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Ride between Albany and New York on the New York Central Hudson Division with the author and learn some fascinating facts about this historic rail route

Bannerman's Island and Castle

Bannerman's Island and Castle

Riding down the Hudson, you cannot miss Bannerman Island. You see Bannerman Castle -- built not as a home, but as an arsenal for an immense collection of weapons. The castle's builder, Frank Bannerman VI, was a Scottish patriot, very proud of his descent from one of the few Macdonald's to survive a massacre at Glencoe in 1692. A rival clan, the Campbells, slaughtered all Macdonald males ages 12-70. One escaped to the hills with the clan banner -- and from that day on, his family name was Bannerman. The Bannerman family immigrated in 1854, when Frank was three, and settled in Brooklyn. His father established a business selling flags, rope and other articles acquired at Navy auctions. When he joined the union army during the Civil War, 13-year-old Frank began running the business. At the close of the Civil War, the U.S. government auctioned off military goods by the ton, mostly to be scrapped for their metal. Young Frank can be called the "Father of the Army-Navy Store," for he was one of the first to realize that much of what was being sold had a market value higher than scrap. Under his guidance, Bannerman's became the world's largest buyer of surplus military equipment. At the close of the Spanish American War, Frank Bannerman purchased 90 percent of all captured goods in a sealed bid, and it became necessary to find a secure place to store their large quantity of very volatile black powder. His son, David, saw Pollopel Island, in the Hudson, and Frank Bannerman purchased it in 1900. Bannerman Island was primarily a warehouse, storing mostly war weapons and explosives. Also scattered about were invaluable relics such as the chain placed across the river at West Point during the Revolution. Millions of fascinated travelers passed by on the railroad and the Dayline steamer; their access was barred by armed guards, watch dogs, warning signs and red flags. Francis Bannerman died in 1918, and the family business operated until the 1970s out of a warehouse in Blue Point, Long Island. In 1967, the family sold Bannerman Castle to New York State, which took possession after all of the old military merchandise was removed and the relics given to the Smithsonian.
Lake Shore Limited at Rensselaer

Lake Shore Limited at Rensselaer (photo by the author)

New York Central station along the Hudson at Garrison

New York Central station along the Hudson at Garrison

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Here's a preview of some of the exciting projects we have put together for you:

Our feature article is "Ride Along the Hudson" .

We have some great articles which include Brewster to Grand Central , Hudson Division local freight , and "Short Trip to the City" .

Take a photo ride along the Hudson and follow your trip on Google Earth .

Find out about towns on the Hudson and see our reference section .

Grand Central Terminal and the New York City Subway .

Bannerman's Island and Castle

See KC Jones BLOG about Railroad History

Our favorite Short Lines

Interesting Railway Stations

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20th Century Limited passes Bannermans Castle

20th Century Limited passes Bannermans Castle

E-8 #4079 leading the charge
Photo courtesy of Wayne Koch

Short Trip to the City

It's Presidents's Day and what better a way to spend a gloomy February day than shopping in New York City. Rather than my usual Amtrak run from Albany, today's trip will be via Metro-North Commuter Railroad.

Driving over from Northern New Jersey, I note the abundant parking space at New Jersey Transit's Harriman station and hope Tarrytown's parking will be as ample. I also make a mental note to get a current copy of their schedule in case the opportunity to use their excellent service should arise soon.

Crossing the Hudson on the Tappan Zee Bridge, I start to realize that my timing might be a little off and that we probably will miss the 9:44. On a non-holiday weekday this would be no problem, but with the holiday schedule, a miss translates to next train at 10:44. Traffic is moderate but we don't come down the hill towards the station until 9:45. Assuming we have missed the train and knowing the services provided on Metro-North, we make a coffee stop at the McDonalds across the parking lot. We pull near the old, deserted ex-New York Central one-story stone station and opt to park illegally at a meter rather than illegally in a "permit only" lot. (We never figured out where one can LEGALLY park near the station since meters are 2 hours only.) I hope Amtrak considers this problem before changing the current station stop from Croton-Harmon.

All of a sudden I spot the 9:44 headed South about five minutes late. We attempt to get across the pedestrian bridge and catch it-but no luck. We decide to wait the hour in a little plexiglass shelter located on the platform. This station has four tracks through it, three of which are served by two platforms and one being an express track. The South-bound commuter traffic boards from a center platform accessible via a pair of pedestrian bridges. Parking areas are on both sides of the track.

