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89-713: The rail line was once part of the former Delaware and Hudson Railway South Line that ran from Sunbury to Schenectady, New York . It is now an NS rail corridor consisting of the Sunbury Line and the Freight Line, which travels from Binghamton to Schenectady. The Sunbury Line's trackage consists of former trackage that belonged to the rail systems of the Pennsylvania Railroad and the Delaware, Lackawanna and Western Railroad . The Sunbury Line contains

178-627: A $ 2-million grant to the Massachusetts Department of Transportation for preliminary engineering on removing 19 obstacles to allow double stack container trains to use the Patriot Corridor route. The project included raising clearance by two feet in the 4.75-mile (7.64 km) Hoosac Tunnel . The company was criticized for dumping used railroad ties that contain creosote rather than sending them for safe disposal or recycling. Pan Am Railways parent Pan Am Systems

267-525: A $ 40-million payroll. The company continued to operate with subsidiary entities bearing the names of former railroads which over time formed the company. The company's assets were housed separately in these various subsidiaries for various reasons. For example, the Boston and Maine Corporation owned the railroad property itself while the Springfield Terminal branch operated the railroad (most of

356-480: A 478-page plan of purchase outlining a broad range of topics, from implementations of track upgrades to the controversial issue of Norfolk Southern intermodal routing, as well as the fate of Pan Am's hodgepodge fleet of aging motive power, which is made up of EMD and GE locomotives from railroads such as Conrail, NS, CSX, the Milwaukee Road, and Kansas City Southern. On May 26, 2021, the federal regulators of

445-508: A Pennsylvania subsidiary corporation, the Delaware and Hudson Gravity Railroad , to bring coal to the Delaware and the new canal. This cable railroad would grow in importance and become the far-flung class I railroad, the Delaware and Hudson Railway. In the early 1820s, Philadelphia merchant William Wurts, who enjoyed walking about along Amerindian paths, and what today what is termed taking nature hikes, had heard of possible anthracite in

534-406: A deadline for a final Surface Transportation Board decision. On April 14, 2022, The Surface Transportation Board fully accepted the purchase by CSX Transportation of Pan Am Railways and 50% of Pan Am Southern. According to the board; CSX's control of Pan Am and subsequent merger of six of Pan Am's subsidiary railroads into CSX, subject to the voluntary commitments and settlement agreements to which

623-715: A line from Albany southwest to Binghamton , while the Lackawanna and Susquehanna split from that line at Nineveh , running south to the Jefferson Railroad at Lanesboro. Also leased in 1870 was the Schenectady and Susquehanna Railroad , connecting the Albany and Susquehanna at Duanesburg to Schenectady , opened in 1872 (reorganized as the Schenectady and Duanesburg Railroad in 1873). On March 1, 1871,

712-582: A number of ways that anthracite coal could be successfully ignited and burned. The fuel had been seen more as a way to put out a fire than a fuel to build one up, so its use also had to overcome prejudice. White and his partner Erskine Hazard founded the Lehigh Coal and Navigation Company , creating the Lehigh Canal , and inspiring the exploitation of anthracite deposits found by William Wurts in and around Carbondale, Pennsylvania , which led to

801-596: A subsidiary of CSX Transportation; Pan Am Systems ceased operations. The company was founded in May 1981 as Guilford Transportation Industries by Timothy Mellon , who quickly looked to form a railroad company in the Northeast through purchasing some of the area's bankrupt railroads. The company began by purchasing the Maine Central Railroad that same year, and also announced it was interested in purchasing

890-613: Is a railroad that operates in the Northeastern United States . In 1991, after more than 150 years as an independent railroad, the D&;H was purchased by the Canadian Pacific Railway (CP). CP, which would itself become part of Canadian Pacific Kansas City in 2023, operated D&H under its subsidiary Soo Line Corporation, which also operates Soo Line Railroad . D&H's name originates from

979-402: Is a subsidiary of CSX Corporation that operates Class II regional railroads covering northern New England from Mattawamkeag, Maine , to Rotterdam Junction, New York . Pan Am Railways is primarily made up of former Class II regional railroads such as Boston and Maine Corporation , Maine Central Railroad Company , Portland Terminal Company , and Springfield Terminal Railway Company. It

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1068-684: Is owned by Luzerne County and operated by the Luzerne Susquehanna Railway . The remainder of the PRR Wilkes-Barre Branch that is now part of the Sunbury Line runs from Sunbury to Hanover Township, to what was PRR's Buttonwood Yard, where it connected with the former Wilkes-Barre Connecting Railroad that extended from Hanover Township to Hudson, Pennsylvania . In 1976, the Pennsylvania Railroad Wilkes-Barre Branch and

