New York high-speed rail

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The Empire Corridor (red) and the Northeast Corridor (green), as designated by the Federal Railroad Administration, both run through New York Corridor ne.PNG
The Empire Corridor (red) and the Northeast Corridor (green), as designated by the Federal Railroad Administration, both run through New York

High-speed rail in New York has been a topic that is consistently discussed among legislators, political leaders and in particular, several past governors since the 1990s, but thus far little progress has been made. In his campaign speeches prior to his defeat by Governor George Pataki in 1994, Mario Cuomo promised to bring high speed (maglev) rail up the Hudson Valley and along the Catskill Mountains route. [1] It was not a priority for the subsequent administration.

Contents

Currently, Amtrak's Acela service between Washington, D.C., and Boston, Massachusetts is available to New York City, but the cities in Upstate New York and Western New York remain isolated from high-speed rail service. Further, destinations outside the New York metropolitan area have experienced delays in their service for decades. In some areas, New York State has been quietly endorsing and even implementing rail improvements for years.

Frequently cited as a partial solution for Upstate and Western New York's economic stagnation, faster rail transportation between New York City and the rest of the state has been suggested as a way to make rural areas grow into suburban destinations for daily commuters, and easily accessible for businesses to relocate to cheaper real estate. Many politicians also endorse closer ties with destinations in Canada.

History

An 1876 NYCRR map of the four-track water-level route 1876 NYCRR.jpg
An 1876 NYCRR map of the four-track water-level route

Rail travel in New York has its roots in the early 19th century. The New York Central water-level route roughly followed the path of the Erie Canal, with four tracks along much of the route. For many years the 20th Century Limited and Empire State Express services, to Chicago and Buffalo were among the fastest trains in the world, with average speeds topping 60 mph (97 km/h) and top speeds reportedly well over 100 mph (160 km/h). Rail travel largely stagnated in the post-World War II economic boom, as the New York Thruway was built, and then the rest of the highway transportation and suburban lifestyles burgeoned. Nonetheless, rail culture lived on in the New York metropolitan area. It was kept alive by the subway culture in New York City, as well as suburban routes on Long Island and the northern suburbs of the city. The Long Island Rail Road and Metro-North Railroad are the two largest commuter railroads in the United States. New Jersey Transit, which serves New Jersey commuters to Manhattan, Philadelphia, and points within New Jersey, is also a major player in the U.S. commuter rail market. Potential also exists for a high-speed rail line to Montreal, Quebec, Canada along an existing train right-of-way.

Interest in updating the state's aging rail infrastructure was sparked in the early 1990s. In the early 1980s the State of New York paid Conrail to install cab signals from Poughkeepise to Hoffmans, west of Schenectady, to allow 110 mph train service. This service actually went into service. In the late 1990s, ground was broken on a new rail station in Rensselaer, at the time reported as the ninth busiest station in the entire United States; federal funding was secured for the project. [2] In 2001, the state tested a newly rebuilt Turboliner RTL-III gas turbine trainset capable of reaching 125 mph (201 km/h). [3] In 2004, the Turboliner rehabilitation project had a falling out between Amtrak and New York State and the contractor doing the rehab. After lawsuits were filled, a settlement was reached to liquidate the unfinished Turboliner project. In the aftermath of the September 11, 2001, terrorist attacks, New York Governor George Pataki attempted to secure, among other things, a high-speed rail link to Schenectady using federal emergency aid money. [4] From 2004 until 2012, the unused Turboliners sat in storage at a cost of $150,000 per year to the taxpayers until a decision by Governor Andrew Cuomo to liquidate the remaining fleet for scrap metal. [5]

Notably, federal planners identified New York State's Empire Corridor (Buffalo-Albany-New York City) as one of the best-suited for high-speed rail service. [6] In 2005, New York State Senate Majority Leader Joseph Bruno expressed renewed interest in high-speed rail and proposed research into high-speed rail development in New York State as part of a plan to boost Upstate New York's economy. [7] In addition, the Empire Limited Amtrak service between New York and Albany already has one of the highest levels of ridership outside the Northeast Corridor and Acela lines. [8]

American Recovery and Reinvestment Act of 2009

In 2009, The New York State Department of Transportation released a statewide rail plan, including a program of capital investments to increase passenger rail speed and reliability. [9] In October 2009, the state applied for funding for a number of these projects from the American Recovery and Reinvestment Act of 2009 High Speed Intercity Passenger Rail program. [10] The NYSDOT also named a project manager for high speed rail, Marie Corrado. [11]

