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61-636: The majority of streetcar and bus transit lines in Rochester were operated by the Rochester Railway Company , which was acquired by the New York State Railways in 1905. When New York State Railways entered receivership in 1929, stockholders campaigned to maintain their investment and reorganize Rochester Railway Company. A committee of investors led by attorney Howard M. Woods proposed a reorganization that would return

122-600: A General Motors model TDH 5304 diesel bus is also in the collection of NYMT. The only surviving "Peter Witt" street car, RTC 1213, is currently residing at the Seashore Trolley Museum undergoing a multi-year restoration. Rochester Subway Car 60 (RTC 60) is currently partially disassembled at the Rochester and Genesee Valley Railroad Museum and is undergoing an active restoration. Rochester Railway Company The Rochester Railway Company operated

183-686: A streetcar transit system throughout the city of Rochester from 1890 until its acquisition by Rochester Transit Corp. in 1938. Formed by a group of Pittsburgh investors, the Rochester Railway Company purchased the Rochester City & Brighton Railroad in 1890, followed by a lease of the Rochester Electric Railway in 1894. The Rochester and Suburban Railway was leased in 1905, extending the system's reach to Irondequoit and Sea Breeze. Rochester Railways

244-577: A fleet originally acquired by Twin Cities Rapid Transit in 1947 and sold to New Jersey in 1954 when the Minneapolis system was converted to bus operation. The car has no historic connection to the Rochester area, but it is an important example of modern, streamlined technology employed by trolley systems across the country in the 1930s and 1940s. Currently stored out of service pending an evaluation by volunteers, restoration to operation

305-448: A full mile to the newly established Midway station in 2006. RGVRRM members designed and constructed a substation to allow regular trolley operation using power purchased and stepped down from National Grid . Regular trolley operations followed, with visitors transferring to track cars or diesel trains for the continuation to the Rochester & Genesee Valley Railroad Museum and Industry Depot. The Pennsylvania Trolley Museum offered NYMT

366-541: A month later on March 11. The last day for streetcar service in Rochester was March 31 when the Main East and Lake Avenue lines were closed. The only rail operation which remained was the Rochester Subway , which was operated by RTC on a contract basis with the city. In 1943 the board of directors rallied support to buy out the remainder of shares to put RTC back in local control. General manager John F. Uffert

427-590: A plan to the Public Service Commission in July 1940 to replace the remaining streetcar lines with buses. The proposal was approved and RTC began its plans for conversion. The Parsells and Thurston lines were closed on Christmas Eve in 1940, with the Monroe and North Clinton lines following on February 18, 1941. The Portland and Dewey lines closed on March 11, leaving only the Main East and Lake route as

488-472: A private museum located near Bloomsburg, Pennsylvania, founded by wealthy industrialist Harry Magee, the owner of the Magee Carpet Company. His interest in vintage vehicles of all kinds led him to create a home for antique automobiles and trolleys in the mid-1960s. The museum and trolley rides flourished until the summer of 1972 when flooding caused by Hurricane Agnes caused extensive damage to

549-467: A result of the Great Depression and the increased use of private automobiles and the construction of better roads. Eleven more lines were shut down on August 30, 1936, including Durand-Eastman Park, Allen, Jefferson, South Clinton, Webster, Clifford, Central Park, Goodman North, Sea Breeze, Hudson, and Joseph. The Park Avenue, West Avenue, and University Avenue lines would follow in 1937. With

610-480: A sudden walkout in May 1967. An agreement was reached after only a week, however contract renewal negotiations were on the horizon. Both sides broke down and transit workers once again went on strike on November 30. When workers walked out on November 30, 1968, it set into motion a series of events that would bring about the end of the privately owned transit company. Due to the extreme bitterness and distrust on both sides,

671-573: Is a non-profit organization located at 6393 East River Road, in the Rochester suburb of Rush . A private rail line built by volunteers connects NYMT with the Rochester & Genesee Valley Railroad Museum , over a distance of two miles. This demonstration railway allows both museums to offer train rides with their collections of vintage railroad equipment. NYMT operates the only electric trolley ride in New York State, not to be confused with

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732-649: The Rochester and Eastern Rapid Railway and the Rochester and Sodus Bay Railway lines. Together with the former Canandaigua Street Railroad operation, these four lines became the Rochester Lines of the New York State Railways in 1909. Control of the Rochester Railway Company was passed to New York State Railways , while ownership of the electric utility remained with the Mohawk Valley Company. Collection of mail by trolley