1157-645: The Canadian National Railway in 1929. The D&H incorporated the Napierville Junction Railway in 1906 to continue the line north from Rouses Point to St. Constant Junction near Montreal , Quebec , from which the D&H obtained trackage rights over the Grand Trunk Railway to Montreal. This line opened in 1907, forming part of the shortest route between New York City and Montreal. In 1912,

1246-610: The Delaware Lackawanna and Western Railroad main line were taken over by Conrail due to Penn Central and the Erie Lackawanna Railway being absorbed into Conrail, with trackage rights assigned to the Delaware and Hudson Railway. The D&H acquired the majority of the PRR Wilkes-Barre Branch and the Scranton to Binghamton track of the Delaware, Lackawanna and Western main line, which includes

1335-636: The Erie Canal , opened in 1821, creating news coverage) would also tie the developing industries along the Delaware to the Hudson, which helped raise financing. At the time, nearly all the eastern cities were experiencing energy cost increases and difficulty in getting large quantities of fuel, as most nearby timber stands had been used up, often for charcoal production enabling foundries to start up, which now needed fuel to stay in business. This general condition around most long established cities and towns in

1424-670: The Erie Railroad in 1960 to form the Erie Lackawanna Railway . The line became part of the Pennsylvania Railroad and became known as the Wilkes-Barre Branch under PRR ownership. The PRR Wilkes-Barre Branch was passed to Penn Central in 1968, which was created by the merger between the PRR and the New York Central Railroad . The former PRR Wilkes-Barre Branch from Wilkes-Barre to Hanover Township

1513-592: The Grand Trunk Railway continued each of the two branches north to Montreal . The D&H obtained trackage rights over the Lehigh and Susquehanna Railroad in 1886, extending the main line southwest from Scranton to Wilkes-Barre . On July 11, 1889, the D&H bought the Adirondack Railway , a long branch line heading north from Saratoga Springs along the Hudson River. Upon gaining control of

1602-577: The Heber Valley Railroad in May 2018. On May 15, 2008, NS announced that it had come to an agreement with PAR to "create an improved rail route between Albany, New York , and the Boston, Massachusetts , region, named the Patriot Corridor. The STB approved the deal on March 10, 2009, with each railroad owning 50% of a new company known as Pan Am Southern (PAS). PAR's trackage between Ayer, Massachusetts , and Mechanicville, New York ,

1691-587: The Nicholson Cutoff , in 1980, and combined it with part of its main line from Binghamton to Schenectady, New York , to form the new Delaware and Hudson South Line. The D&H main line continues in existence, now running from Schenectady to Montreal . The D&H was then acquired by the Guilford Rail System , now Norfolk Southern , a railroad owned by Guilford Transportation Industries , now CSX Corporation . The corporate structure

1780-582: The Norfolk Southern Railway completed acquisition of the D&H South Line from CP. The D&H South Line is 282 miles (454 kilometers) long and connects Schenectady, New York , to Sunbury, Pennsylvania . The D&H South Line consists of two rail lines, the Sunbury Line and the Freight Line. The Nicholson Cutoff is located on the Sunbury Line, which was the former mainline of the Delaware, Lackawanna and Western Railroad . By

1869-625: The Rensselaer and Saratoga Railroad Company in 1871, new repair shops were built north of Albany, New York at Green Island. The following year, shops and a locomotive terminal were added midway between Albany and Binghamton at Oneonta. For 40 years the Green Island Shops and Oneonta Shops were the primary back shops for the system. Some company directors questioned the wisdom of acquiring extensive rail systems in northern New York. A direct line to Albany existed for many years through

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1958-668: The Troy Union Railroad from this lease. On March 1, 1873, the D&H got the New York and Canada Railroad chartered as a merger of the Whitehall and Plattsburgh Railroad and Montreal and Plattsburgh Railroad , which had been owned by the Rutland Railroad . This provided an extension , completed in 1875, north from Whitehall to the border with Quebec ; a branch opened in 1876 to Rouses Point . Lines of

2047-546: The Wilkes-Barre Branch . It is a former Delaware, Lackawanna and Western Railroad property and was once part of the Delaware, Lackawanna and Western main line. This part of the Delaware, Lackawanna and Western main line which is now part of the Sunbury Line contains the Nicholson Cutoff and former Delaware, Lackawanna and Western Railroad trackage. The PRR Wilkes-Barre Branch ran from the downtown Wilkes-Barre rail cluster southwest to Sunbury along tracks on

