in Indianapolis including the Peoria & Eastern .

Jacksonville, Florida Station, serving all the major railroads entering Florida.
Railway Station in Jacksonville .

Mechanicville, New York Railroad Station ( Delaware & Hudson and Boston & Maine) .

Montreal, Quebec Railroad Stations, including surrounding suburbs (VIA and Agence métropolitaine de transport) .

New York City:
Penn Station
Grand Central Terminal .


The Palm Beaches in Southeast Florida .

Philadelphia area:
North Philadelphia station; Reading Terminal; New Hope) on the New Hope & Ivyland. .

Port Jefferson, NY Railroad Station (Long Island Railroad) .

St Joseph, Michigan Railroad Station (CSX/Pere Marquette) .

Sylvan Beach, New York Railroad Station (NY, Ontario & Western) .

Syracuse, New York, new station, old station, tracks running in the street, New York Central, Lackawanna. .

Troy, New york Station ( Troy Union Railroad Company)
Another view of the Troy Station .

Warwick, New York station on the Lehigh & Hudson River Railroad .

Waterville Railroad Station in upstate New York on the Lackawanna


Washington, DC station in the nation’s capital .

White Plains is the busiest Metro-North station (other than Grand Central) and the busiest non-terminal or transfer station on the New York Commuter Network. .

Madison Square Garden

Before Grand Central Terminal (now 100 years old), the train went “downtown” Later this site morphed into Madison Square Garden, which moved a couple of times over the years.

The castlelike structure stood at what is now Park Avenue South and 26th Street. It didn’t have a food court or a giant vaulted space or lines of shops, but it did come to house six-day marathons, elephant races and a tattooed nobleman.

New York’s first railroad, the New York and Harlem, operated not by steam but by horse; putting carriages onto rails and taking them off the irregular dirt streets quadrupled efficiency, according to “The Horse in the City,” by Clay McShane and Joel Tarr (Johns Hopkins University Press, 2007).

The railroad opened in November 1832, with a route from Prince Street up the Bowery to Union Square. Service, according to The New York Courier and Enquirer, was offered only on “each fair day.” Ultimately the line ran up Fourth (later Park) Avenue to the village of Harlem, the original goal. In 1849 the railroad advertised that it stopped for passengers at 42nd, 51st, 61st, 79th, 86th, 109th, 115th, 125th and 132nd Streets.

Steam engines were introduced fairly early, but occasional boiler explosions provoked attempts to eliminate locomotives in built-up areas, which the railroad successfully resisted for years. A midline depot stood at Fourth Avenue and 26th Street as early as 1845, when it burned, and in 1847 The Evening Post reported a “spacious freight house” at that site. It is possible that was the picturesque castlelike building seen in the 1860s view above left, at the northwest corner of 26th and Fourth, stretching back to Madison Avenue.

If so, it might have been designed by Robert G. Hatfield, who did other work for the New York and Harlem around that time.

In 1857 a separate but related line, the New York and New Haven, erected an adjacent structure, at the southwest corner of 27th and Fourth, an awkward Italianate building, which like its neighbor stretched back to Madison Avenue. The rail lines turned into a yard shared by the two terminals, and this was the beginning of the Grand Central idea — different rail companies would use the same, centralized facility. Ultimately, Grand Central Terminal would serve the Hudson, Harlem and New Haven lines.

In 1858, a case of not-in-my-backyard syndrome erupted on Fourth when some rich residents of town houses in newly fashionable Murray Hill got the Common Council to consider banning steam south of 42nd Street. But a group of commuters met at the station to protest switching back to the much slower horse-drawn cars.

One protester was quoted by The New York Times as saying that “the squalor and misery of the poorer classes” would be prolonged by a change back to horsepower, that it would retard the growth of real estate farther north, and that it could lead to a total ban on steam in Manhattan. The railroad prevailed.

But after the Civil War, steam was indeed banned south of 42nd Street, leading to the construction in 1871 of what was the first of three Grand Central Terminals. Two years later, P. T. Barnum and a consortium of investors leased both the 26th and 27th Street stations. Joined and enlarged, they were converted to a grand exhibition space.

The consortium presented a certain amount of high culture, like the American debut of Jacques Offenbach, the composer and cellist, in 1876. But others, particularly Barnum, played to the cheap seats, advertising in various papers “a Greek nobleman, tattooed head to foot,” as well as monkey, elephant and ostrich races and “Laughable Sack-racing by Metropolitan Amateurs.”

In 1877 The Evening Express announced an Edison Telephone Concert in the space, with a singing program in Philadelphia broadcast in, and The Times reported a “colored baby contest” — white babies competed in a separate event.

Two years later, The Evening Telegram announced a masquerade ball with entertainments like a Roman Carnival, and an “Indian camp attacked by United States soldiers in which the soldiers are defeated and scalped.” That was the year the building began to be known as Madison Square Garden, Madison Square having an elite connotation far above that of dusty old Fourth Avenue.

It was here that in September 1879 a punishing marathon walk took place, in a competition for a trophy called the Astley Belt. Also called Six-Day Races, such events were a tremendous fad in the late 1870s; competitors walked as much as they could over six solid days, the goal being total mileage rather than speed.

What The Boston Globe described as “an immense crowd” packed the Garden to watch Charles Rowell, an Englishman, take the belt with 530 miles. Frank Hart, born in Haiti, came in fourth at 482 miles. The Globe estimated that Rowell took home $28,000 and Hart $5,000.