793-470: The Park Avenue line encouraged another extension from Vick Park east to Brighton (portions of which have since been annexed by the city of Rochester). One of the last lines constructed was built along Hudson Avenue between Central and Clifford avenues in 1885. At its peak in 1889, the railroad operated 183 cars over 40 miles of track, and stabled more than 800 horses at five barns around the city. A line

854-569: The Rochester City and Brighton Railroad petitioned the city's common council to convert its form of motive power from horses to electricity. That February, the railroad was sold to the new Rochester Railway Company. Meanwhile, the Rochester Electric Railway Company was formed in 1887 to construct a line from the company's power plant in Charlotte to Ridge Road. The first cars were tested on July 3, 1889, ushering in

915-642: The Rochester Light and Power Company with a controlling interest in the Rochester Railway Company. The merger was intended to combine all of the electric utility and streetcar properties in the city of Rochester. Through its Mohawk Valley Company subsidiary, the New York Central Railroad (NYC) purchased control of the Rochester Railway Company in 1905, and its parent company, the Rochester Railway and Light Co., along with

976-1057: The Rochester Railways Coordinated Bus Lines. New York State Railways also controlled the Darling Bus Line, the East Avenue Bus Co., and the Rochester Interubran Bus Co. (purchased in 1925). In June 1928, the New York Central sold its holdings in the Mohawk Valley Company and the New York State Railways to E.L. Phillips, president of Empire Power Corp. and the Long Island Lighting Company . The utility company holdings were sold again in 1929, and New York State Railways entered receivership upon default of its bonds. The Rochester and Sodus Bay Railway interurban line to Sodus

1037-484: The Rochester Subway sharply declined through the end of the 1940s, and RTC requested additional subsidy to continue operation. A new contract signed in 1951 eliminated all subsidy from the city in exchange for all subway passenger and freight revenues going directly to RTC. Losses continued to mount, and in 1952 Sunday and holiday service was eliminated. The city council voted in 1954 to end all subway service at

1098-491: The Rochester area, they do allow the museum to accomplish its goal of offering regular trolley rides to visitors. In 2002, proper standard gauge Baldwin interurban trucks had been acquired from Japan and placed under Car 157, an important step towards its restoration and potential future operation on the museum railroad. Despite having two operating trolleys in relatively good condition, the NYMT had nowhere to run them. Throughout

1159-658: The Subway until that responsibility was passed on to the connecting railroads at the end of August 1957. The acquisition of new buses, the opening of the Eastern Expressway , and the adoption of a one-way street plan for downtown to alleviate congestion helped grow ridership in the 1960s. While stockholders were pleased on the return on their investment, transit workers remained unhappy. A two-day strike in 1965 helped gain some modest increases for workers, but unrest continued. A dispute over job listings and seniority led to

1220-476: The body of former Northern Texas Traction Company no. 409 was acquired from the Spaghetti Warehouse restaurant when it closed earlier that year. It was moved inside the dairy barn in 1997, and opened to the public for viewing. Retaining the tables installed during its restaurant years, it is a popular destination for birthday parties. The body of New York State Railways - Rochester Lines no. 437

1281-479: The body of former PTC snow sweeper C-125, which had since been converted to use as an overhead line maintenance car. The body arrived at NYMT in May 2009, and suitable standard gauge trucks were later located and placed under the body. This car is currently displayed. In 2014, NYMT acquired former NJ Transit PPC no. 7, which had run in the Newark City Subway from 1954 until retirement in 2001. Part of

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1342-616: The car into a permanent exhibition. Stored outdoors and ravaged by vandals, the car was finally sold for scrap in 1950. Rochester Subway car 60 was donated to the Rochester Chapter, NRHS in 1956, but having no permanent location, the car was loaned to other organizations outside the region. The roots of the New York Museum of Transportation can be traced back to the Magee Transportation Museum ,

1403-428: The cars during the winter months, a move that proved unpopular with the public. Due to pressure from the investors, the company was reorganized a year later. By 1866 the fledgling system expanded to 9.5 miles of track served by 100 cars. Harsh weather continued to plague the company, forcing the suspension of service during the winters of 1865 and 1866 and leading to reduced revenues as a result. Rising costs contributed to

1464-510: The city council voted to end service on June 30, 1956. When the last Subway car returned to the carbarn near the General Motors plant after midnight on July 1, the rail transit era in Rochester drew to a close. In 1943, the board of directors gained enough support to buy out the remainder of Associated Gas and Electric Company's shares, returning full control of the company to Rochester interests. A series of strikes and labor unrest led