2136-695: The right-of-way for the canal was used by the Ellenville and Kingston Railroad , a branch of the New York, Ontario and Western Railway , chartered in 1901 and opened in 1902. In 1903, the D&H organized the Chateaugay and Lake Placid Railway as a consolidation of the Chateaugay Railroad , Chateaugay Railway , and Saranac and Lake Placid Railway . In conjunction with the Plattsburgh and Dannemora Railroad , which had been leased by

2225-524: The 1790s, industrializing eastern population centers were having increasing troubles getting charcoal to fuel their growing kilns, smithies, and foundries. As local timber was denuded, efforts to find an alternative energy source began. During a fuel shortage in Philadelphia during the War of 1812 , an employee at the direction of industrialist Josiah White conducted a series of experiments and discovered

2314-603: The 1823 New York state corporation charter listing "The President, Managers and Company of the Delaware & Hudson Canal Co." authorizing an establishment of "water communication" between the Delaware River and the Hudson River . Nicknamed "The Bridge Line to New England and Canada," D&H connected New York with Montreal and New England . D&H has also been known as "North America's oldest continually operated transportation company." On September 19, 2015,

2403-579: The 1960s until April 30, 1971, when Amtrak thereafter assumed most long-distance passenger-train service. After more than three years of lapsed service, Amtrak introduced the daytime Adirondack over the D&H line on August 6, 1974. In 1964, Norfolk and Western Railway (N&W) filed an application to purchase the Nickel Plate Road and the Wabash Railroad . The Interstate Commerce Commission (ICC) approved their purchase, under

2492-600: The 50 states in volume of freight traffic that moves by rail. Guilford completed its acquisition of Delaware and Hudson Railway in 1984, purchasing the assets from Norfolk and Western Railway . When their planned western expansion fell through, with few prospects for growing freight traffic, and two intense labor strikes, Guilford filed the D&H for bankruptcy and disbanded the company, in June 1988. By an Interstate Commerce Commission emergency order, New York, Susquehanna and Western Railway provided service under subsidy until

2581-436: The Albany and Susquehanna, agreeing in 1866 to jointly build an extension to Nineveh and subsequently ship coal across the entire line. The two companies then entered into an arrangement whereby the Delaware and Hudson perpetually leased the Albany and Susquehanna for $ 490,000 per year. The connecting Lackawanna and Susquehanna Railroad , chartered in 1867 and opened in 1872, was also absorbed. The Albany and Susquehanna provided

2670-599: The Chateaugay Railroad, this formed a long branch from Plattsburgh west and south to Lake Placid . In 1906, the D&H bought the Quebec Southern Railway and South Shore Railway , merging them into the Quebec, Montreal and Southern Railway . This line ran from St. Lambert , a suburb of Montreal, northeast to Fortierville , most of the way to Quebec City . The D&H sold that line to

2759-590: The D&H and the Pennsylvania Railroad incorporated the Wilkes-Barre Connecting Railroad , creating an interchange between the two lines at Hanover Township, Pennsylvania , thus avoiding going through downtown Wilkes-Barre. Opened in 1915, this line runs north 6.65 miles to the D&H main line at Hudson , crossing the Susquehanna River twice. Also in 1912, a new shop site was constructed to handle larger locomotives on

Sunbury Line (Norfolk Southern) - Misplaced Pages Continue

2848-525: The D&H for bankruptcy, and they disbanded all of the D&H's operations and assets. Guilford stated that the D&H's assets were worth $ 70 million at the time of the bankruptcy. Lackawanna County, Pennsylvania, officials purchased the Carbondale-Scranton route, and it later began to serve a growing number of industries in the valley under the auspices of the designated operator, Delaware-Lackawanna Railroad . The ICC opted to arrange for

2937-456: The D&H leased the Rensselaer and Saratoga Railroad Company , which, along with its leased lines, provided a network stretching north from Albany and Schenectady to Saratoga Springs , and continuing northeast to Rutland, Vermont , as well as an eastern route to Rutland via trackage rights over the Troy and Boston Railroad west of Eagle Bridge . The D&H also obtained a quarter interest in

3026-466: The D&H line, instead of its aging SD40-2 models. This is an indication of the increasing importance of reliable service. Also, major signal and track projects are underway to modernize the former D&H lines. As of 2012, various trackage and haulage rights were assigned to Norfolk Southern Railway (NS) over the D&H between Sunbury and Mechanicville, New York, as was a connection to Canadian National via Rouses Point, New York. NS incorporated