The train we just missed was a multiple-unit (M-U) electric powered one. Minutes later the headlight of a North-bound train comes into view. This one obviously goes all the way to Poughkeepsie as it is powered by two diesel-electric-electric FL9s (no. 2006 and no. 2033 - in New Haven colors!). It does not stop. At 10:25, South-bound Amtrak 72, a 5-car Turboliner, roars through on the center express track. In about 5 minutes, Metro-North U-boat no. 601 runs light through the station. Next a North-bound 6-car M-U stops at the other platform. Almost as soon as the M-U leaves, a pair of light Conrail SW-1500s go slowly through the station, stop, change tracks and go back up North. Presumably, they are switching the Chevrolet plant just around the bend. In the course of our one hour wait, at least 20 people have joined us in the platform shelter, most have forgotten that today is a holiday and the 10:12 express doesn't run. Finally, right on time the 10:44 pulls up and we board.

As we ride down the Hudson, I recollect a little on the history of this line. Although many of the bridges and retaining walls show date stamps between 1903 and 1913, the origin of this road goes back a lot further. Beginning with the famous run of Robert Fulton's Clermont between New York and Albany in 1807, the steamboat industry on the Hudson had grown tremendously. Dozens of boats ran up and down the river. The New York & Harlem Railroad stayed away from this competition by building its line North through Brewster and Pawling to Chatham. This situation along the river was satisfactory in the summer, but in the winter when the river either froze solid or was too icy for the boats, trade and transportation suffered. Finally in 1846 a group of Poughkeepsie businessmen obtained a charter to build the Hudson River Railroad from New York City to Albany. Completed in 1851, this line connected Albany with a terminal on New York's West Side at Chambers Street and West Broadway.

After the Civil War, steamboat tycoon Cornelius Vanderbilt acquired the Hudson River Railroad as well as the New York & Harlem. When he constructed Grand Central Depot, he also constructed the Spuyten Duyvil & Port Morris Railroad to link the Hudson River Railroad to the Harlem at Mott Haven. South of Mott Haven, the Hudson and Harlem shared 5 miles of track with the New Haven.

A 1902 accident in the smoke and steam filled Park Avenue tunnel set about a chain of events which resulted in an electrification project for the New York terminal operations, including 34 miles along the Hudson River to Croton (reached in 1913). The M-U car I am riding in is conceptually similar to a fleet of 180 put in service in 1906. Many areas along the river were improved and built up with fill taken from the excavation of Grand Central Terminal and its approaches. The power requirements for the electrification were so great that utility companies could not supply it, and the railroad had to build its' own power plants, one of which we pass at Glenwood.

Across the Hudson can be seen the Palisades, an extraordinary ridge of basaltic rock rising picturesquely to a height of between 300 and 500 feet. We proceed South through a series of high-platform stations. Because this is a local, we stop at each station. This affords a close up of the property that is missed riding Amtrak through the stations at 40 or 45 miles per hour. Today's station stops are almost the same as in 1950 except for the lack of a stop at Mount St. Vincent. Except for Phelps-Dodge and Anaconda, there is very little heavy industry which ships by rail.

Turning away from the Hudson at Spuyten Duyvil, we head for Mott Haven and the last lap into Grand Central. The name "Spuyten Duyvil" (sometimes just called "sput" by Metro-North conductors) received its' name according to Washington Irving as follows: In 1664, when the Dutch were being threatened by the British, Anthony van Corlear, Dutch trumpeter to Governor Stuyvesant, was dispatched to sound the alarm. It was a stormy night and the creek was impassible. Anthony "swore most valorously that he would swim across it 'in spite of the devil' (en spuyt den duyvil) but unfortunately sank forever to the bottom."

Just past Marble Hill we pass a Speno rail-grinding train parked in a siding. This trip truly provides a great variety of different sights.

We arrive at Grand Central right on schedule. The normally busy "throat" from Mott Haven, past 125th Street and into the tunnel is light as one might expect for a holiday. We stop on the upper level like all trains appear to be doing today. The only busy area of the station is the waiting room where the derelicts are keeping the benches warm waiting for the cops to come along and move them out so they can move right back in again.

