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The historic Central Railroad of New Jersey (CRRNJ) Terminal operated for nearly 80 years from 1869 until 1967. It served as the main passenger terminal for the CRRNJ and its tenant Class I railroads serving the New York City metropolitan area. For approximately two-thirds of the 12–17 million new citizens that successfully passed through the Ellis Island Immigration Station between 1892 and 1954, the CRRNJ Terminal became their gateway to America. In addition, the terminal became the New York City origination/destination point for the CRRNJ and its tenant Class I railroads and their famous named trains. These trains were, and are still today, widely renowned in the annals of American railroading. 

Anthony Puzzilla is a retired federal government employee after 43 years of service. He is now a full-time writer, as well as a railfan and model train lover. He is a member of the Jersey Central Chapter of the National Railway Historical Society, the Baltimore & Ohio Railroad Historical Society, and the Reading Company Technical and Historical Society. This book contains memorable images, many from the author’s own private photograph collection, showing the remarkable history of this notable railroad terminal.

In the history of the steam locomotive Roanoke Machine Works played a key part. Take a look at this important economic center of the New South.

Roanoke Shops has been an indispensable part of the Roanoke Valley and the Magic City for more than 125 years. Founded in 1881 as an independent company, Roanoke Machine Works built new locomotives and cars for the Shenandoah Valley and Norfolk & Western Railroads. Situated between the picturesque Allegheny and Blue Ridge Mountains, the facility caused an economic boom in the nearby village of Big Lick and the surrounding area. By 1891, Big Lick had become Roanoke and had emerged as one of the most important economic centers in the New South. Today, Roanoke Shops employs skilled craftsmen who provide the highest-quality overhauls and repairs to diesel locomotives. This book takes a look into its history, particularly at production during that exciting and enchanting era of the steam locomotive.

Beginning in 1932, Linwood W. Moody (1905–1983) documented in photographs and collected artifacts of Maine’s two-footer railroads. A pioneer of railroad photography, his work led to articles in numerous publications such as Railroad Magazine and later culminated in Linwood’s 1959 publication The Maine Two-Footers. Among his personal effects at the time of his death in 1983 were hundreds of photographs of three of the Maine two-footers—the Wiscasset, Waterville & Farmington Railway; the Sandy River & Rangeley Lakes Railroad; and the Monson Railroad. The state of Maine was unique in regards to its narrow-gauge railroads. Most railroads in the United States have a width of four feet, eight and one half inches between the rails, known as standard gauge. Due to the efforts of George Mansfield, a railroad promoter of the late 1800s, a very narrow gauge of two feet between the rails was successfully developed in the state of Maine. 

In 1913, the Michigan Central Station opened its majestic entrances to the people of Detroit.

Designed by Warren & Wetmore and Reed & Stern, the firms also noted as the architects of the Grand Central Station in New York City, the depot was a marvel of grandeur and comfort for the traveler lucky enough to utilize its facilities. Soldiers went to war, families both separated and rejoined, and folks looking for an honest living in the Motor City all walked the Michigan Central's elegant corridors. Since the last train pulled away from the station in 1988, the structure has fallen prey to rapidly paced deterioration. Detroit's Michigan Central Station captures the glory of the Michigan Central and its environs. Using photographs from the Burton Historical Collection, as well as private collections, the book illustrates the use of the Michigan Central Station by a city whose story dramatically parallels that of this magnificent structure. The book also includes imagined futures of the station from some of the many people who have been inspired by the magic this grand building continues to exude.

In 1857, the Pennsylvania Railroad (PRR) took over Pennsylvania's Main Line of Public Works, a state-owned railroad and canal system built in the 1830s. Most are gone, but fortunately some still stand and are in use today.

Costly to build and maintain, and never attracting the traffic needed to sustain it, the state was eager to let it go. Keeping the rail portion and combining it with its own lines, the PRR ultimately developed a well-built and well-run rail line from Philadelphia to Pittsburgh all while keeping the main line moniker. The eastern section between Philadelphia and Harrisburg was especially successful, particularly after the railroad built new communities along the line that were at first summer destinations and later year-round homes for daily commuters. Other towns and cities along the main line had a strong industrial or agricultural base needing rail access, and many of these communities had attractive train stations. Images of America: Pennsylvania Main Line Railroad Stations: Philadelphia to Harrisburg documents many of these passenger stations through vintage photographs and other images.