3115-698: The D&H started to act as a bridge line , carrying large amounts of freight between other connecting lines. After the Second World War the D&H, like all railroads in the United States, gradually curtailed passenger service. By 1957, the D&H had ended service between Albany and Lake George (via Fort Edward) and between Albany and North Creek (via Saratoga Springs) in the southeast part of Adirondack Park . The D&H had also ended service on its branch between Plattsburgh and Lyon Mountain during this period. By 1960, service consisted of

3204-532: The D&H to be absorbed into Conrail. Walter G. Rich, the president and CEO of the New York, Susquehanna and Western Railway (NYS&W), quickly lobbied against the arrangement, since the D&H had a contract in place to jointly operate intermodal trains with the NYS&;W and CSX Transportation . The federal bankruptcy court agreed to appoint the NYS&W to assume control of the D&H, until another buyer could be found. CSX provided financial support for

3293-525: The D&H trackage was upgraded, and excess trackage was ripped up. The D&H briefly became profitable under CPR ownership, but by 1996, they experienced financial losses again. CPR quickly placed the D&H and other unprofitable trackage in the eastern U.S. and Canada into a separate subsidiary called the St. Lawrence and Hudson Railway . In 2000, the St.L&H was absorbed into CPR. The D&H operates in some of

3382-483: The D&H's first locomotive , the Stourbridge Lion , made history as the first locomotive to run on rails in the United States. Westward extensions of the railroad opened access to new mines at Archbald in 1843, Valley Junction in 1858, Providence in 1860, and Scranton in 1863. Passenger service began west of Carbondale in 1860. The canal was a successful enterprise for many of its early years, but

3471-496: The D&H; being a more level and direct route to Scranton, this acquisition allowed the D&H to abandon its famed Penn Division between Carbondale and their former Erie/EL connection at Jefferson Junction. The success of this action has often been discredited, since the D&H was too small to compete with the services provided by Conrail, and the railroad doubled in size by gaining trackage rights over Conrail to Newark, Philadelphia, Buffalo, and Washington, D.C. . The remainder of

3560-484: The Delaware, Lackawanna and Western's well-known Nicholson Cutoff railroad segment. The Tunkhannock Viaduct is one of the components of the Nicholson Cutoff/Sunbury Line. The Sunbury Line is a former Pennsylvania Railroad property connecting its core system with the other anthracite rail lines in and around Wilkes-Barre, Pennsylvania ; the line's Pennsylvania Railroad trackage was once

3649-573: The Erie's Pennsylvania Coal Company railroad at Hawley . The Jefferson Railroad (and through it the Erie) obtained trackage rights over the D&H between its two sections, and the D&H obtained trackage rights to Lanesboro. The other part of the main line was the Albany and Susquehanna Railroad , which the D&H leased on February 24, 1870. The Delaware and Hudson already had a history of working with

Sunbury Line (Norfolk Southern) - Misplaced Pages Continue

3738-629: The Guilford plan was dropped. In 1987, Guilford also placed a bid to buy the Southern Pacific Railroad (SP). The paper industry provides the largest source of business, with chemicals, clay and pulp inbound, and finished paper outbound. But the railroad has been losing ground to other forms of transportation - particularly trucking. A 2008 report issued by the American Society of Civil Engineers rated Maine at 48th of

3827-744: The Massachusetts Bay Transportation Authority, the Massachusetts Department of Transportation, the Commonwealth of Massachusetts, Vermont Rail System, as well as many other local political figures and community leaders from other New England states, the Surface Transportation Board ruled the acquisition as "Significant" meaning that a more rigorous review process would be necessary. On April 30, 2021, CSX submitted

3916-499: The NYS&W's takeover, and they underwrote all financial losses from the D&H. In 1991, the Canadian Pacific Railway (CPR) purchased the D&H for $ 25 million to provide a connection between Montreal and the New York City area, for their transcontinental system. The CPR assumed all operations of the D&H system and eventually phased out the use of the D&H name and logos on locomotives or rolling stock. Under CPR,

4005-486: The PRR Wilkes-Barre Branch and Delaware, Lackawanna and Western main line trackage, including the Nicholson Cutoff, became the new 'Sunbury Line, and the D&H South Line from Binghamton to Schenectady, once part of the D&H main line, became its own individual line and was not added back to the D&H main line; the Sunbury Line was later renamed Sunbury Subdivision . In 2015, Norfolk Southern purchased