Leaving a few hours later on the 4:50, we must walk several car lengths down the platform since the first few cars are occupied by a large group of school children. On the way out, I look for any signs of restoration work on the Park Avenue Tunnel. Either I don't see anything or I don't know where to look or else maybe they haven't started yet even though the nice, glossy pamphlet Metro-North gives out says they have. (Ask for one at the information booth.)

Although our day in New York was clear, we arrive at our car in pouring rain a couple of minutes before the advertised 5:28. No parking ticket!

By Ken Kinlock at

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Tarrytown Station

Tarrytown, NY station in 1907 from our postcard collection

Railroad Station at Troy, New York

Railroad Station at Troy, New York

The station in Troy was owned by the Troy Union Rail Road. The TURR lasted from the mid 19th Century till the mid 20th Century. It was owned by the New York Central, Delaware & Hudson and Boston & Maine. Access from the South was from Rensselaer; from the West, via the Green Island Bridge; from the North was street running almost the entire length of Troy. See Penney's blog for more information (and a great movie from the 1950's).

Until the late 1950's, the NY Central had a switcher assigned to Troy.

Just Around the Corner by Bertrande H. Snell

Bertrande H. Snell, author of the following article, a native of Parish, Oswego County, N.Y., was a telegrapher all his working life. For many years he was employed by the New York Central Railroad, and for 33 years was a telegrapher for Western Union in Syracuse.

Bertrande Snell commenced his writing career with the Syracuse Syracuse Post-Standard in 1945 and continued it until shortly before his death in 1949. His columns were primarily of a reminiscent or historical nature, which included railroad stories.

If you like his column, we have more.
Syracuse Post-Standard, Feb. 29, 1948

Just Around the Corner
By Bertrande

I’ll bet you’d get a kick out of seeing a locomotive fireman carefully polish his coal scoop with a piece of clean waste, put a few strips of bacon on the shining steel, break two eggs, stop the meat and carefully hold the shovel at just the proper position in the firebox to fry them neatly.

I don’t suppose they do it that way, any more - but many’s the old-timer I’ve seen preparing his breakfast in that manner. Bacon and eggs cooked that way by an expert seem to taste better, too. Then, there was the matter of the coffee experts. Every caboose had at least one man in the crew who considered himself the best coffee-maker on the division - and he was always prepared to prove it to you.

Forty-five years ago, on the Hojack, there were a great number of these specialists who would brew you a cup of coffee on the slightest provocation, just to prove their skill. Each individual boasted a different method - and I mean boasted - all of which seemed to produce perfect results. Many artists depended more on their skill in blending their coffee than on the mere brewing of it; while others contended that even a poor brand of coffee could be tickled into a tasteful drink by using the proper method - meaning, of course, his own.

In those days, one could go to a grocery and selected his own type of coffee in the bulk - _Mocha, Java, Syrian, Turkish - and have it mixed according to his own specifications. This naturally led to a wide divergence of opinion as to the proper proportions of the different growths. And, that was where the fun came in.

The first requisite of the railroadman’s cup of coffee was, of course, that it must be strong, rugged and hard-boiled - like himself. He seldom cared to dilute it with any such feeble liquid as milk or cream, and among the aristocrats of the caboose, sugar, too, was frowned upon as being too much on the effeminate side.

The railroad man’s dinner-pail used to be a very essential part of his equipment. he would sign the book at the terminal and be on his way in the early hours of the dawn and his day’s work was not over until his train had arrived at its destination, whether it was 8, 12, 16 or 20 hours later. The old bucket had to be well packed with food, because he never knew how long he would be away, or how far from a restaurant he’d be marooned. Hot coffee glorified the stale sandwiches and took the curse off soggy pie!

Local freight, No. 21, pulled into Mallory from the west one early afternoon of a cool, cloudy day in October, 1903. The quiet countryside was beginning to show the effects of autumn’s advance and there was a potential chill in the air. I had but little for them to do; and, after unloading a few pieces of merchandise they prepared to depart. Conductor Hop Look, flagman Haley, and rear-shack Jones clambered aboard the caboose and gave the engineman the “High-sign.” But Cotter had left his engine, and, with his head brakeman, was strolling toward the rear of the short train. As he approached, he remarked:

“We’ve got only 22 minutes to make Parish for No. 10. We better not try it. I’ll pull into the siding here and wait for ‘em.”