Railroads are central in the history of Georgia. Explore 200 years of railroad expansion and consolidation in this must-read for railroad and Georgia history fans.

Before the start of the Civil War, Georgia had ten railroads, five of which figured significantly in General William T. Sherman's Atlanta Campaign and March to the Sea.

The number of rail lines in the state ballooned after the war. Many were founded by individual entrepreneurs like Henry Plant and Thomas Clyde, while the biggest railroad of them all (Southern Railway) was created out of whole cloth by New York financier J.P. Morgan. At the close of the nineteenth century, consolidation was already in process, and by the end of the next century, only three significant railroads remained in Georgia.

Author and historian Robert C. Jones examines Georgia's rail history over the past two centuries and today.

Take a nonstop journey through 131 years of the Western Maryland Railway's history in this photographic tale.

The Western Maryland Railway was never a large Class 1 rail carrier, but during its 131 colorful years of existence, it provided extremely fast, efficient, and reliable freight; coal-hauling; and passenger service in the states it served. This book contains images from the history of this remarkable railroad and also provides the reader the opportunity to see how the legacy of the Western Maryland Railway is being maintained and remembered even today at some of its well-known train stations, such as in Cumberland and Union Bridge, Maryland, now home to the Western Maryland Railway Historical Society (WMRHS). The Western Maryland is now gone, but through the wonderful images captured and preserved by the WMRHS and private archival photograph collections, the dream of the railway will live on.

The State of Georgia chartered the Western & Atlantic Railroad in 1836. The railroad aided in the development and growth of many communities between Atlanta and Chattanooga, Tennessee.

In constructing the railroad, workers created a winding route that cut its way across the North Georgia landscape. During the Civil War, both armies used this vital artery, and it was the setting for one of the war's most iconic events, the Great Locomotive Chase. The state still owns the Western & Atlantic and has leased it since 1870. The line remains an essential part of North Georgia and is a backbone of the region's industry. As Atlanta ponders its transportation future, it is important to remember that without the Western & Atlantic, Atlanta would not be the city it is today.

Todd DeFeo has studied railroads since growing up alongside the Northeast Corridor line in New Jersey. He is editor of Railfanning.org and founder of The DeFeo Groupe. Today, he lives near the historic Western & Atlantic. The images that help make up the visual history in this book come from the many libraries and museums dedicated to preserving the Western & Atlantic’s history, the archives of Railfanning.org, and the author’s collection.

Offering a panoramic view of present-day Pittsburgh, Monongahela and Duquesne Inclines attract pedestrians traveling from the river's shore to the top of Mount Washington.

These inclines were completed in 1870 and 1877 by real estate speculators hoping to capitalize on undeveloped land at the top of Coal Hill, a name given due to its many coal mines. Housing in the valleys and other low-lying areas could not accommodate the influx of new residents following the Civil War. Using technology perfected to haul coal from mines, the region's first inclined railroads, or funiculars, carried people and goods and formed a part of the Allegheny Portage Railroad. By 1900, inclines were an integral part of the city's identity. During the early decades of the 20th century, however, automobiles and trucks made access to Pittsburgh's hilltops relatively easy. Before the automobile, there were at least 15 inclines in Pittsburgh. Today, there are two: the Monongahela and Duquesne Inclines.

The Toledo, Peoria & Western (TP&W) Railway has made a big impact on Illinois and railroading for over 150 years.

Author Thomas Dyrek is president of the Toledo, Peoria & Western Historical Society. Photographs and information from his collection as well as several other TP&W fans and historians have been assembled to tell the story of this unique railroad company.

The Chicago, Aurora & Elgin Railway (CA&E) ran electric passenger and freight service from 1902 until 1959. Although classed as an interurban, it was a hybrid of rapid transit and commuter rail. CA&E trains ran to downtown Chicago via the Metropolitan West Side “L,” ending at the Well Street Terminal. This was a high-tech endeavor funded by industrialists from Cleveland, Ohio, who wanted to open Chicago’s western suburbs for development. The result was a high-speed operation, built to steam road standards, with an electrified third rail powering the trains. It thrived until World War I, was modernized in the Roaring Twenties, weathered the Great Depression, and did its duty during World War II. A privately owned railroad, without subsidies, the CA&E began losing money in the 1950s due to highway construction that stopped it from running into Chicago. Efforts to save the railroad failed, and passenger service ended in 1957, with freight following two years later. 