New York governor-elect Andrew Cuomo sent a letter to U.S. Transportation Secretary Ray LaHood shortly after his victory in the 2010 New York gubernatorial election requesting that New York receive the money granted by the federal government to high-speed rail projects in Wisconsin and Ohio that the governors of both states pledged to cancel. [12]

According to a study by America 2050, the corridor between New York City and Albany has high potential among 8,000 possible routes nationwide as a high-speed corridor. [13]

Projects

The state received $151 million from the federal government in early 2010, of which $58 million was planned to be used to build an 11 miles (18 km) stretch of track between Riga and Byron capable of 110 miles per hour (180 km/h) speeds. [14] This was planned to be an entirely new track parallel to the existing CSX line used solely for Amtrak trains. [14] The remainder of the money was used to construct a second track between Albany and Schenectady. [14] Negotiations between the state and CSX around the Western New York third track came to a halt in late spring of 2010 after CSX disclosed a requirement that the new track be located at least 30 feet (9.1 m) from its right-of-way; in some places along the route, that amount of space is unavailable. [15] The two parties subsequently came to an agreement, however, after further meetings arranged by Representative Louise Slaughter, allowing planning for the trackage to continue. [15] Between Albany and Schenectady, construction of the third track is planned to begin in 2011. [16] An additional $354 million, composed of funds rejected by other states, was granted to New York in May 2011. Of that, $58 million will be allocated to the ongoing Albany-Schenectady upgrades, $1.4 million will be allocated for a preliminary study for a new terminal in Rochester, and the remainder will go to New York City. [17]

Beginning in 2010, a study was conducted by the New York State Department of Transportation for the Tier 1 Environmental Impact Statement on high speed rail service from New York City to Niagara Falls. The Tier 1 Draft EIS was released to the public in early 2014 and eliminates the alternatives with tops speeds of 160 mph (257 km/h) and 220 mph (354 km/h) due to high costs. The five alternatives that remain under consideration include the base alternative with top speeds remaining at 79 mph (127 km/h) as well as higher speed rail with top speeds of 90 mph (145 km/h) (options A and B), 110 mph (177 km/h), and 125 mph (201 km/h). [18] In 2023, the state chose the 90 mph (145 km/h) option B (90B) plan as its preferred alternative in the final Tier 1 EIS report. The 90B plan would require an estimated $6 billion (in 2017 US dollars) to implement. [19]

Issues in constructing high-speed rail lines in New York

An RTL Turboliner in the 1980s. Turboliner 152.jpg
An RTL Turboliner in the 1980s.

The entire upstate network lacks electrification for conventional high-speed service. In the past, New York investigated gas turbine alternatives which would not require electrification, such as the JetTrain by Bombardier Transportation [ citation needed ] or the older Turboliner fleet, but neither project proved feasible. [20]

Sections of the Hudson River route have tight curves. Some portions, notably the Spuyten Duyvil Bridge are operating with only a single track.

Most sections of the routes north and west of Albany share track with freight trains and extra tracks would be necessary to achieve high speed on the route; the federal government considers this to be "one of the largest projects" if upgrading. [21]

Proposals

Other proposals involve extensions of existing corridors or cooperation with agencies in other states or in Canada.

Montreal to New York City

On October 6, 2005, the Albany Times-Union reported that New York Governor George Pataki and Quebec Premier Jean Charest "called for the creation of high-speed rail service between Montreal and New York City as a way to boost the regional economy during the third Quebec-New York Economic Summit on Wednesday," October 4, 2005. The article claimed that New York was Quebec's main trading partner, which perhaps explains some of the interest in linking the two major cities. [22]

According to a report by the New York State Senate High Speed Rail Task Force, such a route would serve Plattsburgh via Albany. [23]

Buffalo to Toronto

New York State Assemblyman Sam Hoyt of Buffalo has been active in promoting high-speed cross-border rail service. He maintains that a Toronto high-speed rail service has the potential to increase environmentally-friendly traffic and decrease congestion on the Peace Bridge. [24] The existing passenger rail link is served by Amtrak and Via Rail.