This was accordingly done - they pulled east to the end of the long side-track and back in just far enough to clear the main line. At this moment the Oswego train dispatcher called me and ticked out a train order to the effect that No. 10 would hold the main track at Parish, while No. 21 should proceed to that point, take the siding and pass the passenger train.

This move was made because No. 10, the crack Thousand Island flyer had been delayed near Pulaski by a burnt-out journal box, and would be some 30 minutes late. So I ran down the track some 400 feet to the caboose and gave the order to Conductor Look.

Around the caboose stove, where gathered all the members of the train crew, with the exception of Barney Fiddler, the fireman. They were watching, intently, the activities of head-brakeman Fred Mudge. on the broad top of the low, pot-bellied caboose stoe sat a squat, tin basin of large dimensions, about half full of gently simmering water.

In one hand Mudge held a round metal sieve with a very fine mesh, which fitted the top of the coffee-pot. The sieve was filled with ground coffee which gave forth a most fascinating aroma. in his other hand, Mudge was dipping hot water from the basin with a big tablespoon and pouring it gently on the coffee in the sieve. he as doing this with the most meticulous care, watching as the water seeped through and fell, drop by drop, into the pot.

Conductor Look approached the group and handed a copy of the train order to the engineman. “How long’ll take to make that coffee?” he demanded.

“She’s a ticklish business,” responded Mudge, “an’ I just got started - take, mebbe, 30 minutes more.”

“Well, we’re on our way,” said the conductor, “orders to me th’ Flyer at Parish.”

“Jest a holly minnit” gasped the horrified coffee-expert. “This here’s a delicate operation, this is - requires a delicate touch - an’ I can’t no wise do it right when the train's rollin’; you gotta gimme time.”

Hop looked at the engineman and they both nodded, solemnly.

“All right, then, you do yer stuff an’ do it right. We’ll wait - mebbe you’ve got somethin’ there at that.”

--And Hop calmly seated himself to watch the proceedings, while the expert continued to “spoon” his coffee with the utmost care and deliberation.

“Well I gotta get back,” I announced as I started for the door, envisioning the face of the raving train dispatcher in Oswego, when he became cognizant of this delay. But Mister Look detained me with a huge, hairy and determined hand.

“You stay right here you danged well are, until Mudge gets through,” he commanded, “you ain’t goin’ back to th’ office an’ put no dad-blasted ideas into th’ head o’ that dumb dispatcher.”

“But,” I quavered, “they’ll fire me for this, I’ll-”

“Prob’ly will,” agreed the conductor, calmly, “an’ mebbe th’ rest of us, too - but I’ll do a dang sight wuss’n that if you start out o’that door!”

--So, I stayed.

After what seemed to be like a couple of centuries, expert Mudge finally got his coffee brewed - and then he proceeded to serve it. At the back of the stove was a small, copper teapot which had been warming there since the operations started. Into each cup he poured about three ounces of warm brandy from the little teapot and then filled the cups with his coffee-brew. And, don’t ask me how good it was! It was out of this or any other world!

Shortly after this, the train pulled out of the siding and proceeded on its leisurely way toward Parish, while I ran back to the depot to face the music.

Well, everything turned out all right. The passenger train was delayed only 30 minutes at Parish, and I got only a 10-day suspension and a reprimand. The train crew came through with flying colors. Their report of serious engine trouble while on the mallory siding was finally accepted as gospel by the official and the matter was closed. The fact that this ‘engine trouble” was super induced by the resourceful engineer with a few well-directed blows of a pipe wrench was not dwelt upon.

Nobody was seriously inconvenienced in this episode except the 200 passengers on the Flyer. But then - what the heck? They had already paid their fares!
Rhinecliff Station Centennial

Train 54 at Hendrik On Hudson in 1967

Lots of head end equipment
Courtesy of Wayne Koch
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Several years ago I wrote a story on the major railroads of 1950 and what happened to them.

Now I am following up with a closer examination of the New York Central Railroad. This railroad only lasted until 1968 when it merged into Penn Central.

But, what was the NY Central Railroad like in 1950?

You will also be interested in "What if the Penn Central Merger Did Not Happen"

Penn Central New Haven Railroad New York Central Railroad

Interested in Penn Central? New York Central? Pennsylvania Railroad? New Haven Railroad? or in the smaller Eastern US railroads? Then you will be interested in "What if the Penn Central Merger Did Not Happen". You will also enjoy "Could George Alpert have saved the New Haven?" as well as "What if the New Haven never merged with Penn Central?"