1525-580: The city of Rochester to take over and reorganize the system as Rochester Transit Service in 1968. The old Rochester Railway transit franchises operated by RTC were transferred to the Rochester-Genesee Regional Transportation Authority in 1969. New York Museum of Transportation 43°00′59″N 77°42′36″W  /  43.01639°N 77.71000°W  / 43.01639; -77.71000 The New York Museum of Transportation (NYMT), founded in 1975,

1586-460: The collection from various sources, and a gift shop, exhibit hall, and gallery were completed inside the old dairy barn. SEPTA was retiring its fleet of wood-bodied street snow sweepers they inherited from the old Philadelphia Transportation Company , and NYMT acquired C-130 in January 1975. Designed to run on Philadelphia's five-foot "broad gauge" tracks, NYMT founding director worked to convert

1647-399: The color system was soon abandoned. With all lines electrified by 1894, the last horse car operated in Rochester in 1895. Streetcar mail collection service ( railway mail service ) was inaugurated on October 5, 1896, using a fleet of two special all-white trolley cars. These cars picked up mail, and also cancelled and sorted letters en route. The Rochester and Lake Ontario Railway (R&LO)

1708-554: The company to local control. After several years of negotiation, the plan was approved by the Public Service Commission in 1937. The new Rochester Transit Corporation assumed operation of the old Rochester Lines of the New York State Railways on August 2, 1938. The Genesee Street line was closed on March 28, 1939, with the Lyell Avenue route following on April 23. Four more lines closed on May 23, including South Avenue, St. Paul, Seneca Park, and Summerville. In an effort to eliminate

1769-440: The company's financial problems. The property was purchased at foreclosure in 1868 by local businessman Chauncey B. Woodworth and was reorganized as the Rochester City and Brighton Railroad. Service was again suspended during the winter of 1868. The railway resumed on March 25, 1869, with a concession granted allowing the railway to eliminate the conductor and operate lighter cars that only required one person to operate. Permission

1830-400: The continued operation of the Rochester Subway after 1941. In 1954 the city council voted to use a portion of the Subway route for construction of a new expressway, and that service would continue until December 31, 1955. However, delays in the design and engineering of the new expressway resulted in the city granting RTC a month-to-month contract for operation of the Subway. At the end of 1955,

1891-498: The costly rail transit lines, the company quickly put together a plan to replace the remaining streetcars with bus operation. Following approval by the Public Service Commission in 1940, RTC carried out its plan to replace all trolleys with buses. The Thurston and Parsells routes were closed on December 24, 1940. On February 18, 1941, the Monroe Avenue and North Clinton lines were shut down. The Portland and Dewey lines followed

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1952-495: The end of 1955 so the Subway roadbed could be offered to the state as a route for a new expressway connecting to the New York State Thruway at Victor. The Subway was operated on a month-to-month contract through 1955. With New York State committed to building the Eastern Expressway , the city council set June 30, 1956, as the last day of passenger operation. Rochester Transit continued to operate freight trains in

2013-568: The era of electric trolleys in Rochester. Electrification of the former Rochester City and Brighton lines was completed in the spring of 1893. In 1894, the Rochester Electric Railway was leased to Rochester Railway Company. The properties and franchises of the Crosstown Railroad and the South Park Railroad Company (both incorporated in 1889) were also absorbed into Rochester Railway Company. Growth continued as

2074-617: The last surface streetcar line in Rochester. The last day for Main East and Lake service was March 31, 1941, with Car 1208 having the honors as the last car returning to the East Main carbarn in the early morning hours of April 1. In a show of ceremony to the assembled crowds, the general manager cut the overhead wires down as the last cars rolled down Main Street, with buses following closely behind. The city of Rochester contracted with RTC for

2135-417: The later half of the 1990s, volunteers from the NYMT and RGVRRM worked together to set poles and string overhead trolley contact wire along the museum railroad. Upon completion of the first quarter-mile of electrification in 2001, NYMT operated the first trolley rides for the public in the Rochester area since 1956. Following the successful weekend test runs, volunteers worked to extend the electrification nearly

2196-416: The new company was authorized by the city to double-track any existing single-track lines in 1890. A new line was also constructed along Pinnacle Avenue (today known as South Clinton Avenue) in 1892. During this time, the railway experimented with color coding their various routes and painting the trolleys to match. Unfortunately, it was impossible to keep trolleys in captive service to their assigned route, and

2257-475: The opening of the Allen and Jay Street line. A new line was also built along Park Avenue from Alexander Street to Vick Park, as well as an extension along Monroe Avenue to Field Street in 1881. The railway's first foray into bus transportation was made in 1882 with horse-drawn omnibus that ran from Four Corners to the city limits on East Avenue. Additional lines were constructed along Lyell Avenue in 1883. Ridership on