David Sadowski is the author of Chicago Trolleys, Building Chicago’s Subways, Chicago’s Lost “L”s, and The North Shore Line and runs the online Trolley Dodger blog. Photographs shown are from the author’s extensive collections and archival sources such as the Chicago History Museum, Forest Park Historical Society, and Lake States Railway Historical Association.

Incorporated in 1827, the Baltimore & Ohio Railroad  was one of America's first railroads, and Maryland was its heart and soul.

The Baltimore & Ohio Railroad’s (B&O)   creation was a tangible symbol of the Industrial Revolution, representing commerce and progress to towns along its route. Its headquarters and operations, centered in Baltimore, provided years of economic growth for the port city. This book contains images of well-known stations in Maryland, including Ellicott City Station, Gaithersburg Station, Camden Station, and the Mount Clare Shops—a self-contained industrial city, now home to the B&O Railroad Museum. Some stations still exist and are home to small museums or restaurants; others no longer stand, but images of them will remind even the casual historian of a time when railroads were a part of everyday life in America.

Take a step back in time and revisit the sites, stations, and trains of the B&Othat were once part of everyday life in Maryland and remember the glory of a bygone era.

In early twentieth-century New York, few could have imagined a train terminal as grandiose as Pennsylvania Station.

Sandhogs would battle the fiercest of nature to build tunnels linking Manhattan to New Jersey and Long Island. For decades, Penn Station was a center of elegance and pride. But the ensuing rise of the airplane and automobile began to diminish train travel. By the mid-1960s, the station was tragically destroyed. The loss inspired the birth of preservation laws in the city and the nation that would save other landmarks like Grand Central. Author Paul Kaplan recounts the trials and triumphs of New York’s Penn Station.

At the turn of the twentieth century, railroads meant progress, growth and development.

In the 1890s Southport, North Carolina became the target destination for a major coaling terminal for ships sailing the Atlantic coast. A new terminal would require a railroad to bring in coal and other supplies. More than twenty companies were formed to pursue this idea over the years, with a few actual accomplishments, but most were purely speculative. Wearying the expectant town for more than twenty-five years, the vision for a great port was whittled down until local entrepreneurs finally built a 30-mile rail line to connect the town to Wilmington.

Local author and railroad historian Mark Koenig chronicles the short life of a short line and the long process of making it a reality.

Take a trip underground and see how Chicago's I Will spirit overcame challenges and persevered to help with the successful building of the subways that move millions today!

While the elevated Chicago Loop is justly famous as a symbol of the city, the fascinating history of its subways is less well known. The City of Chicago broke ground on what would become the Initial System of Subways during the Great Depression and finished 20 years later. This gigantic construction project, a part of the New Deal, overcame many obstacles while tunneling through Chicago's soft blue clay, under congested downtown streets, and even beneath the mighty Chicago River. Chicago's first rapid transit subway opened in 1943 after decades of wrangling over routes, financing, and logistics. It grew to encompass the State Street, Dearborn-Milwaukee, and West Side Subways, with the latter modernizing the old Garfield Park L into the median of Chicago's first expressway. Building Chicago's subways was national news and a matter of considerable civic pride - making it a Second City no more!

Today this railroad, most often called the Monon, is only a memory of a time when trains streaked across the hills and farmland of southern Indiana. The Monon Railroad in Southern Indiana examines the real purpose of railroads as movers of people and the products they devoted their lives to producing and focuses on areas from New Albany to Bloomington. It identifies the only two counties in Indiana that were a part of the Salem limestone district and gives a glimpse of how the stone was removed from the earth and eventually formed into some of the nation's most beloved buildings and structures. It also takes a look at the history of several lumber-based industries and the famed products that they manufactured. New Albany was once known across America as a key producer of hardwood plywood, used in custom cabinetry, and the Showers Brothers Furniture Company of Bloomington was once the largest manufacturer of furniture in America. This book talks about the industries that created the cities and towns that many Hoosiers called home.

This book invites the reader to step back in time and imagine the days when ancestors traveled through wooden spans to reach their daily destinations.

Starting in the early 1800s, Pennsylvania's rich forests provided natural material for the construction of more than 1,500 covered bridges across the state. The first covered bridge was built in 1805. Pennsylvania's Covered Bridges looks at the earliest covered bridges as well as those that have survived modern progress. Images also show rare railroad covered bridges that have been saved from destruction over the years.