Brewster North
Brewster North (now Southeast) was the terminus for these unique diesel-electric-electric locomotives

Brewster to Grand Central

One of the best connections between the Interstate Highway system and the Nation's rail system exists at Brewster north, just off Exit 19 of New York's Interstate 84. This connection is not with AMTRAK, but instead with Metro-North Commuter Railroad.

Brewster North is a new, modern platform located at the end of a new access road. It is vastly different from Brewster which is a quaint old station located in the heart of a small suburban town. Like all stations on this line, it has been rebuilt as a high-platform station.

We arrive a few minutes early and watch our six-car train back up from the Brewster yard. The station is one platform with a track on each side. Both tracks have 700 volt 3rd rail. Before we leave, a rail diesel car pulls up on the other side of the platform and several passengers cross and board our train. This train had originated in Dover Plains. As I climb aboard, I note that the car I am riding in (No 8013) was paid for by the 1979 NY State bond issue. Since we are leaving at 9:10 am, we only pay "off-peak" rates ($6 one way) versus the regular $8.

Our train leaves on time and passes through the Brewster yard (Putnam Junction) where a new car repair facility is being constructed and pulls into the old Brewster station about a mile South (52 miles from Grand Central). After Brewster, we run alongside a lake until we stop in Croton Falls. Croton Falls is again just a platform with it's station having been turned into a liquor store. We meet our first North-bounder here, but since the line is double tracked all the way, there is no delay.

Our next stop is Purdy's - a "parking lot" on Interstate 687 (46 miles from Grand Central) with no town in evidence. Our next stop is Golden's Bridge. The turnoff to the old Putnam Division was here but I couldn't see evidence of where the tracks went other than what looks like an old railroad bridge just West of the town. In Golden's Bridge I spot the first commercial business trackside - a small lumber company with one empty siding.

As we continue South, I note the new, modern electric substations. This line has only been electrified North of White Plains North since early 1984. At Katonah there is a bridge to the single platform. The next stop is Bedford Hills - again in the center of town. At Mount Kisco (37 miles from Grand Central), there is an old Penn Central green freight house just North of town. It looks very unused.

Chappaqua has an old stone station surrounded by a sea of cars. We met our second North-bounder here. Pleasantville station is in a huge gulch in the middle of town. Hawthorne (28 miles from Grand Central) is located at the inter section of the Sprain Parkway, Saw Mill River Parkway and the Taconic Parkway. Valhalla is located just South of probably the biggest cemetery I ever saw which has an old unused station (Kensico Cemetery) all it's own.

White Plains North is a large car storage area and repair facility. It is one of the most interesting spots on the line with several old baggage cars and at least 8 train-sets (one in State of Connecticut orange as opposed to our blue and silver) parked here. Just South of the yard is the station where we turn into an express and passengers can change to a local. It is a much bigger station than the rest with 2 platforms. From here to New York we will only stop at White Plains and 125th Street. The White Plains station (22 miles from Grand Central) is being rebuilt and looks like it is in the middle of a whole downtown redevelopment. At Hartsdale we pass an old stucco station which is typical of the stations South of White Plains. North of White Plains everything is new because of the recent electrification.

Below Hartsdale, we slow down for a red signal. The conductor quickly announces the reason for our delay on the PA. Traffic is getting heavier here, we pass two northbounders 2 minutes apart. We pass abandoned VO tower.

We join the old New Haven tracks at Woodlawn (11 miles from Grand Central) and run through the Bronx parallel to Webster Ave. At many points we are in either culverts or tunnels. We pass the trackage to the Port Morris line. Soon we arrive at what was the Mott Haven yards, but there are hardly any tracks left here. Now we pass MO tower and join the Hudson line. The absence of any industry using the railroad is so apparent. I only saw one boxcar on a siding at Woodlawn. Either all the industry on this line is dead or else it was turned off by poor service. It seems like there would be a tremendous opportunity for a "short line" operator to build a freight business on this line and run freights at night when the passenger business drops off.

At just about the stated 10:37 am (1hr and 21 minutes out of Brewster North), we pull into the lower level of Grand Central. While the face of the country's railroads have changed drastically since 1946, one feature that is still recognizable is Grand Central Terminal. Picture what 40 years change has done to railroads in the area: the Albany Station, the "Great Steel Fleet" of the New York Central, the New York Central itself, turbos based in Rensselaer and running to Hudson at 110mph, the Harlem line to Chatham now a growth of weeds, etc, etc. Yet Grand Central operates relatively the way it was 40 or even 70 years ago.