2318-552: The parent company in receivership, a committee of bondholders and local supporters called for public control of the Rochester Lines. A reorganization plan was submitted to the courts in 1937, and in 1938 the new Rochester Transit Corporation (RTC) took over the operation of all former Rochester Railway Company bus and rail transit franchises. A year later, the Genesee, Lyell, South, St. Paul, Seneca Park, and Summerville lines were closed on May 23, 1939. Rochester Transit Corp. submitted

2379-401: The partially completed museum railroad. Around the same time, the neighboring Rochester and Genesee Valley Railroad Museum began constructing their own demonstration railroad from their Industry depot north towards NYMT, and both operations were connected in 1993. Following the joining of the NYMT and RGVRRM tracks with a golden spike ceremony, end-to-end track car operations began. In 1996,

2440-472: The railroad's headquarters on State Street to Mount Hope and opened in July 1863. A second line from State Street up Lake Avenue opened the same year. By October 1863 routes had been established between Buffalo Street and West Avenue, Alexander Street and Monroe Avenue, and along Main Street. By the end of the year, 6.6 miles of track had been constructed, and the company operated 18 cars with a stable of 48 horses. Horse-drawn enclosed sleighs were substituted for

2501-547: The receivers and acquired the R&;LO and electrified it. In 1905 the Rochester and Suburban Railway was leased to Rochester Railway Company. In 1902, Rochester Railway acquired control of the Rochester and Sodus Bay Railway . The Rochester Railway and Light Co. was incorporated on May 26, 1904, to consolidate the Rochester Gas and Electric Company (not to be confused with present-day Rochester Gas and Electric Corp. ) and

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2562-466: The request of the city, an extension was built from the Sea Breeze line the new Durand Eastman Park between 1911 and 1912. Up until 1912, most lines originated and terminated in the downtown business district along Main Street, which resulted in congestion and delays. A system of through routing was initiated, creating continuous trolley routes from east side to west side lines. Operational headquarters

2623-529: The similarly named Trolley Museum of New York located in Kingston, New York. The last streetcars operated in Rochester in 1941, leaving only the Rochester Subway rapid transit operation to soldier on until 1956. Rochester Transit Corporation donated car 1246, a Peter Witt-style streetcar, to the Rochester Museum and Science Center in 1941, but the museum never made any attempt to incorporate

2684-470: The strike dragged on through the holiday season. The city appealed to the union and to RTC for resolution with little effect. As a last resort, the city council drew up plans for the condemnation and purchase of the transit lines from RTC. The union agreed to the city's terms and the strike was broken on January 25, 1969. Above the objections of RTC president William Lang, the city of Rochester selected National City Management Company of Houston, Texas, to operate

2745-497: The tracks and trolley fleet. Harry Magee died that October, and the collection was sold at auction in 1973. The planned community of Riverton was being developed in West Henrietta, New York by Henry Hamlin. The cornerstone of this new project was a proposed light rail line that was to connect Riverton with downtown Rochester constructed along the former Erie Railroad Rochester Division right of way. A small trolley museum

2806-614: The transit system. The new Rochester Transit Service began operations on May 23. Later that year, the RTS bus operations were acquired by the new Rochester-Genesee Regional Transportation Authority . The New York Museum of Transportation (NYMT) is home to several pieces of equipment once operated by Rochester Transit Corp. RTC L-2, a Plymouth ML8 locomotive used to switch non-electrified freight customers. Disassembled and awaiting future restoration. RTC "Casey Jones" Inspection Car, fully restored and operated on occasion for special events. RTC 233,

2867-450: The trucks to standard gauge. Nearly all restoration work had been completed on this project, The car has been on display since the 1980s. Construction of the museum's demonstration railroad began in 1976, totaling nearly three-quarters of a mile by 1979, with the help of a CETA grant. By 1980, NYMT began offering rides on Fairmont "track cars" (small gas-powered vehicles once used by railway maintenance workers for transport to work sites) on

2928-400: Was acquired by the Mohawk Valley Company, a subsidiary of the New York Central Railroad set up to take control of electric railways in its territory. In 1909 the holdings of the Mohawk Valley Company were consolidated as the New York State Railways . The Rochester City and Brighton Rail Road was incorporated as a horse railway transit line on May 31, 1862. The first line constructed ran from

2989-682: Was acquired from a camp at Lamoka Lake in 1997. It was placed on trucks in 2003 and moved into the main barn in 2006 for evaluation and possible restoration. The museum was able to acquire two operational former Philadelphia and Western Railroad steel interurban trolley cars from the Koekuk Junction Railway in 1996. Originally built for the Philadelphia and Western Railroad in the 1920s, cars 161 and 168 served Philadelphia's Norristown High Speed Line until retired by SEPTA in 1990. While they have no historical connection to

