Yes, Railroads are interesting from both a historical point and because of their current revival. Check out Cape Cod Railroads
For the first time in more than two decades, New York City got a new subway station.
The station, at 34th Street and 11th Avenue in Manhattan, opened to the public on Sunday afternoon when regularly scheduled No. 7 trains started rolling through. The Metropolitan Transportation Authority held a midmorning ribbon-cutting ceremony to celebrate the $2.4 billion subway extension, which brings subway riders to the Far West Side.
“This extension will benefit millions of New Yorkers in so many different ways,” said Thomas F. Prendergast, the authority’s chairman, before entering the station with Mayor Bill de Blasio and other officials. “It creates a vital transit link to the Far West Side and is expected to serve more than 27,000 customers each and every day.”
In a sprawling subway system that carries more than 5 million people around the city each day, the new stop is its 469th station. The official subway map has been updated with a purple branch extending west from Times Square toward the Hudson River.
After more than a decade of planning and a series of construction delays, riders finally got to use the sparkling station and three blocks of street-level parks. The station has a glass-shell entrance leading to a series of escalators, two colorful overhead mosaics and a pair of inclined elevators that are the first diagonal lifts in the subway system.
The station is notable for another reason: It is the first subway extension paid for by the city in more than 60 years. The Bloomberg administration agreed that the city would pay for the project as part of the Hudson Yards development.
It will bring riders to Hudson Yards — a cluster of residential buildings and office towers currently under construction — and to the newly renovated Jacob K. Javits Convention Center and the northern part of the High Line.
The extension is expected to improve service for riders along the No. 7 line, which runs from Manhattan to Flushing in Queens, because, officials said, extra tracks were built south of the Hudson Yards station, giving the authority more room to store and turn around trains.
In a city where projects like the Second Avenue subway seem to drag on indefinitely, the opening of even a single stop can feel momentous. The authority’s president of capital construction, Michael Horodniceanu, said the Second Avenue subway, which is scheduled to open in December 2016, would come next.
“I feel very proud that we’ve completed the work,” Mr. Horodniceanu said on Friday as he prepared for the 7 extension opening. “We look forward to doing the same for Second Avenue, and we have about 15 months to go there. It’s a labor of love.”
I know that many of you have seen “MY” WebPage www.ominousweather.com/Penney.html
From time to time I will add more pictures and facts. The most important in Brewster is the railroad. So lets talk a little about it.
In 1831, the Harlem Line Railroad received it’s charter. The intended route would connect towns in Westchester, Putnam and lower Dutchess Counties with New York City. Local terrain and waterways determined the layout of the railroad route. In 1848, knowing that the Harlem Line Railroad would pass through Southeast, in Putnam County, Walter and James Brewster constructed passenger and freight stations, donating the buildings to the Harlem Line Railroad.
In 1848, the Harlem Line reached “Brewster’s Station.” A rival company began building the Hudson Line in 1835, reaching Albany by 1849. By the early 1850’s the Harlem Line had revenues of one million dollars a year and transported nearly three million passengers at a fare of two and a half cents per mile.
The railroad helped boost population and travel to Brewster.The freight trains on the Harlem Line carried mainly iron ore, animals, and dairy products. Dairy, lumber, mining, and circus businesses in Putnam County benefited from the new mode of transportation. Trains helped carry heavy material for these businesses including both raw and processed materials. The railroad also dispersed large quantities of material that could not be used locally.
Initially, farmers were against the development of the railroad as the train tracks frequently ran through their property. They feared the danger this posed to their animals, the loss of prime low lands, and the damage to their crops by soot and smoke. Opposing farmers were soon convinced of the benefit of the railroad as it further opened the New York City market to their goods. In the 18th and early 19th century goods were often sent across the county to Cold Spring where they were loaded onto sloops headed for New York City. The railroad provided a faster and more direct route to the New York City market.
The opportunity for growth encouraged Gail Borden to open a milk condensery in Brewster in 1863. The Borden factory became a major employer for the area. Close to 80,000 quarts of milk were condensed daily Monday through Saturday with finished products sent, via railroad, to New York City.