Binghamton to New York City

Senator Charles Schumer and others have proposed passenger rail service from Binghamton, New York, along former Delaware, Lackawanna and Western Railroad trackage, via Scranton, PA and the Lackawanna Cutoff in New Jersey to New York City, which would provide the Southern Tier with intercity passenger rail for the first time in decades. The right-of-way from Binghamton to Scranton and along the Lackawanna Cutoff are suitable for high-speed service, although the rest of the route (which passes through the Pocono Mountains) is not, so it has sometimes been proposed to make the service high-speed where it is suitable. The route currently does not have rail service, although the Lackawanna Cutoff is in the process of having rail service restored by approximately 2018. As of January 2010, Scranton, PA and Binghamton, NY did not win high-speed rail funding announced by President Obama. The only funded high-speed rail project in Pennsylvania is between Harrisburg and Philadelphia. However, construction on the cutoff at the New Jersey end of the cutoff began in late 2011.

This route would also require connection of the Binghamton line to the Empire Corridor to avoid a dead end, most likely through the existing New York, Susquehanna and Western Railway's northernmost branches to either Syracuse or Utica; the former Delaware, Lackawanna and Western Railroad line that connected the cutoff to Buffalo via a route through the Southern Tier and Finger Lakes is mostly abandoned. In any of these cases, the terrain is not favorable to high-speed rail service and would have to switch to conventional rail in this section.

Gateway Project

The Gateway Project is a proposal to build a high-speed rail right-of-way and to alleviate the bottleneck along the Northeast Corridor (NEC) between Penn Station in Newark, New Jersey, and New York Penn Station in Midtown Manhattan. The project would create routing alternatives and add 25 train scheduling slots to the current system used by Amtrak and New Jersey Transit by constructing another Hudson River crossing. Originally planned by Amtrak to come on line in 2030, Gateway was announced soon after cancellation of NJT's Access to the Region's Core (ARC) project in 2010. It remains unclear how engineering work, design, and real estate acquisition for ARC will be used for Gateway. In November 2011 U.S. Congress allotted $15 million for initial studies. [25] [26] [27]

Other out-of-state connections

New high-speed routes through from Albany to Boston and Buffalo to Kansas City and/or Minneapolis through Cleveland are also proposed, most likely along the routes of current Amtrak services. Through service from Washington, D.C. to upstate New York via the Northeast Corridor is also proposed. [23] These services would require heavy cooperation with other states and the United States federal government. Many civic and business leaders in New England have recently shown interest in better service to New York City and Boston. [28] [29]

Related Research Articles

<i>Acela</i> Intercity rail service operated by Amtrak in the northeastern United States

The Acela is Amtrak's flagship passenger train service along the Northeast Corridor (NEC) in the Northeastern United States between Washington, D.C., and Boston via 13 intermediate stops, including Baltimore, New York City and Philadelphia. Acela trains are the fastest in the Americas, reaching 150 miles per hour (240 km/h), but only over 49.9 miles (80.3 km) of the 457-mile (735 km) route.

<span class="mw-page-title-main">Northeast Corridor</span> Electrified railroad line in the Northeastern U.S.

The Northeast Corridor (NEC) is an electrified railroad line in the Northeast megalopolis of the United States. Owned primarily by Amtrak, it runs from Boston in the north to Washington, D.C. in the south, with major stops in Providence, New Haven, Stamford, New York City, Newark, Trenton, Philadelphia, Wilmington, and Baltimore. The NEC closely parallels Interstate 95 for most of its length. Carrying more than 2,200 trains a day, it is the busiest passenger rail line in the United States by ridership and by service frequency.

<i>Empire Service</i> Amtrak service between New York City, NY and Niagara Falls, NY

The Empire Service is an inter-city rail service operated by Amtrak within the state of New York in the United States. The brand name originated with the New York Central Railroad in 1967. Trains on the line provide frequent daily service along the 460-mile (740 km) Empire Corridor between New York City and Niagara Falls via Albany, the state capital.

<i>Ethan Allen Express</i> Intercity rail service in the United States

The Ethan Allen Express is a daily passenger train operated by Amtrak in the United States between New York City and Burlington, Vermont, via Albany, New York. One daily round trip is operated on a 310-mile (500 km) north–south route with a 7-hour 35 minute scheduled running time. The train is subsidized by New York and Vermont for the portion north of Albany. It is named for Vermont cofounder and American Revolutionary War hero Ethan Allen.

