Introduction
The rapid expansion of railroads between the late 19th and early 20th centuries changed America’s economy and industry forever. New York city did experience its fair share of commotion that culminated in the expansion of railroads to other areas of the nation. Two big companies that were competing for neck-to-neck were the Pennsylvania Railroad that was managed by Alexander J. Cassette, a gentleman who was better regard are the rail industry’s most brilliant person.
The other gentleman was Mr. Vanderbilt of Vanderbilt rail. Stiff competition between these two companies and a few other players resulted in the remarkable185, 000 miles of railroad in the United States, a number that equaled railroads of all other countries combined. Such successes resulted in them being called robber barons (Folsom 19). Mr. Cassette had been the ultimate leader in the rail industry around New England. Vanderbilt on the other hand controlled the island of New York. Only the Brooklyn Bridge and Vanderbilt’s Tunnel that connected Manhattan to the mainland.
New-York’s expancion
Other railroad companies-built waterfront terminals along with NJ and NY, then operated ferries to carry passengers across waters. This pissed Cassette because he operated, Pennsylvania, America’s best-managed Rail company yet he had no way of crossing his trains to the city. He, therefore, had to find a solution to make a way for his railroad to cross the one-mile glacially created Hudson River. He was annoyed that his companies could only ferry passengers to fringes of New York City, whereas his archrival, Vanderbilt, ferried clients to the heart of the city, which was facilitated by its tunnel and rail network in the city.
Vanderbilt was regularly buying other companies, which ended up creating one of the largest rail companies in the country. He further purchased estate close to the current 42nd street and constructed America’s largest train terminal He had immense government support, because of the increasing train accidents in the city. He further bought depots that consisted of workshops, blacksmiths, and other assets that made his operations less costly and efficient than competitors.
As the New York population expanded, Vanderbilt was eager to provide the crowded New Yorkers with more ways of getting around. This culminated in the construction of the Depot, Grand Central’s predecessor, which became the first American station to rival those in Europe. The Depot had 7 tracks, 12 platforms, and 85 trains daily. The depot was however filled with smoke from engines. Vanderbilt’s employees facilitated ways for engines to disengage from cars and accelerate, but leave wagons on platforms. This worked wonders. Given the vast area that Vanderbilt trains served, the depot became the departure and arrival port of choice for passengers traveling to far-flung areas.
Vanderbilt’s death so the entry of his son William into company management. He worked closely with financier J. P. Morgan. The rivalry between Vanderbilt and Pennsylvania intensified as the former started acquiring several companies to counter the competition (NYT Editor p2). Both companies were utilizing colossal amounts of money, which could have easily led to their downfall and bring with them the American economy. On observing this, Morgan invited leaders from both companies for a talk regarding the imminent dangers on their companies and the American economy. An agreement favorable to both parties was reached and the looming crisis averted. This successfully entrenched J. P. Morgan deeper into the rail industry; he became a power to reckon with (Vaughn).
The Vanderbilt’s New York deport kept growing with leaps and bounds. This exerted pressure on the Depot, which necessitated its expansion. It is during this time that three floors were added and a French renaissance tone was added to the architecture. In 1899 the station renovation was started; more tracks and sheds were added. Station activities were not affected by the reconstruction. After the completion in 1902, the company still struggled with the smoke and steam that filled tunnels and had to find a solution. An accident that happened later in the year due to smoke in tunnels forced the company, albeit under public pressure, to get a new solution.
This led to the electrically powered engines. The electrification led to the underground construction of train tracks. The sale of the valued real estate above underground tracks funded electrification of the system. The electrification led to the construction of current shops that have increased passenger comfort in the facility.
Entering New York City
From Port Authority Bus Terminal
Tourists arriving in New York through this terminal and intend to go to downtown Manhattan have a first choice of taking cub. But for scenic reasons and experiencing the city life, tourists can hop onto the downtown bound blue (ACE) train that runs along the eighth avenue. Canal Street is the last stop of E train; the last sop used to be the World Trade Center. The last stop for both A and C trains is on Broadway-Nassau station. Alternatively, the individuals can walk down the 42nd street to the Times Squire, where they can use red (1, 2, 3) and yellow (N, R, Q, W) downtown bound trains. There are also buses plying these routes but trains are the most efficient way to get around and experience New York.
From Grand Central Station
Tourists going to downtown Manhattan from grand central are more convenient using the green (4, 5, 6) downtown-bound trains. The last stop for the number six train is at Spring Street while numbers 4 and 5 trains last to at Manhattan is at Bowling Green station.
From LaGuardia International Airport
Passengers arriving from either LaGuardia or JFK Airports can use various taxi and shuttle companies that ply the route to Manhattan. Most of the charged fare over $40. Budget travelers can however use a Port Authority Express Shuttles that serve the Manhattan-JFK-LaGuardia route, with descent $15 fares. The busses arrive on 42 Street, next to Grand Central Station. Passengers can therefore cross the street into Grand central and use downtown bound green trains as explained above.
References
Burton, Folsom. The Myth of Robber Barons. Washington: Young America’s Foundation, 1991.
The Editor. “A Railway War Begun; Mr. Vanderbilt’s Entry Into Pennsylvania. First.
Move Of The Pennsylvania Central–An Unlooked For Blow–Lively Times Expected In Pennsylvania.” The New York Times. 1883, p. 2.
Whisker, Vaughn. Tales of the Allegheny Foothills. 2008 Everettarea.org. Web.