4094-570: The Pan Am Southern (the Northern Route), used by NS prior to this agreement, is too low for double-stack trains. Berkshire & Eastern Railroad (B&E), a wholly owned subsidiary of Genesee & Wyoming (G&W), will replace Springfield Terminal as the operator of Pan Am Southern. CSX made specific commitments in its filings and entered into settlement agreements with numerous parties that had initially raised concerns about

4183-677: The Penn Division from Lanesboro, Pennsylvania, to Nineveh, New York, was abandoned after the Belden Hill tunnel was enlarged in 1986. In 1984, Guilford Transportation Industries purchased the D&H as part of a plan to operate a larger regional railroad from Maine and New Brunswick in the east, to New York City and the Midwest in the west, Montreal in the north, and the Philadelphia and Washington metropolitan areas to

4272-551: The Schenectady, New York, to Sunbury, Pennsylvania, and Delanson to Voorheesville, New York, segments for $ 217 million. On September 19, 2015, NS assumed ownership and operations of its newly-purchased portion of the old D&H mainline. The Delaware and Hudson was one of the longest-operating class I railroads in American history. In the 1930s, during the Great Depression , D&H President L.F. Loree ordered many of

4361-657: The Sunbury Subdivision from Canadian Pacific in a direct transaction from the Delaware and Hudson and not from Canadian Pacific directly. After the purchase, Norfolk Southern renamed the line back to Sunbury Line. Norfolk Southern's purchase of the rail line took effect on September 19, 2015, and included the former D&H main line and D&H South Line from Binghamton to Schenectady, New York . Norfolk Southern labeled this D&H trackage as its "freight line". Delaware and Hudson Railway The Delaware and Hudson Railway (D&H) ( reporting mark DH )

4450-523: The Surface Transportation Board rejected CSX's purchase application, deeming it "incomplete." The board cited "contradictions" and "lack of necessary information" to properly judge the acquisition, and therefore could not rule on the matter. The STB accepted a revised merger application for consideration on July 30, allowing CSX to move forward with the acquisition. The decision determined that an environmental and historic review are unnecessary and establishes criteria for additional filings, public comments, and

4539-423: The United States is one reason so much venture capital was raised for coal and coal transportation projects after 1823 and into the early 1840s, once Lehigh Coal & Navigation Company had blazed a way forward steadily increasing annual shipping to over a remarkable 28,000 long tons (28,000 t) by 1825. The Delaware and Hudson Canal Company originates from the 1823 New York corporation charter listing

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4628-455: The applicants have agreed, would not likely cause a substantial lessening of competition or create a monopoly or restraint of trade. "The Board found several key benefits flowing from the merger. It would result in much-needed capital investments in the Pan Am network, as well as more consistent maintenance. Also, the Board found that shippers would have additional marketing opportunities and more efficient single-line service, and CSX would have

4717-654: The area, so took a trip to explore the sparsely settled regions of Northeastern Pennsylvania . Finding coal outcrops, he immediately realized the value of the extensive anthracite deposits. Returning to Philadelphia, he successfully interested his brothers in backing the idea of building a canal to make easier transporting coal to New York City. The city was still feeling the effects of the depletion of stands of woodlands providing heating and cooking firewood and also squeezed by continuing post- War of 1812 import restrictions on British bituminous coal , on which it had once been relying. The canal he proposed (the first sections of

4806-456: The bankrupt Boston and Maine , making an offer that year. The company's purchase of the B&M was approved in 1983, adding it to Guilford's network. Even as the B&M purchase was still pending, Guilford announced it intended to purchase the Delaware and Hudson Railway from its then owner Norfolk and Western Railway on September 1, 1981, marking the company's third acquisition. The next month, Timothy Mellon made an offer of $ 500,000 for

4895-417: The bias, as did the beginning of mine output reaching the Delaware basin markets due to the long delayed completion of the Schuylkill Canal . Wurts was a large thinker, and inspired his brothers to back forming a company to deliver the new fuel, anthracite, to New York City by building an ambitious canal to connect the Hudson River and the Delaware River, and both to the Coaldale coal deposits by chartering

4984-432: The canal and river system, so most of the coal markets in the area were already accessible. These concerns were overruled by the majority, who believed great benefit would accrue to having an all-rail route to Upstate New York that was not nearly as vulnerable to winter weather as the canal. Avoiding situations in which the company would have to rely on other railroads to reach its markets also would be desirable. The effort