<i>Adirondack</i> (train) Amtrak service between New York City, NY and Montreal, QC

The Adirondack is a daily intercity passenger train operated by Amtrak between New York City and Montreal. The scenic route follows the Empire Corridor through the Hudson Valley with major stops in Yonkers, Poughkeepsie, Albany–Rensselaer, and Schenectady. North of Saratoga Springs the route runs between the Adirondack Mountains and Lake Champlain until crossing the Canada–U.S. border at Rouses Point. Trains take approximately 11 hours to travel the 381-mile (613 km) route.

<i>Lincoln Service</i> Amtrak service between Chicago, IL and St. Louis, MO

The Lincoln Service is a 284-mile (457 km) higher-speed rail service operated by Amtrak that runs between Chicago, Illinois and St. Louis, Missouri. The train is a part of the Illinois Service and is partially funded by the Illinois Department of Transportation. The train uses the same route as the long-distance Texas Eagle, which continues to San Antonio and Los Angeles. A connection with the Kansas City-bound Missouri River Runner is available in St. Louis.

<span class="mw-page-title-main">Chicago Hub Network</span> Proposed rail lines in the Midwestern US

The Chicago Hub Network is a collection of proposed fast conventional and high-speed rail lines in the Midwestern United States including 3,000 miles (5,000 km) of track. Since the 1990s, there have been multiple proposals to build a network from Chicago to destinations such as Milwaukee, Madison, Minneapolis, Indianapolis, Detroit, Kansas City, St. Louis, Cleveland, Cincinnati, and Louisville. In addition, the rail lines from the Chicago hub would connect through to cities in Canada. Eastern routes from Chicago would also blend into the Ohio Hub network. In addition to providing better connections between Midwestern cities, the projects are intended to reduce or eliminate the operating subsidies that American passenger train routes currently require.

<i>Michigan Services</i>

Michigan Services are three Amtrak passenger rail routes connecting Chicago, Illinois with the Michigan cities of Grand Rapids, Port Huron, and Pontiac, and stations en route. The group falls under the Amtrak Midwest brand and is a component of the Midwest Regional Rail Initiative.

<span class="mw-page-title-main">Southeast High Speed Rail Corridor</span> Proposed passenger rail project in the United States

The Southeast Corridor (SEC) is a proposed passenger rail transportation project in the Mid-Atlantic and Southeastern United States to extend high-speed passenger rail services from the current southern terminus of the Northeast Corridor in Washington, D.C.. Routes would extend south via Richmond and Petersburg, Virginia, with a spur to Norfolk in Virginia's Hampton Roads region; the mainline would continue south to Raleigh, Durham, Greensboro, and Charlotte, North Carolina. Since the corridor was first established in 1992, the U.S. Department of Transportation (USDOT) has extended it further to Atlanta, Georgia and Macon, Georgia; Greenville, South Carolina; Columbia, South Carolina; Jacksonville, Florida; and Birmingham, Alabama.

<span class="mw-page-title-main">Empire Corridor</span> Railroad corridor in the U.S. state of New York

The Empire Corridor is a 461-mile (742 km) passenger rail corridor in New York State running between Penn Station in New York City and Niagara Falls, New York. Major cities on the route include Poughkeepsie, Albany, Schenectady, Amsterdam, Utica, Syracuse, Rochester, and Buffalo. Much of the corridor was once part of the New York Central Railroad's main line.

<span class="mw-page-title-main">Livingston Avenue Bridge</span> Bridge in Albany and Rensselaer, New York

The Livingston Avenue Bridge is a railroad bridge over the Hudson River in New York connecting Albany and Rensselaer. The original structure was built in 1866 by the Hudson River Bridge Company but was replaced in 1901–02. A rotating swing bridge span allows large ships to proceed up the river.

<span class="mw-page-title-main">High-speed rail in the United States</span> Overview of the high-speed rail system in the United States of America

Plans for high-speed rail in the United States date back to the High-Speed Ground Transportation Act of 1965. Various state and federal proposals have followed. Despite being one of the world's first countries to get high-speed trains, it failed to spread. Definitions of what constitutes high-speed rail vary, including a range of speeds over 110 mph (180 km/h) and dedicated rail lines. Inter-city rail with top speeds between 90 and 125 mph is sometimes referred to in the United States as higher-speed rail.

