During the steam days and for some time afterards, Oneonta was a busy yard for trains both out of Binghamton and Wilkes Barre. It was also an engine change point and crew change point and had a huge roundhouse. The roundhouse fell into disuse after the Alco RS-3’s took over. Eventually, traffic patterns changed and the yard at Oneonta was more or less replaced by a rebuilt facility at Binghamton and the crews were run through between Binghamton and Saratoga or maybe Mohawk Yard in Schenectady and Binghamton. The last major activity in Oneonta was probably the car shop which after the CP takeover was shut down and replaced by facilities elsewhere.
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On right is old Louisville Union Station. On the left is the former L&N Office Building
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Experience a world of wonder as you view the Museum’s internationally renowened collections of nearly 225,000 works of art. See Thomas Eakins’ The Gross Clinic. It is regarded by many art critics as the best examplev of 19th Century American Art. Even WalMart couldn’t buy it!! The people of Philadelphia came together to keep in in Philadelphia.
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moved coal from the New York CentralNew York Central to the Power Plant on the campus.
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Recently a good friend of mine found a stock certificate for the Warwick Valley Rail Road Company. I knew a little bit about it and decided to investigate even further. The Lehigh & Hudson River began as a small line, the Warwick Valley Railroad that connected the town of Warwick, NY with the Erie Railroad at Greycourt, NY. The line expanded south into New Jersey, and in 1882 the Warwick Valley and its affiliates merged to become the L&HR. The line extended from Belvidere, NJ to Maybrook, NY where the New Haven Railroad provided a gateway to New England. The L&HR built a bridge between Phillipsburg, NJ and Easton, PA and ran via trackage rights on the Pennsylvania RR and the Jersey Central Railroad to Allentown, PA. The L&HR handled zinc traffic from the area around Franklin, NJ but mostly it was a bridge line carrying overhead freight. The mergers and abandonments of the 1960 did the L&HR harm, but the New York Central – PRR merger in 1968 caused much traffic to be diverted. The line went bankrupt in 1972 and inclusion in Conrail spelled the end in 1976. The line north of Sparta Jct. became part of the New York, Susquehanna & Western main line in 1982 and the line south of that point was abandoned by Conrail in 1986.
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Through the latter 1950s – maybe early 1960s the New Haven serviced some trains at Mott Haven. Specifically Merchants, State of Maine, Owl would be brought by New York Central switcher for servicing/storage at Mott Haven.
Other trains turned at Grand Central Terminal. Some via look track others had the seats flipped. The motor usually would sit at the bumper until another motor took the train east – then the motor at the bumper would go to 49th St. or onto another east bound.
Cars could be watered and the batteries could be put on charge if necessary but not much else was done in New York. They would be swept out and occasionally washed by a mechanical washer on one side.
Engines at 49th Street would be watered, steam generators would be prepared and filled with water for the outbound trip and the brakes would be tested. There was no facilities for fuel for either the FL-9’s or the electric motors and no sand available either.
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Cooperstown Train Station……Now a private residence
Not much railroad activity in Cooperstown, but the New York, Susquehanna & Western has offices and dispatcher there. I believe a visit or tour can be arranged if you call them. Closest railroad activity is Oneonta (D&H).
Cooperstown is no longer really on an active rail line although the Leatherstocking Line runs between Cooperstown and Milford with tourist trains. Their stopping point is south of the village on NY 28 south of the former crossings at Chestnut and Walnut Streets.
The NYS&W headquarters is in the old freight station in Cooperstown which lies between Main Street and Glen Avenue (NY 28) on Railroad Avenue and this structure has been altered a number of times to make it more suitable for the NYS&W offices. At one time, there was also a trolley/interurban line into Cooperstown from Index which is south of Cooperstown on route 28. This line was a branch off the line which ran between Oneonta and Mohawk and the line into Cooperstown lasted until the very early 1940’s as a freight railroad. The Delaware & Hudson used to serve Cooperstown from Oneonta every Monday, Wednesday and Friday. They had a water tower with a standpipe, a decent electric turntable and a very nice passenger station which had been converted to a residence. For a long time, the local freight train came in with a combo (coach and baggage car) rather than a caboose. I think this was because they still carried Railway Express shipments to the station at Cooperstown and the job probably had an express messenger on it too. They still did a reasonable amount of freight business in Cooperstown with lumber, coal, grain and feed being the big items but local LCL stuff too. Both Milford and Cooperstown at the time still had full time agents too. This was in the late 1940’s. Shortly after the arrival of the diesels, the turntable and water plug came out but Cooperstown still had three day a week service for a long time after that.
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