5073-494: The canal ran northwest on the New York side of the Delaware River, crossing into Pennsylvania on Roebling's Delaware Aqueduct at Lackawaxen and running on the north bank of the Lackawaxen River to Honesdale . To get the anthracite from the Wurts' mine in the Moosic Mountains near Carbondale to the canal at Honesdale, the canal company built the Delaware and Hudson Gravity Railroad . The state of Pennsylvania authorized its construction on April 8, 1826. On August 8, 1829,

5162-426: The canal was opened to navigation in October 1828. It began at Rondout Creek at the location known as Creeklocks, between Kingston , where the creek fed into the Hudson River , and Rosendale . From there, it proceeded southwest alongside Rondout Creek to Ellenville , continuing through the valley of Sandburg Creek, Homowack Kill, Basha Kill , and Neversink River to Port Jervis on the Delaware River. From there,

5251-443: The company's employees were under the Springfield Terminal umbrella.) Meanwhile, the Maine Central entity owns rolling stock. In 2011, PAR repainted two EMD GP9 locomotives into heritage schemes commemorating the company's predecessors; GP9s number 77 and 52 were repainted into the Boston and Maine maroon and gold " Minuteman " paint scheme and the Maine Central "Pine Tree Route" green and gold livery, respectively. Both were sold to

5340-421: The company's management realized that railroads were the future of transportation, and began investing in stock and trackage. In 1898, the canal carried its last loads of coal and was drained and sold. The next year, the company dropped the "Canal" from its name. The remaining fragments of the canal were designated a National Historic Landmark in 1968. As railroads grew in popularity, the canal company recognized

5429-480: The condition that they take over the D&H and the Erie Lackawanna Railway (EL). The N&W subsequently placed the EL and D&H under their new holding company, Dereco, and the D&H company was reorganized as the Delaware and Hudson Rail way . Following the bankruptcy of numerous northeastern U.S. railroads in the 1970s, including D&H and EL, N&W lost control of Dereco stock. After several merger plans fell through, EL petitioned for and became included in

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5518-427: The development of Scranton . By 1824, the mills of White and Hazard, and the regular large boatloads of anthracite they proved they could supply, tipped the prejudice against anthracite in Philadelphia when the Lehigh River was damaged by flooding. The news of its rapid repair and restoration together with the fact anthracite stocks had for a time run down, but not out, establishing the reliable sourcing finished off

5607-431: The east (left) shore of the North Branch Susquehanna River . The Danville, Hazelton and Wilkes-Barre Railroad opened from Sunbury to South Danville in 1869 and past Catawissa to Tomhicken in 1871. The North and West Branch Railway opened the line from Catawissa to Wilkes-Barre in the early 1880s, completing the line soon to be called Wilkes-Barre Branch. In 1960, the Delaware, Lackawanna and Western later merged with

5696-431: The entirety of the D&H's stock, which was identical to the amount the Norfolk and Western had paid to buy the D&H in 1968. Both the D&H's directors and Norfolk and Western accepted the offer, in part to remove a potential obstacle to the pending merger between the N&W and the Southern Railway . In 1985, Guilford entered into an agreement with Norfolk Southern Railway (NS) to run trains to St. Louis . NS

5785-486: The following trains: the daytime Laurentian and overnight Montreal Limited between New York City and Montreal, unnamed local trains between Albany and Rouses Point and Albany and Binghamton, and a commuter train between Albany and Saratoga Springs. The D&H discontinued the Rouses Point locals in July 1960, the Albany–Saratoga commuter train in late 1962, and the Binghamton train on January 24, 1963. The Laurentian and Montreal Limited remained in operation through

5874-413: The formation of the federal government's nascent Consolidated Rail Corporation (Conrail). The D&H was left out of Conrail to maintain a semblance of competition in the northeast. While the D&H was still owned by N&W, they were given financial support and told to "sink or swim" as an independent railroad again. In 1980, Conrail sold their former DL&W main line from Binghamton to Scranton to

5963-568: The former Albany Main from Delanson, New York, to Voorheesville, New York, up for sale. Voorheesville Track is operated under contract by SMS Rail Services. Under the purchase agreement, CPR D&H would retain the lines from Mechanicville, New York, to Mohawk Yard and Rouses Point, New York, to Albany, to retain lucrative Bakken crude-oil traffic. The majority of the current traffic on the offered routes already consisted of NS Intermodal Containers and Auto Rack trains bound for Ayer, Massachusetts , via Pan Am Southern . On November 17, 2014, NS acquired