Join Allen Meyers and Joel Spivak as they journey through the history of the railways that connected the Philadelpia communites.

Philadelphia became the railroad capital of the world in the 1830s when 12 distinct lines opened within a 100-mile radius of the city to carry people and freight. The railroad boom in the 19th century was made possible by the development of rural communities surrounding the city, the Industrial Revolution, excellent access to raw materials, and an influx of European immigrants. Philadelphia manufactured locomotives, railroad track, and other rail components and exported them around the world. The ability to move agricultural goods, manufactured products, and people commuting from home to work helped to unite the 27 boroughs, districts, and townships into one metropolis by 1854. Philadelphia Railroads features many unseen images and rare photographs documenting the leaders of Philadelphia's transportation world.

Reading Trains and Trolleys documents the impact of railroad and trolley networks on Reading and adjoining communities.

Rail transportation has been part of daily life in Reading since the 1830s. Reading Trains and Trolleys portrays the good old days of the Philadelphia & Reading Railway (reorganized as the Reading Company in 1923), the Schuylkill Valley Division of the Pennsylvania Railroad, the Mount Penn Gravity Railroad, the Neversink Mountain Railroad, the Reading City Passenger Railway, and the Reading Traction Company. The Reading Railroad gained widespread recognition as a property for sale on the Monopoly board, but the history of trains and trolleys in Reading goes well beyond that iconography. Reading Trains and Trolleys documents the impact of railroad and trolley networks on Reading and adjoining communities, including photographs of the interior of the locomotive shop and the carbarn at Tenth and Exeter Streets, views of the Walnut Street yard before and after the Outer Station was constructed, and views from the Swinging Bridge, which spanned the yard by the Outer Station. The Historical Society of Berks County's collection of rail photographs includes many never-before-published images of diverse scenes in and around Reading.

Maine Narrow Gauge Railroads is a comprehensive pictorial record of the history of the narrow gauge railroad in Maine. From the one-hundred-twelve-mile Sandy River and Rangeley Lakes Railroad to the five-mile Kennebec Central, Maine Narrow Gauge Railroads features the toylike miniature trains of Maine as they appeared at different stages in their history. The Bridgton and Harrison Railroad, the Monson Railroad, and the Wiscasset, Waterville and Farmington Railway lines are documented within, as well as the current restoration projects that are under way.

Constructed as the Easton and Amboy Railroad, opened by 1875, the Lehigh Valley Railroad was instrumental in developing commerce and communities of central New Jersey.

Thout it no longer runs, it was originally built to haul unending trains of black diamonds from Pennsylvania to Perth Amboy, the Lehigh Valley Railroad became so much more than a conduit for shipping coal. In building across the state, it became instrumental in not only hauling produce to New York City markets but also for providing service to companies like Johns-Manville and Lionel Trains. From Phillipsburg to Jersey City and all points in between, the Lehigh Valley Railroad hauled freight and passengers, while at the same time contributing to the social fabric of the area. The Lehigh Valley Railroad across New Jersey paints a picture of a railroad that provided over 100 years of quality service to the Garden State.

Since the opening of the first permanent railway in 1833, hundreds of railroad companies have operated in North Carolina.

Rail transportation, faster and more efficient than other methods of the era, opened new markets for the products of North Carolina's farms, factories, and mines. Over the years, North Carolina rail companies have ranged in size from well-engineered giants like the Southern Railway to temporary logging railroads like the Hemlock. Cross ties and rails were laid across almost every conceivable terrain: tidal marshes, sand hills, rolling piedmont, and mountain grades. Vulnerable to the turbulent and unregulated economies of the day, few railroad companies escaped reorganizations and receiverships during their corporate lives, often leaving tangled and contradictory histories in their passing.

The history of the Western North Carolina Railroad is a tale like no other, filled with tragedy, heroism, brains, blood, sweat, tears, nitroglycerin and humor.

Now a tourist mecca, the Great Smoky Mountains were a remote and inaccessible place until well after the Civil War. Using first enslaved and later convict labor the Western North Carolina Railroad and Murphy Branch connected the mountains with the remainder of the state by rail for the first time in 1891. The railroad brought commerce and tourism. Though its vital role was eventually eclipsed by the automobile, tourists and rail buffs continue to come to Bryson City to experience travel by steam train on the Great Smoky Mountains Railroad.