I picked 1946, as that was the year David Marshall published his outstanding book GRAND CENTRAL. The "Yankee Railroad" with its "right to operate into Grand Central forever" is no more, but orange and silver Connecticut M-U cars carry on the same function. The morning and evening rushes are still as hectic. While the waiting room is kind of seedy, the Oyster Bar is just as splendid. The information booth, painted ceiling, concourse gateways, and the intricate system of towers, signals, and switches are still in place.

Grand Central...over 400 switches and almost 600 signals all interlocked and controlled from 5 different towers. One controls the 4-track tunnel flow into 10 parallel tracks, four of which go to the lower level. Separate towers control the upper and lower levels as well as the loop tracks and the yard tracks. The end result is 31 upper (5 loops) and 17 lower (2 loops). The whole key to successful operation of the terminal is the operation of the interlocking towers. The whole concept of the area is amazing - tracks laid on the bedrock of Manhattan, forty feet below the surface; more tracks laid on bridgework twenty feet above the lower tracks; and the same sturdy bridgework twenty feet higher carrying city streets and skyscrapers. Grand Central Terminal is truly an engineering masterpiece.

By Ken Kinlock at
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New York Central T Motor at Mott Haven

New York Central T Motor at Mott Haven

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NY Central on the  Hudson

Old New York Central postcards

from our collection
NY Central on the  Hudson
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Railroads in New York State

All-time list of railroad names in New York State

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Borden’s Creamery at Lead Mines on the P&E

Borden’s Creamery at Lead Mines on the Poughkeepsie and Eastern Railroad (part of the former Central New England Railway)
More about milk trains

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What ever happened to my Penn Central stock?

Penn Central gobbled up the stock of New York Central, Pennsylvania and New Haven Railroads. But what ever happened to the company and the stock? Is it worth anything?

Ever hear of American Premier Underwriters?

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St Johns Freight House

St Johns Freight House
Photo at left is of the St Johns Park Freight House. These are from a brochure published by the New York Central in 1934 and re-issued by the West Side Rail Line Development Foundation (author was a former member and supporter of this foundation).

St. John's Park was abandoned when some of the High Line ROW below Bank St. was sold for housing. But had traffic there dried up by then? Was there any debate over it at the time? The line was only about 20 years old at that time. When St. John's was in service, there were about 8 tracks running into it-- how was it switched? And what kind of stuff was shipped to St. John's. Also, the line served Nabisco, Armour--when did they stop using the line? And did the RR serve Bell Labs (now Westbeth) whose building it ran through?

For answers to these questions, click here or on picture above.

Railroads On The Rebound

Over the last 50+ years, railroads have changed a lot. Now they are about to change again.

It is all about a combination of economic factors and climate factors.

Since 1950 , railroads have consolidated. Freight moved from a "box car mentality" to a "unit train,mentality". Passenger went from a robust business to a "caretaker" arrangement called AMTRAK. This happened as everybody could drive for free on the Interstate Highway System or fly on an airline system where the government subsidized both airlines and airports. In the meantime, railroad express and railroad post offices went "down the tubes". The old Post Office Department and the Railway Express Agency could not adjust to the new way. UPS and Fex Ex could.
Carbon Calculator
What's the most environmentally-friendly way to transport goods? The answer is freight rail. The EPA estimates that every ton-mile of freight that moves by rail instead of by highway reduces greenhouse emissions by two-thirds. But what does that really mean? Our easy-to-use carbon calculator will estimate the amount of carbon dioxide that can be prevented from entering our environment just by using freight rail instead of trucks. We'll even tell you how many seedlings you'd need to plant to have the same effect.

Grand Central Terminal and the New York City Subway

This page is our gateway to New York City. Find out about the New York Central Railroad's Grand Central Terminal. Explore the fabulous New York City Subway System. Learn who Robert Moses. was and his impact on New York City. Understand New York City transit planning, West Side Freight Line (the "High Line") and St Johns terminal. The New Haven Railroad and the Long Island Railroad reached into New York City. Did you know the Lehigh Valley Railroad even went into New York City (by ferry). Learn about the Jenney Plan to bring commuters into New York City and finally explore mysterious track 61 at Grand Central Terminal with its relationship to Presidents of the United States.