6052-472: The former bridge-line route into its "Patriot Corridor", and the majority of the traffic on the D&H became that of the NS. In 2017, CPR finished installing an updated signaling system on the line. In 2018, CPR started doing extensive work on the line, possibly in preparation for increased traffic. In October 2014, Canadian Pacific's Delaware & Hudson put a portion of its lines south of CP's Mohawk Yard in Glenville, New York, to Sunbury, Pennsylvania, and

6141-404: The gravity railroad that served it. In January 1825, following a demonstration of anthracite heating in a Wall Street coffeehouse, the D&H's public stock offering raised a million dollars. At the time, the Lehigh Canal had established a reliable flow of increasing annual tonnages, and the industrial and heating uses of 'rock coal' were well established. Ground was broken on July 13, 1825, and

6230-455: The importance of replacing the canal with a railroad. The first step of this was the Jefferson Railroad, a line from Carbondale north towards New York, chartered in 1864, built by the Erie Railroad in 1869 and opened in 1872. This was a branch of the Erie, running south from the main line at Lanesboro to Carbondale. Also built as part of this line was a continuation from the other side of the D&H's gravity railroad at Honesdale southeast to

6319-553: The line was sold to Canadian Pacific in 1991. In 1998, Guilford bought the name, colors, and logo of Pan American World Airways . In March 2006, Guilford Transportation Industries changed its name to Pan Am Railways (PAR). Then in March 2009, PAR was ordered to pay the largest corporate criminal fine in Massachusetts history — $ 500,000 — due to the company's negligence to report a spill of hundreds of gallons of diesel fuel in violation of state and federal environmental laws and regulations. As of 2011, PAR employed 750 people and had

6408-427: The most rural areas of New York, and very few industrial customers between Binghamton and Rouses Point remain. However, the railroad's current prognosis is arguably better than it has been in a long time. Along with the New York City connection, haulage agreements with other railroads are greatly increasing traffic. CPR has been steadily using its high-power alternating current traction locomotives on its road trains on

6497-475: The north side of Albany at Watervliet. Known as the Colonie Shops, they were constructed on 1,100 acres of land for $ 2.5 million and eventually employed 2,500. Thereafter the obsolete repair facilities at Green Island were downgraded. On April 1, 1930, the property of the Delaware and Hudson Company was transferred to the Delaware and Hudson Railroad Corporation , incorporated December 1, 1928. In 1938,

6586-633: The operating party. This means the track will be owned by CSX but CSX will not dispatch it. Also, Norfolk Southern will keep its 49% stake in Pan Am Southern (PAS). With the sale, the intermodal traffic between Mechanicville and Ayer will be re-routed over Boston and Albany Railroad (B&A) to Worcester, MA. From there the traffic will come up the Worcester main and into Ayer Yard. On March 25, 2021, after numerous letters questioning CSX's acquisition of Pan Am Railways parent Pan Am Systems from

6675-633: The opportunity to better compete for traffic moving via long-haul trucking. The Board also noted environmental benefits in the form of fuel efficiency and lower emissions resulting from CSX’s use of newer line-haul and switching locomotives, compared to Pan Am’s locomotives." The combination of several trackage rights agreements in the approved plan will create a new route allowing Norfolk Southern to move double-stack intermodal trains and automobile trains from Voorheesville, New York to Ayer, Massachusetts (the Southern Route). The Hoosac Tunnel on

6764-617: The railroad's name DELaware ANd hudSON. The village served as a junction point for the railroad and was the location of a large coal pocket (storage yard). The Delaware and Hudson locomotive roster was particularly unique in having models from Alco , GE , EMD , and Baldwin . The Delaware and Hudson also served Alco 's main plant at Schenectady, NY making it a popular road to spot Alco locomotives in operation. rebuilt from class G-1c (653 jointly built by ALCo and D&H) 651 Dabeg, 652 Walschaerts, 653 poppet valve Guilford Transportation Industries Pan Am Railways, Inc. (PAR)

6853-411: The railway's larger locomotives to be taken off the main line and serviced with the sole reasoning being to keep men working so they did not lose their jobs. Most of these engines were in excellent condition and did not need repairs. Also in 1939, the railroad experimented with welded rail before many other railroads. The branch of the D&H that ran between Lake Village and Glens Falls, New York ,

6942-436: The south. Guilford paid for the D&H for $ 500,000, a price that reflected the D&H's poor financial problems and the poor condition of its physical plant. At the time of the purchase, the D&H had little remaining freight traffic, relying on federal and state money to continue operations. Guilford's plans for expanded operations did not come to fruition. On June 20, 1988, following two intense labor strikes, Guilford filed