Local authors Jacob Morgan Plott and Bob Plott tell the story of a line that refused to die.

The Delaware, Lackawanna & Western Railroad, better known as the Lackawanna Railroad, was organized in 1851 and thrived on the anthracite coal traffic originating from the area surrounding Scranton, Pennsylvania.

The company came to operate a network of track between Hoboken, New Jersey, and Buffalo, New York, before becoming part of the Erie Lackawanna Railway in 1960. During the first decade of the 1900s, the railroad underwent a substantial modernization and improvement project, which was documented extensively by company-hired photographers. A century later, these images provide a fascinating insight into the everyday workings of a railroad and its interaction with the communities along its route. Nearly all of the railroad territory covered by this book remains in operation today.

The rise and decline of the copper industry in Michigan's Upper Peninsula mirrored that of the railroads that served the area.

From the railroads' beginnings in the early 1870s to the complex rail network of the 1900s, Copper Country exploded with immigrants eager to mine the eponymous metal and their families, brought in by the car-full on train after train. By 1976, the abandonment of the Houghton tracks of the Soo Line (formerly the Mineral Range, Duluth South Shore and Atlantic) meant that Copper Country was once again without the railroad service that built it. This book seeks to tell the story of Copper Country railroads through a collection of pictures from various archival sources, including the authors' personal collections, the National Park Service archives, and many more.

Over 200 images are set in geographical sequence to guide the reader along the famed Henry Hudson trail.

The Central Railroad of New Jersey's Seashore Branch provided rail and boat services from New York City to points along the New Jersey Shore. It discontinued passenger service in 1966, with the last freight train operating in 1983. Official abandonment proceedings sparked the need to keep the right of way for future mass transit needs. This led to interim use. Today, the area is called the Henry Hudson Trail and is one of over 500 parks referred to nationally as a Rail-Trail. This free, ten-mile-long, hiking, biking, and walking trail is administered by the Monmouth County Parks System, and connects several towns of the Raritan Bay shore area. This rare look will enlighten trail users through images of views gone forever, while pointing out structures still in place. Over 200 images are set in geographical sequence to guide the reader along the trail.

Track the history of the Florida East Coast Railway from its beginning in 1885-present day.

The benchmark for US railroad operations, the Florida East Coast (FEC) Railway is often referred to by other American railroads as the best-maintained and -operated railroad in the country. The FEC Railway can trace its lineage back to December 31, 1885, the day Henry M. Flagler purchased the Jacksonville, St. Augustine & Halifax River Railway. The FEC was known for its famous passenger trains, and the last scheduled FEC Railway passenger train ran on July 31, 1968, due to the work stoppage by the nonoperating unions that began on January 22, 1963. Although without passenger trains since 1968, the FEC's partner, All Aboard Florida, with its Brightline trains, will soon establish a new standard for privately operated rail passenger service in America. Today, caboose-less, the FEC operates numerous high-speed freight trains between Jacksonville and Miami.

Headquartered in Chicago, the Illinois Central Railroad was known as the ""Main Line of Mid-America.""

This was a major railroad cutting through the middle section of the United States with two major routes.The Main Line, which ran south out of Chicago toward New Orleans, and the Western Lines, which ran west toward Iowa. The Illinois Central Railroad had eight major freight yards in Chicago, which in 1937 handled nearly two million freight cars. It was also well known for its passenger service and operated some of the finest passenger trains: the Green Diamond, the all-Pullman Panama Limited, and the City of New Orleans. Chicago and the Illinois Central Railroad covers the railroad's operations within the city of Chicago, plus the outlying suburbs, from the late 1800s to 1960. It explores, through vintage photographs, the passenger and freight trains, suburban trains, locomotives, shops and repair facilities, and people that made the railroad function.

Sunnyside Yard was built by the Pennsylvania Railroad as part of its massive New York Extension, the centerpiece of which was Pennsylvania Station in the heart of Manhattan.

Opened in 1910, it is still the world's largest railroad passenger car storage yard. At the height of its operation in the 1930s, there were 79 tracks, with a capacity for 1,100 cars. Hell Gate Bridge was a joint venture of the Pennsylvania Railroad and the New Haven Railroad to construct a direct rail route for trains between New York City and the New England states. The main span is 1,017 feet between the towers, and it rises more than 300 feet from the East River to the top of the towers.