<span class="mw-page-title-main">Schenectady station</span>

Schenectady station is an Amtrak intercity train station in Schenectady, New York. The station, constructed in 2018 is owned by the Capital District Transportation Authority which also owns Albany–Rensselaer station and Saratoga Springs station.

<span class="mw-page-title-main">Turboliner</span> Family of gas turbine trainsets built for Amtrak in the 1970s

The Turboliners were a family of gas turbine trainsets built for Amtrak in the 1970s. They were among the first new equipment purchased by Amtrak to update its fleet with faster, more modern trains. The first batch, known as RTG, were built by the French firm ANF and entered service on multiple routes in the Midwestern United States in 1973. The new trains led to ridership increases wherever used, but the fixed consist that made up a Turboliner train proved a detriment as demand outstripped supply. The high cost of operating the trains led to their withdrawal from the Midwest in 1981.

<i>Wolverine</i> (Amtrak train) Amtrak service between Chicago, IL, and Pontiac, MI

The Wolverine is a higher-speed passenger train service operated by Amtrak as part of its Michigan Services. The 304-mile (489 km) line provides three daily round-trips between Chicago and Pontiac, Michigan, via Ann Arbor and Detroit. It carries a heritage train name descended from the New York Central.

<i>Blue Water</i> (train) Amtrak service between Chicago, IL and Port Huron, MI

The Blue Water is a higher-speed passenger train service operated by Amtrak as part of its Michigan Services. The 319-mile (513 km) route runs from Chicago, Illinois, to Port Huron in Michigan's Blue Water Area, for which the train is named. Major stops are in Kalamazoo, Battle Creek, East Lansing, and Flint.

<span class="mw-page-title-main">Hudson Subdivision</span> Rail line in New York state

The Amtrak Hudson Line, also known as the CSX Hudson Subdivision, is a railroad line owned by CSX Transportation and leased by Amtrak in the U.S. state of New York. The line runs from Poughkeepsie north along the east shore of the Hudson River to Rensselaer and northwest to Hoffmans via Albany and Schenectady along a former New York Central Railroad line. From its south end, CSX has trackage rights south to New York City along the Metro-North Railroad's Hudson Line. The Hudson Line junctions the Castleton Subdivision in Stuyvesant, Amtrak's Post Road Branch in Rensselaer and the Carman Subdivision in Schenectady. Its northwest end is at a merge with the Mohawk Subdivision. The entirety of the line overlaps with the Empire Corridor, one of Amtrak and the Federal Railroad Administration's candidate lines for future high-speed rail.

The Ohio Hub was a high-speed railway project proposed in the 2000s decade by the Ohio Department of Transportation aimed at revitalizing passenger rail service in the Ohio region. The plan was awarded funding under the American Recovery and Reinvestment Act of 2009, but Governor John Kasich refused to use the funds for the project and the funds were reclaimed by the federal government. Passage of the 2021 Infrastructure Investment and Jobs Act raised the possibility of new funding for a similar project.

<span class="mw-page-title-main">Higher-speed rail</span> Type of railway with speeds approaching but less than that of true high speed rail

Higher-speed rail (HrSR), also known as high-performance rail, higher-performance rail, semi-high-speed rail or almost-high-speed rail, is the jargon used to describe inter-city passenger rail services that have top speeds of more than conventional rail but are not high enough to be called high-speed rail services. The term is also used by planners to identify the incremental rail improvements to increase train speeds and reduce travel time as alternatives to larger efforts to create or expand the high-speed rail networks.

<span class="mw-page-title-main">Lackawanna Cut-Off Restoration Project</span> American railway infrastructure project

The Lackawanna Cut-Off Restoration Project is a New Jersey Transit and Amtrak effort to restore passenger service to the Lackawanna Cut-Off in northwest New Jersey.