7031-421: The unusual name of "The President, Managers and Company of the Delaware & Hudson Canal Co." authorizing an establishment of "water communication" between the Delaware River and the Hudson River . The D&H was chartered by separate laws in the states of New York and Pennsylvania in 1823 and 1826, respectively, allowing William Wurts and his brother Maurice to construct the Delaware and Hudson Canal and

7120-415: Was Guilford Transportation as the parent company, Guilford Rail as direct subsidiary and owner of the D&H and the D&H as indirect subsidiary. The D&H went bankrupt while owned by Guilford Transportation's Guilford Rail and, during the bankruptcy, the New York, Susquehanna and Western Railway ran its trains on the D&H South Line and the rest of the D&H. The New York, Susquehanna and Western

7209-610: Was attempting to win approval of a plan to purchase Conrail from the U.S. government and proposed allowing Guilford to lease Conrail lines to St. Louis in order to restore competition that would be lost in the merger. The plan would have allowed Guilford to use the Conrail mainline from Toledo to Ridgeway, Ohio , and from Crestline, Ohio , to St. Louis. Guilford would also purchase 955 miles (1,537 km) of Conrail track and 1,300 freight cars from Norfolk Southern for $ 53M. NS did not prevail in its attempt to purchase Conrail in 1985, and

7298-727: Was converted to the Warren County, New York bikeway in several phases, starting in 1978 and finishing in 2000. Amtrak 's Adirondack and Ethan Allen Express trains also operate over former D&H trackage. The Lyon Mountain Railroad Station at Lyon Mountain, New York , was listed on the National Register of Historic Places in 2002 and the Mediterranean Revival style Delaware and Hudson Passenger Station (1909–1911) at Lake George

7387-400: Was formerly known as Guilford Transportation Industries and was also known as Guilford Rail System . Guilford bought the name, colors, and logo of Pan American World Airways in 1998. The company is a subsidiary of CSX Corporation under rail subsidiary CSX Transportation since June 1, 2022, Pan Am Railways former parent company was Portsmouth, New Hampshire -based Pan Am Systems . It

7476-750: Was headquartered in Iron Horse Park in North Billerica, Massachusetts . Pan Am Railways parent Pan Am Systems was put up for sale in July 2020. On November 30, 2020, CSX Corporation announced that it had signed a definitive agreement to purchase Pan Am Systems. The sale of Pan Am Systems to CSX underwent regulatory review by the Surface Transportation Board , which approved the sale on April 14, 2022. At midnight on June 1, 2022, CSX Corp began operating Pan Am Railways as

7565-457: Was helped by a report that estimated necessary upgrades to the canal would cost $ 300,000, an expenditure that would not be needed if rail routes could be purchased or leased. The canal was last used on November 5, 1891, and the gravity railroad closed January 3, 1899. On April 28, 1899, the name was changed to the Delaware and Hudson Company to reflect the lack of a canal, which was sold in June of that year. Between Port Jackson and Ellenville ,

7654-457: Was listed in 2013. The city of Delson in Quebec was named in honor of the D&H, which runs through the town. The origin of the name Delson comes from a contraction of "DELaware and HudSON". The Village of Delanson, New York , through which the D&H's Susquehanna Division ran, was also named in honor of the D&H. The name was coined by D&H Superintendent C.D. Hammond in 1893 from

7743-471: Was ordered to operate the D&H until a new buyer was found for the D&H. The Canadian Pacific Railway then took over the D&H, but kept the D&H corporation in existence instead of absorbing it into the CPR. Canadian Pacific's takeover of the D&H included the D&H South Line, and Canadian Pacific then broke it into two new rail lines. The D&H South Line from Sunbury to Binghamton, made up of

7832-416: Was put up for sale in July 2020. On November 30, 2020, an agreement was announced for CSX Corporation (parent company for CSX Transportation ) to acquire Pan Am Systems. Norfolk Southern has expressed concern about possible impacts on competition. The sale was proposed as follows: CSX will own and operate between Mattawamkeag, ME and Ayer, MA. Between Ayer and Rotterdam, NY, Genesee & Wyoming will be

7921-545: Was transferred to PAS, while its operations and maintenance were handled by PAR's ST subsidiary. NS transferred to PAS cash and property valued at $ 140 million. Improvements to the route included track and signal upgrades, and expansion of terminals, including construction of new automotive and intermodal terminals in Ayer and Mechanicville. In March 2012, the Federal Railroad Administration awarded

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