The railroad helped in the growth of local mining interests most notably the Tilly Foster Iron Mine. Previously, the expense of transporting the iron ore to the blast furnaces in Pennsylvania where steel was produced hindered the rapid development of the mine.
The railroad was instrumental in the development of the Croton Water System in the 1890s. It made it easier to bring supplies and materials for construction of the aqueduct, dams and related facilities. Traffic of milk from Brewster farms decreased during this era as many farms were condemned to protect the purity of the watershed. The milk business also began to decline as refrigerated train cars made it possible for New York City to obtain fresh milk from upstate New York and New England.
Brewster was an important station since it was the main service point for steam engines on the line. There were 15 to 20 stalls for servicing engines and a turntable. The Harlem Line employed many engineers, brakemen, firemen, and mechanics, most of who lived on North Main Street near the depot. In 1952 diesel trains were introduced and the roundhouse was no longer needed and it was demolished. The Harlem Line was electrified to White Plains by 1912. However it wasn’t until 1984 that the line was electrified to Brewster North.
In 1881 the Putnam line also began running through Brewster, and Brewster with its 2 lines became known as “the Hub of the Harlem Valley.” “The Put”, as the line was called, connected 155th Street and Highbridge in the Bronx to Brewster, which meant it really served Westchester County. “The Put” was electrified in 1926. The Putnam line freight cars usually carried iron ore, milk, and ice. The freight business of railroad began to diminish as airplanes and trucks started to ship products faster. On May 29, 1958 the last train service ran on the Putnam Line.
Today, the Metro North Railroad operates on the Harlem Line transporting many commuters from Brewster to New York City’s Grand Central Terminal. According to Metro North Railroad, on an average weekday about half a million people pass through Grand Central terminal of which approximately 200,000 are Metro North commuters.
No ticket is needed.
That alone is a good reason not to miss the third annual Fan Fest before the Utica Comets’ home game Saturday, Oct. 24 against their American Hockey League rival Syracuse Crunch, said Galaxy Communications President and CEO Ed Levine on Wednesday afternoon during a news conference at the Utica Memorial Auditorium.
Fan Fest will start at 3 p.m. and continue up to the beginning of the Comets’ game at 7 p.m. Popular rock band Candlebox is scheduled to headline the event, which will take place near the Aud on Whitesboro Street.
The event, which is free and open to everyone, also will include an autograph booth with Comets players, a family fun zone with bounce houses and a mini-hockey play area. Local professional hockey players will also meet fans and sign autographs during the event, Comets President Rob Esche said. An announcement on which players will be signing autographs will be made later, Esche said.
Food and beverages also will be available for purchase at the event.
“We’re very excited,” Levine said of the event. “It’s a celebration of the Comets, of last year’s (Western Conference championship), of what they meant to this community and the excitement of the upcoming year.”
Levine anticipates a big crowd for the event. He said about 5,000 people showed up for Candlebox’s performance a few years ago at Fireworks Over Utica.
In today’s technologically advanced world, businesses enjoy great benefits from implementing Enterprise Resource Planning (ERP). ERP solutions offer the ability to manage an entity’s various operations such as finances, supply chain and inventory, for example.
Particularly because comprehensive ERPs are the backbone of supply chain entities who use them to help run the company, it’s key to select an ERP that can communicate with the company’s various trading partners.
That’s where EDI comes in.
The impact of integrating ERP with EDI
March kicked off with an excitement to see complete ROR Boyz together as Prapul is heading back to India for a small visit from Australia, it didn’t stand for a long time as unavoidable circumstances pushed Vamshi to leave early to Australia.
Our initial plan was a trip to Gandikota–>Shimoga–>Mattur–>Badami caves–>Pattadakal–>Aihole–>Dambal–>Hyderabad. Best part of this plan was Camping in Shimoga. But due to the time factor we didn’t stick to our plan. So we changed our plan and went to Laknavaram for Camping. Our day started at 7am, firstly we went to Ramappa temple and spent some time checking its architecture (To know more about the temple you’ve to wait till I post 😉 ) then we headed to Laknavaram lake. We were really amazed to see such a lovely and beautiful place. We didn’t regret at all. Such an awesome experience I say
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Last year we wrote about railroad revitalization in New Hampshire.
