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in 1914 (organized May 28; property of NYA&L conveyed July 14). At this time the initial grade out of Ithaca was eased somewhat with the construction of an S-shaped approach from Percy Field, replacing the use of the steeper Cayuga
Heights loop of the Ithaca Street Railway; this is the abutment
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Throughout its life, the Short Line (as it was known to residents) faced stiff competition from the Lehigh Valley's Ithaca & Auburn Branch. The two-car maximum up the hill out of Ithaca effectively guaranteed to the LV the freight business of Ithaca, but the Short Line offered four trains a day
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to speed the Ithaca-Auburn run could not put off insolvency forever. However, because the City of Ithaca refused permission for the McKeen cars to run down Tioga Street, passengers from downtown Ithaca still had to transfer, now at a spur on the east side of Percy Field, just below the
Lakeview
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Service between Ithaca and South
Lansing was operated with streetcars leased from the Ithaca Street Railway. An interchange track with the Lehigh Valley was laid at Remington, near the base of the hill, but the steep grade and limited tractive capacity of the streetcars meant that business was
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Cemetery. The Rogues Harbor spur was closed on
October 19, 1920, and the last run on the main line was made on October 19, 1923. The railroad was formally abandoned in 1924, and rail was removed in 1925, except for the line from Ithaca to Remington, which was operated by the
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Much of the grade is still visible along the length of the route, though occasionally cleared for agriculture or new development in towns. In Ithaca, the roadbed is used for sewer access and maintenance, and has been proposed as the route of the
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between Ithaca and Auburn, against two for the Lehigh Valley. However, the Short Line lacked the financial resources of the Lehigh Valley, and struggled in the harsh upstate winters. It went into receivership in 1912 and was reorganized as the
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Promoted by Albert H. Flint, the New York, Auburn and
Lansing Railroad was chartered on March 16, 1900. It was to re-use the old "Murdock Line", a rail grade which had briefly seen service as part of the Auburn Branch of the
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just within the city limits of Auburn. Construction began in 1906 from the Auburn end, and reached South
Lansing on March 1, 1908. The line into Ithaca was opened on December 12, 1908.
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The road was conceived of as a third-rail-powered interurban, but as the expense proved prohibitive, the line was only electrified between Ithaca and
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grade (which had built from the end of the
Midland's Auburn Branch at Scipio to Genoa Jct., just west of Auburn) and reached a connection with the
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minimal. Service from South
Lansing to Auburn was steam-operated. In 1909, a 0.5-mile branch was built by Col. J.V. McIntyre, owner of the
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through to Auburn, so that passengers no longer needed to change from electric to steam in South
Lansing. The purchase of two
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over East Shore Drive that is still in place. This gentler grade allowed the use of gas-powered
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A map showing the New York, Auburn and
Lansing Railroad and connections in 1907.
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and Mapleton. On the outskirts of Auburn, it swung east from the former
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basin through Renwick and Twin Glens, parallel to and below the current
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Bond of the New York, Auburn and Lansing Railroad from the 1st June 1905
205:(3rd ed.). Ithaca, NY: The History Center in Tompkins County.
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Picture of abutment at NY34/East Shore Drive, Ithaca
201:Lee, Hardy Campbell; Rossiter, Winton (2008).
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254:Transportation in Tompkins County, New York
203:A History of Railroads in Tompkins County
249:Interurban railways in New York (state)
223:New York, Auburn and Lansing Railroad
37:New York, Auburn and Lansing Railroad
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70:New York and Oswego Midland Railroad
182:A Short Line abutment at Twin Glens
117:Ithaca, Auburn and Western Railroad
244:Defunct New York (state) railroads
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154:Central New York Southern Railroad
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18:Central New York Southern Railroad
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101:New York State Route 13
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82:Ithaca Street Railway
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225:at Wikimedia Commons
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109:Venice
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