References

  1. ↑ "For New York, steel-wheel plus maglev is envisioned - New York State passenger rail upgrades". Railway Age. December 1993. Archived from the original on September 28, 2008.
  2. ↑ "Governor Pataki Breaks Ground At New Rensselaer Rail Station" (Press release). Office of the Governor. June 2, 1999. Archived from the original on October 2, 2006.
  3. ↑ "Governor Announces Successful 125 MPH Run of NY's High Speed Train" (Press release). Office of the Governor. February 23, 2001. Archived from the original on July 17, 2006.
  4. ↑ Haberman, Clyde (June 9, 2006). "Isn't Heartland Still Part of Homeland?". The New York Times.
  5. ↑ Virtanen, Michael (May 31, 2012). "NY trains to nowhere" - a $70M mistake". WIVB. Associated Press. Archived from the original on June 2, 2012. Retrieved May 31, 2012.
  6. ↑ "High-Speed Rail Technology Development". Federal Railroad Administration . October 21, 2003. Archived from the original on July 21, 2006.
  7. ↑ Bruno, Joseph L. "Fast Trains in NY: Slashing Travel Time is Key to Accelerating Upstate Economy". Archived from the original on January 11, 2006.
  8. ↑ "Amtrak Sets New Ridership Record, Thanks Passengers For Taking The Train" (PDF) (Press release). Amtrak. October 11, 2010. Archived from the original (PDF) on September 18, 2012. Retrieved November 10, 2011.
  9. ↑ "New York State Rail Plan". New York State Department of Transportation. 2009.
  10. ↑ NY State High Speed Rail Funding Application, 2009
  11. ↑ Lamondola, Michael (May 20, 2010). "State names Marie Corrado as director of high-speed rail effort". The Daily Gazette.
  12. ↑ Bauer, Scott; Carr Smith, Julie (November 8, 2010). "Wis. gov. leaves high-speed rail call to successor". Associated Press – via San Diego Union-Tribune.
  13. ↑ Bernstein, Andrea (January 11, 2011). "NYC-to-Albany High-Speed Rail Route Gets Top Marks: Study". WNYC. Archived from the original on January 21, 2011. Retrieved January 18, 2011.
  14. 1 2 3 Orr, Steve (February 23, 2010). "High-speed rail plans for New York take shape". Rochester Democrat and Chronicle – via Brotherhood of Locomotive Engineers and Trainmen.
  15. 1 2 "N.Y.-CSXT agree on high-speed rail". Rochester Democrat and Chronicle . June 14, 2010 – via Railway Track & Structures.
  16. ↑ "High-speed rail chugs toward the fast lane". Albany Times Union. October 27, 2010. Retrieved November 13, 2010.
  17. ↑ Johnson, Michael (May 9, 2011). "NY lands $354 million for high-speed rail". Capital Tonight. Archived from the original on March 29, 2012. Retrieved May 9, 2011.
  18. ↑ "High Speed Rail Empire Corridor Program" (PDF). High Speed Rail Empire Corridor Project. New York Department of Transportation. Archived from the original (PDF) on April 24, 2014. Retrieved April 24, 2014.
  19. ↑ Benson, Nate (March 15, 2023). "New York's high-speed rail plan isn't very high speed". WGRZ-TV . Buffalo, New York.
  20. ↑ Karlin, Rick (December 13, 2012). "State's rusting trains sell for $420,000". Albany Times Union. Retrieved December 13, 2012.
  21. ↑ "Northeast Region" (PDF). US Department of Transportation. October 28, 2010. Archived from the original (PDF) on March 6, 2012. Retrieved October 30, 2010.
  22. 1 2 See map at end of page "High Speed Rail Task Force April 2006 Update". CDTA. Archived from the original on October 6, 2006. Retrieved December 9, 2006.
  23. ↑ "Opportunities for Cross-Border High Speed Rail [ permanent dead link ]." City of Toronto: October 22, 1999
  24. ↑ Frassinelli, Mike (November 18, 2011). "Engineering work to begin on Gateway train tunnel under Hudson River, Congress approves $15M for project". The Star-Ledger. Retrieved November 22, 2011.
  25. ↑ Boburg, Shawn (November 2, 2011). "Senate OKs $15M in design funds for NJ-NY tunnel". The Record. Archived from the original on December 3, 2013. Retrieved November 2, 2011.
  26. ↑ "U.S. Senate Approves Funding For NJ-NY Rail Tunnel Design". NJToday.com. November 2, 2011. Archived from the original on June 9, 2012. Retrieved November 2, 2011.
  27. ↑ Frassinelli, Mike (April 30, 2013). "Train like a plane: It could be the future on the Northeast Corridor". The Star-Ledger.
  28. ↑ Pierce, Neil; Johnson, Curtis (June 4, 2006). "N.E. states must pull together to re-link region with railroads". Telegraph of Nashua . Archived from the original on September 27, 2007.
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