The New Hampshire Northcoast Corporation (reporting mark NHN) operates part of the former Boston and Maine Corporation‘s Conway Branch between Rollinsford and Ossipee, New Hampshire. The railroad’s primary traffic is quarried sand. It interchanges cars with Pan Am Railways in Dover; the cars are then taken to Boston Sand & Gravel in Massachusetts.
Now we have a new development:
Genesee & Wyoming Inc. has reached an asset purchase agreement with Claremont Concord Railroad to acquire its rail line in Claremont, N.H., and lease to operate over a state-owned line in West Lebanon, N.H., according to a report in the Valley News.
G&W subsidiary New England Central Railroad last week notified the Surface Transportation Board of the transaction, the newspaper reported. A G&W spokesman confirmed to the newspaper that the company was acquiring Claremont Concord, but declined to comment further.
Claremont Concord Railroad owner Christopher Freed did not respond to the newspaper’s requests to comment. He acquired the railroad in 2002 from LaValley Building Supply.
Feasible to use old FJ&G right-of-way: officials
August 10, 2015
MOHAWK – A study found it is feasible to establish rail service from the CSX tracks in Fonda to the site of the proposed regional business park, local officials said.
Fulton County Planner Jim Mraz and Montgomery County Business Development Center Director Ken Rose announced the results of the engineering evaluation Aug. 3 during a business park tour.
A map, provided during the tour, shows the former FJ&G Railroad right-of-way could be redeveloped from the CSX rail line in Fonda to the regional business park site north of the village.
Mraz said this morning the cost to install the rail lines would range from $10 million to $15 million. The right-of-way for the old rail line would be used for the new rail service, he said.
“The good news about the rail study is that [re-establishing rail service] is feasible,” Rose said.
The regional business park would be built on 280 acres of town farmland. The site would be south of Opportunity Drive at the Johnstown Industrial Park off Route 30A in Fulton County. Land would be annexed into the city of Johnstown to enable a connection to water and sewer services. The site would be shared by both counties to bring a company or companies into the park.
Officials for both Fulton and Montgomery counties have said the available land at established business parks in their respective counties is too small to accommodate the needs of large-scale businesses.
Talks about renewing the abandoned rail line began in September 2013. In 2014, Plumley Engineering of Rome, Oneida County, was paid $28,350 to do an engineering evaluation on re-establishment of a railroad spur to the park site.
Michael Mullis, an international site selector from Memphis, Tenn., discussed the importance of rail service during his consultation on the site development. Mullis suggested the county do a study to show businesses it is feasible to run a rail spur up to the site.
“What [Mullis] told us was, ‘Let’s do an engineering study … that you can give to me that says, yes, [re-establishing rail service] is feasible and here’s what it will cost. So, if I have that and I have a company that needs 200-plus acres and wants rail, I will simply hand them the report, and here’s what is feasible and here’s what can be done,'” Mraz said.
Mraz said Mullis told him around 72 percent of large businesses that contact Mullis want to have access to rail lines. Without that access, some businesses wouldn’t consider sites.
“This is all part of the process of getting the site shovel ready certified by Empire State Development,” Mraz said. “And that’s an important designation. It gives recognition and credence to this site that it’s truly shovel ready.”
This morning, Mraz said any installation of rail service would not happen unless a company said they needed it as a part of the development.
Re-establishing rail service would be a multi-year project that would include getting state and federal permits – including one to put in a crossing and traffic signals on Route 5, he said.
Mraz said officials have already talked with CSX about the possibility of extending the line.
Fulton County is also studying the possibility of putting in a bypass road that would take trucks up to the Regional Business Park without traveling up Route 29. It was recently announced the routes have been narrowed down to three possibilities.
Mraz said during the tour the proposed bypass and proposed business park are not mutually exclusive, and one can go forward without the other.
Thank you to our old friend Gino DiCarlo for this great information
E-commerce giant Amazon.com Inc. is developing aerial drones that it said could deliver products directly to consumers’ homes within the next five years. Amazon CEO Jeff Bezos said the vehicles could deliver up to five pounds in a 10-mile radius of Amazon’s 96 warehouses within 30 minutes. Bezos said. “It will work, and it will happen, and it’s gonna be a lot of fun,” he said, according to Bloomberg News.
