Syracuse and Suburban Railroad
| Locale | Syracuse, New York |
|---|---|
| Dates of operation | 1895–1921 |
| Track gauge | 4 ft 8 1⁄2 in (1,435 mm) standard gauge |
| Headquarters | Syracuse, New York |
The Syracuse and Suburban Railroad, an interurban rail in Syracuse, New York, was chartered on June 29, 1895. The main line of this electric road, also known as the Syracuse and Suburban Electric Railroad and the Syracuse and Eastern Railroad, ran 15 miles (24 km), over the beds of city streets, extending from Syracuse to Fayetteville and Manlius where it ended at Edwards Falls, a local tourist attraction. The railroad also operated a line that ran from Orville, now known as DeWitt to Jamesville, for a total distance of 18.08 miles (29.10 km).[1]
History
The Syracuse and Suburban Railroad ran from Downtown Syracuse to Manlius via Fayetteville over the beds of city streets, Route 5 and Route 257. The railroad occupied the streets by franchise from the city of Syracuse and Villages of Fayetteville and Manlius. Additionally, routes 5 and 257 were occupied by agreement with the toll road companies.[2]
On June 15, 1898, the first 10 miles (16 km) of road were placed in operation, and the entire road was completed by late that year.[3]
Unlike other interurban trolley companies, the road used smaller, lighter trolleys that were closer in size to the city streetcars. The line ran on one side of East Genesee Street to Fayetteville, then southwest to the village of Manlius where the tracks continued through the village and passed St. John's Military Academy, which was later known as The Manlius School and Manlius Pebble Hill School. The next stop was Suburban Park, the trolley company owned amusement park that remained in business until 1973.[4]
At the end of June 1902, the railroad had carried 1,433,475 passengers that year and by 1905, that number had increased to 1,768,995.[1]
Financial
During 1898, cost of road was $636,619 and capital stock outstanding was $400,000.[3] By June 1905, total earnings were $86,473 and cost of road and equipment was $1,768,995 that year.[1]
In June 1917, operating revenues for the year amounted to $151,167 and operating expenses were $98,168. Net corporate income for the year was $5,930.[5]
Operations
In 1898, the Syracuse and Eastern Railroad had its own water power plant that harnessed the flows over Edwards Falls adjacent to the amusement park located near Manlius in the village of Edwards Falls for generating electricity to operate its road.[1] By 1978, the foundations of the power plant and car barn complex were still visible.[4]
Rolling stock in 1906 consisted of 15 motor cars, one snow plow, one other car and the equipment owned included General Electric dynamos and motors, Jackson & Sharp cars, 700 H. P. station plant, water power and a complete steam auxiliary plant of 650 H. P. engines and 500 E. W. General Electric generator.[1]
Vacation excursions
A more "scenic spur" was added later to the Syracuse and Eastern Railroad with a connection at DeWitt that ran to Jamesville with final destination a picnic ground at Fidler's Green.[4]
Penitentiary trolley
The company owned the country's only penitentiary trolley, "which picked up its unwilling passengers at a siding next to the county courthouse and delivered them to the front door of the county penitentiary in Jamesville.[4] The first car over the Jamesville extension was run on August 1, 1903.[6]
Amusement parks
By 1906, the company also owned amusement parks at Jamesville and Edwards Falls, a tourist attraction near Manlius[1] called Suburban Park remained in business until 1973.[4]
Company management
In 1898, company officers were president, Arthur Jenkins; vice-president, Thomas Hogan; secretary and treasurer, Giles H. Stillwell; and general manager, Charles E. Hubbell.[3] Directors of the company were A. Cady Palmer, Arthur Jenkins, Giles H. Stillwell, Daniel W. Gridley, Frank W. Gridley, John F. Gaynor, Edward Joy, Thomas Hogan, David K. McCarthy, John L. King and Charles E. Hubbell.[3]
During June 1906, directors of the company were E. F. Allen, G. H. Stillwell, H. W. Plumb, George C. Cotton, John L. King, Charles E. Hubbell and H. A. Schenchk, all of Syracuse, New York, Edward Powell and John G. Powell, both of Philadelphia and Calvin McCarthy and Albert Spencer of Jamesville, New York.[1]
Company officers were president, John L. King, vice-president and general manager / purchasing agent, Charles E. Hubbell, secretary and treasurer, Giles H. Stillwell, superintendent, Henry Thompson and master mechanic, C. J. Sullivan. The general office was located in Syracuse, New York and the Power Station and Repair Shops were located in Edwards Falls.[1]
By 1908, the company headquarters were located on East Fayette Street at the corner of Montgomery Street. Charles E. Hubbell was president and general manager. Chester H. King was vice-president and Giles H. Stilwell was treasurer.[7]
Rail expansion
In June 1920, the total value of the Syracuse and Suburban Railway franchise in Syracuse, as determined by the New York State Tax Commission, was $125,000, down from $145,250 in 1919.[8]
In March 1921, three commissioners were appointed to determine whether the railroad ought to be constructed and operated in Pine Street between East Genesee Street and East Fayette Street.[9]
Financial problems
On January 1, 1921, the rail, with lines between Syracuse and Fayetteville and Manlius, suspended operation at 1 am because of lack of operating revenue. C. Loomis Allen, general manager, declared that unless there were changed conditions the road would not resume and that readjustment of fares and wages of employees must be effected. That same day, a motor bus service was started pending formal grant of franchises for motor lines between the two villages and the city of Syracuse. The Chenango branch of the New York Central Railroad also stepped in to accommodate many passengers who had relied on the electric service.[10]
Road abandoned
The road was abandoned in 1931 and Route 5 was widened to cover most of the roadbed. Extensive construction and quarrying on the Jamesville branch had almost eliminated any traces of the former railroad.[4]
References
- 1 2 3 4 5 6 7 8 McGraw electric railway manual: the redbook of American streetcars. Volume 13. American Street Railway Investments, 1906 p. 253. Retrieved February 18, 2011.
- ↑ "Inventory of Abandoned Railroad Rights of Way". New York State Department of Transportation, 1974. Retrieved February 18, 2011.
- 1 2 3 4 American street railway investments. The Street Railway Publishing Company, 1899 p. 262. Retrieved February 18, 2011.
- 1 2 3 4 5 6 Lawless, Don (April 13, 1978). "Once Upon a Trolley". The Post-Standard. Syracuse, New York.
- ↑ Department Reports of the State of New York. J. B. Lyon Company, Albany, 1918, p.438. Retrieved February 18, 2011.
- ↑ Beauchamp, Rev. William Martin. "Past and present of Syracuse and Onondaga county, New York (Volume 1)". New York: S. J. Clarke Publishing Co., 1908. Retrieved January 14, 2012.
- ↑ Andrew Boyd. Boyd's Duplex Directory of Syracuse. Sampson & Murdock Co., Publishers, 1908, p.32.
- ↑ "Few Changes Noted in Values of Franchises". Syracuse Herald. Syracuse, New York. June 18, 1920.
- ↑ New York supplement, Volume 187. National Reporter System, 1921 p. 955. Retrieved February 19, 2011.
- ↑ "Syracuse Line Quits for Lack of Revenue". The New York Times. New York, New York. January 2, 1921. Retrieved February 19, 2011.