Grand Central Terminal of Interest

» Strictly speaking, it’s Grand Central Terminal, not Grand Central Station, because train lines originate and terminate here. Even locals make this mistake. Transcontinental trains bound for Chicago and Los Angeles used to depart from Grand Central. Today, the terminal serves Metro-North suburban commuter trains to and from Connecticut and Westchester, Putnam and Dutchess counties in New York State.

» At 49 acres, Grand Central is the world’s largest railway terminus. The Main Concourse alone covers 88,000 square feet.

» Seven hundred thousand people pass through the marble halls of Grand Central each week, making it the nation’s busiest. To put the figure in perspective, that’s more than the entire population of North Dakota.

» The information booth in the center of the Main Concourse, a popular meeting place for New Yorkers, fields 1,000 questions an hour.

» Each face of the brass clock atop the information booth in the Main Concourse is made of solid opal. The four faces are valued at between $10 and $20 million collectively.

» The outdoor clock atop the main entrance to Grand Central on 42nd Street (see cover) has a diameter of 13 feet and is the largest known example of Tiffany glass.

» Grand Central is the second most visited site in New York City, second only to Times Square.

» Grand Central’s Lost & Found Department receives 1,400 items per month. The recovery rate is 80 percent.
Organic Foods Food Distributor for organic and natural products. Wholesale distribution throughout North America. We are a broker for organic and natural products. We specialize in locating organic products you sometimes can't get from your local distributors. We set you up with a relationship with a supplier. Our ORGANIC FOOD WebSite is not everything we can get, just a robust sample.
Garbage Truck We can find any garbage truck you might want; NEW or USED
Let us search our numerous sources for you. Contact us, give us your location, specifications of the truck you want, and the price you want to pay. "We Talk Trash"!
JWH Industrial can get ANYTHING in GARBAGE TRUCKS. Talk to us about garbage trucks,
We have: Roll-off Trucks; Front Loaders; Rear Loaders; Grapple Loaders; Side Loaders.
EDI Tool Box What is EDI?
EDI Mapping
Blogs about EDI and eCommerce
Financial EDI
EDI with the Government
Electronic Commerce Communications Providers
EDI and EC Vendors
EDI Project Management
Transportation EDI
History of EDI
Unique Global Identity for EDI Messages
Who wrote all this good stuff?
Supply Chain Control Tower

Supply Chain Management Control Towers

Control towers are used in many industries for different purposes: airports and railroads use them for traffic control; power plants have control rooms to monitor operations; and third party logistics providers use them to track transportation activities. These are places where operations run well. Why not a


in order to monitor and assure your supply? Talk to us, we build them!

So just what is an SCM Control Tower? What are the functions of a Supply Chain Control Tower? Who staffs your Supply Chain Management Control Tower?

If you use an EDI VAN for your business, this message is for you. Move past the ancient VAN technology. JWH EDI Services Electronic Commerce Messaging System will bring your EDI operation into the 21st Century. The power of our global EDI network is available on your server, your cloud platform or your application. AND you cannot beat our prices.
You can connect and communicate with all your customers and trading partners through the JWH EDI Services Electronic Commerce Messaging System - Connect with trading partners around the world on a single Network-as-a-Service platform, get real-time transaction visibility and eliminate those manual network processes. It is a pay as you need model. We track all interchanges from the moment they enter the system, along every step across the network, and through the delivery confirmation.

How can we help you? Contact us: Ken Kinlock at
Snow Belt in New York State Boonville Station

There is a "Snow Belt" in New York State that runs above Syracuse and Utica. It goes East from Oswego to at least Boonville. Here's the station at Boonville.

Find out more about Weather around the World

Ominous Weather is about more than weather. Its about our environment. Its about our social issues that need to be surfaced if we want to save our environment. See Champions of our Environment like Al Gore SAS le Prince Albert II de Monaco John R. Stilgoe Ralph Nader. We have addressed several railroad-related projects that will conserve fuel and lessen pollution. Our Window on Europe spotlights projects that can help the rest of the World.
We have other environmental sites on garbage trucks and Rapid response temporary shelters / portable housing.

Tunnels and Bridges on the New York Central

Find out more!

Hudson River Tunnel
Railway Enthusiasts Around the World
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Railway Enthusiasts Around the World by lakemirabel
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