The old depot continued in its second career until 1889, when it was demolished for Stanford White’s sumptuous entertainment palace, a new Madison Square Garden, itself demolished in the 1920s and succeeded by two namesake versions. That has come to be a favorite object of mourning, whereas Grand Central Terminal is one of the triumphs of historic preservation. But the original structure is as unlamented as a horse-drawn railway car.

MadisonSquareGardenOldestMadisonSquareGardenOlderMadisonSquareGardenOld MadisonSquareGardenCurrent

Remote Workers: Everybody but YAHOO! Loves Them


There have been a couple of cool articles on remote workers on EC-BP.com

One is called “Remote Workers” and the other is “Contingent Workers

Now along to go against the rest of the World is YAHOO!

Yahoo told its employees Feb. 22 that as of June, they all need to come in to the office and work together. The policy change—which Yahoo CEO Marissa Mayer and other company executives hope will encourage team building and innovation—aroused countless debates and opinions, from the supportive to the offended. The decision also offered a new platform for companies that facilitate remote working—or telecommuting—to speak up. These companies, as debates over the last few days pointed out, have research on their side. It’s well documented that workers, when given the flexibility to work in the way they’re most comfortable—whether choosing their location or the devices they use—are more productive. For example, a 10-month Stanford study of a billion-dollar Chinese call center found that employees who worked from home took shorter breaks, fewer sick days, worked more hours and, on average, saved the company nearly as much as their respective annual salaries.  A January 2012 study that included decision makers from 19 countries found “progressive businesses—businesses that have enabled emerging mobile and consumer technologies and have established progressive policies and business processes to support them”—to be “54 percent more likely to report increased profits than businesses not leveraging these technologies, policies and processes.” Here are some of the solutions available to companies with flexible remote-working policies.

Carnaval in Nice, France


Picture above is from the roof of the Meridian Hotel and shows the 2013 Carnival parade with the King marching down the Promenade des Anglais.

Sunday as His Majesty Carnival dream: the sun, no wind, blue skies and the world by the thousands in the stands and walkways of the Place Massena.

Thus, the “King of the 5 continents” is a new sell out in the heart of Nice on Sunday, surrounded by his accomplices masquerade and many troops of street art and bands, helping to make this colorful parade, a joyous parade and wacky.

Due to a very unfavorable marine weather, the final carnival “King of the 5 continents,” will be held Thursday, March 7 and not the day Wednesday, as planned.

The illuminated parade Tuesday 5 is scheduled at 21 hours. Ditto for the flower battle, Wednesday, March 6, at 14:30.

In contrast, the fireworks Wednesday night is delayed one day: it is postponed to Thursday, March 7.

At 22 hours, the mayor of Nice announce the theme and dates of Carnival 2014.

At 22:05, the king will be incinerated at sea, followed by  fireworks, twenty minutes, over the  Baie des Anges.

At 22:40, lights out. The evening will be free of course.

François Hollande, Angela Merkel and Vladimir Putin are entitled to their big head in the carnival of Nice, 2013 edition.

Webb’s Wilderness Railroad opened up the Adirondack wilderness


(Map above is the Adirondack Division of the New York Central Railroad)

(Train station above is at Big Moose)

William Seward Webb‘s building of the Adirondack & St. Lawrence Railroad was a notable achievement. Although educated as a physician, he built two hundred miles of railroad in a short period of time and opened up wilderness where others had failed. Read More about Webb’s Wilderness Railroad.

Other features you won’t want to miss are the railroad to Ottawa and an Adirondack timeline of railroads.

Summary of Dates for how New York Central (now CSX) got to Montreal .

The New York Central Railroad was important to the Adirondacks. See a timetable map from 1948 of the Adirondack, St Lawrence and Ottawa Divisions . Find out about the head end equipment that the New York Central ran through the Adirondacks. We have some great New York Central Railroad Pictures. too.

There are plenty of pictures on the site. See trains in snow . Find pictures of Big Moose Station , Old Forge and Malone .

Recently, the Adirondack Scenic Railroad has reopened much of the line. Find out more about improvement of the Adirondack Railway Line .

and Railway Historical Society of Northern New York former Lowville-Beaver River Railway .

Webb’s ancestors came to this country in 1626. His grandfather was a general in the Revolutionary War. His father was a newspaper editor who coined the name “Whig” for the political party of that name. He also served as ambassador to Austria and Brazil. William Seward Webb was born in New York City on January 31, 1851. He went to Rio with his parents in 1861 and returned to the United States in 1863 to attend a military academy at Sing Sing, New York. There he spent five years, after which he went to Columbia University until 1871. This was followed by two years of medical studies in Paris and Vienna, then more medical school at Columbia. He interned for two years, set up a private medical practice, then got interested in business.

He became a partner in a Wall Street firm. In 1885 he was elected president of the Wagner Palace Car Company and remained in charge of that corporation until it was merged with the Pullman Company in 1899. He used his executive talents to make Wagner into a strong and profitable enterprise. He increased the rolling stock from 170 to 800 cars.

In 1881 Dr. Webb married Lila Osgood Vanderbilt, youngest daughter of William H. Vanderbilt, by whom he had four children.

“Adirondacks” means “tree eaters” to the Indians, so named because a tribe who lived there had to eat bark because it was so tough to find food sometimes. Geographically, the region is bordered on the east by Lake Champlain; on the south by the watershed of the Hudson and Mohawk; and on the north and west by the St. Lawrence valley and Lake Ontario. The region stretches about one hundred miles east-west and seventy-five miles north-south. It consists of rugged mountains, virgin forests and numerous streams and lakes. The New York State Legislature established the area as a forest preserve and as a park. Dr. Webb made the Adirondacks a practical reality to the people of New York and the whole United States.

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