The Department of Transportation’s Federal Aviation Administration would have to approve the use of drones, Bloomberg said. Congress has directed it to write regulations to allow such vehicles in United States airspace by 2015. Drones are currently used to deliver textbooks in Australia, and an experiment using them is under way in China. In addition to the faster time to deliver products, drones could provide a supply chain with a smaller environmental impact. Bezos said, “It’s very green,” he said, according to Bloomberg. “It’s better than driving trucks around.”
But many other things are happening that could and will impact dropshipping:
Social Internet start-up FairPromise is searching for drone operators to pull display advertising around populated areas.
Right now the impact on home delivery seems to be too much in the experimental stage to predict when (if) it will happen.
Detroit’s beautiful Michigan Central Station is in the local news again suggesting the building may be renovated and re-opened. According to WJR-AM Radio, the Chamberlain Glass and Metal Company of St. Clair, MI has been contracted to replace the over 1,000 windows in building. Electricity is back on in parts of the building and an elevator has been repaired or replaced.
Nothing symbolizes Detroit’s grandiose rise and spectacular fall like Michigan Central Station. No other building exemplifies just how much the automobile gave to the city of Detroit — and how much it took away.
For 75 years, the depot shipped Detroiters off to war, brought them home, took them on vacation and sent them off to visit Grandma. It was Detroit’s Ellis Island, where many generations of Detroiters first stepped foot into the city for factory jobs. It was filled with the sounds of hellos and goodbyes, panting locomotives and screeching wheeled steel. But for nearly twenty-five years now, it has been a place for vandals, thrill-seekers, junkies and the homeless. The only sounds to be heard are the hissing of cans of spray paint, the clicks and whirs of camera shutters and the slow drips of water through holes in the roof. Wind whistling through broken windows has replaced the deep-throated whistles of trains.
Designing the depot
From 1884 until 1913, the Michigan Central Railroad ran out of a depot downtown at Third and Jefferson. The railroad’s business was growing, and the company had started an underwater tunnel in southwest Detroit in 1906. It was decided another, much larger depot should be built near the entrance to the tunnel, and Michigan Central began buying up land in the city’s Corktown neighborhood just outside of downtown in the fall of 1908.
By spring 1910, about fifty acres of property for the depot had been acquired with about three hundred small, wooden-frame homes being bought or condemned. Matthew Scanlon, the real estate dealer who acquired the land for the railroad, had to call on one old woman forty times to get her to sell. It was said to be the largest real estate transaction ever in the state at the time. Some deals took only five minutes, while others took six months, the Detroit Tribune reported in December, 1913. The city forked over $680,619.99 ($14.75 million today, when adjusted for inflation) in condemnation proceedings on Aug. 6, 1915, to acquire the land for the depot and the land in front of it for a park. The idea was part of the City Beautiful movement of the time, which called for grand public buildings at the end of dramatic vistas. The park was named Roosevelt Park in honor of President Theodore Roosevelt, who had died in January 1919, and the landscaping was more or less completed the following year. Construction on the station began after permits were obtained May 16, 1910. The steel framework of the building was in place in December 1912.
Michigan Central Railroad was a subsidiary of the New York Central Railroad, which was owned by rail tycoon William Vanderbilt. For the new station and office building — one fitting for the growing city it served — the railroad turned to the architects Warren & Wetmore of New York and Reed & Stem of St. Paul, Minn. The architectural firms had teamed up on the Grand Central Terminal in New York. Charles A. Reed and Allen Stem were known for their designs of railroad stations, while Whitney Warren and Charles D. Wetmore were considered experts in hotel design, which explains the hotel-like appearance of the building’s office tower. This architectural juxtaposition was not without its critics, as Harold D. Eberlein wrote in The Architectural Record at the time: “The exterior of the Detroit Station presents an extraordinary lack of continuity of conception. Seen from a distance, the casual observer, unless otherwise informed, would never take the two parts of the station to be portions of one and the same building, so utterly different are they. Each part taken separately might be good. Joined together, they are architecturally incongruous.”