3050-494: Was chartered in 1879 to construct a steam-powered railroad connecting the lakeside community of Sea Breeze with the Rochester Railway at Portland Avenue. In 1893 the RL&;O was leased to the Rochester and Irondequoit Railroad, which constructed an electric railway along St. Paul Boulevard north of Ridge Road to the lake at Summerville. In 1900 the Rochester and Suburban Railway purchased the Rochester and Irondequoit Railroad from

3111-558: Was closed in June 1929, and local streetcar service to Glen Haven ended in 1933. The Rochester and Eastern Rapid Railway line to Geneva ran its last car on July 31, 1930, the same day Canandaigua local service ended (which had been provided by a bus since sometime in the 1920s). The first streetcar line cutbacks came with the closure of the Exchange, Plymouth, Emerson, and Driving Park lines on August 18, 1929. Declining ridership followed as

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3172-525: Was discontinued on February 28, 1909, by order of the local postmaster general. Rochester Railway Co. continued to extend its lines through the early 20th century to serve a growing city. The Main Street East line was extended to Blossom Road in 1906. The following year the Park Avenue line was extended along East Avenue to Winton Road. An extension of the Clinton South line was made in 1911. At

3233-403: Was elected president and kept the system running through the difficult war years. Postwar prosperity would bring labor unrest, and transit workers walked out in May 1952 in a disagreement over wages. After 23 days, the matter was sent to arbitration and operations resumed. Unfortunately, this incident would set the tone for labor relations throughout the rest of the company's history. Ridership on

3294-550: Was envisioned as a natural outgrowth of the planned light rail line. With the knowledge that several Rochester area streetcars were preserved at the Magee Transportation Museum, Hamlin made a visit to see what could be salvaged from the shuttered museum. Before his untimely death, Harry Magee had expressed hope that the Rochester streetcars in his collection could one day be returned to New York State to be restored and operate once again. The first car acquired

3355-524: Was formed in the 1920s to operate bus transit lines separate from the railway. A brief experiment with trackless trolleys was made starting in 1923 on the Driving Park line. A total of 12 trackless trolleys were based out of the St. Paul Shops, but was never expanded. The last trackless trolley operated in Rochester on March 3, 1932. Bus operation was introduced in Rochester in the 1920s with the formation of

3416-479: Was former Elmira, Wavery and Corning Railway car 107, as well as a stock of bracket arms and other stock to construct overhead wire. New York State Railways Rochester and Eastern Rapid Railway car 157 was also acquired in the same deal. Lease of a recently abandoned dairy barn on state agricultural lands in West Henrietta was acquired by Hamlin to house the two cars. Temporary tracks were laid and car 157

3477-480: Was granted in 1872 for the construction of a new line north along St. Paul Street, opening for service in 1873. The North Avenue line opened in 1878, running from Bay Street and connecting to the West Avenue line. That same year a ten-week strike by workers crippled the system, and when strike-breakers were brought in from New York to resume service, a riot broke out in the city. Expansion continued in 1880 with

3538-480: Was looking to abandon the remaining western end of the old Rochester Subway , which was still being used for freight service by both Penn Central and the Baltimore & Ohio railroads under contract. The NYMT volunteers were given permission to salvage as much of the track materials as they could for the construction of the rail line circling their campus in West Henrietta. Addition historic vehicles were added to

3599-557: Was moved to Lake Avenue Station near Kodak Park in 1914. One of the last extensions constructed was an extension of the Clinton North line from Norton Street to Ridge Road in 1922. The final extension of service was constructed by the city of Rochester in the abandoned bed of the Erie Canal, and New York State Railways was selected to operate the Rochester Subway starting in 1927. The Rochester Railways Coordinated Bus Lines

3660-483: Was placed inside the barn on October 5, 1973, with car 107 following a month later. Rochester Transit Corporation sand car 0243 and Rochester City and Brighton Railroad horse car 55 were brought to the barn site, on loan from the Rochester Museum and Science Center . A provision charter was issued in 1975, bringing formal organization to the New York Museum of Transportation. By 1975, the city of Rochester

3721-432: Was proposed for Plymouth Avenue, but strong opposition from the residents ended the project. Winter weather and labor unrest continued to restrict operations, however. Workers went on strike April 1, 1889. Replacement workers were brought in to maintain service, but riots broke out between the two factions on April 15. Police were brought in to put down the riots, but service did not resume until June 2. On January 21, 1890,

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