Thank you wanswheel. Good research!
FlyingCrow OH...shucks...the UD18's for the N de M then. I was thinking of more of a production line model, which, coincidentally, is the photo of the day on the Classic Trains front page.
OH...shucks...the UD18's for the N de M then. I was thinking of more of a production line model, which, coincidentally, is the photo of the day on the Classic Trains front page.
Close but no cigar. It was beyond North America and was a standard model.
It seems a U9C was the first delivered.
Visión: Revista Internacional (1956)
La Compañía de los Ferrocarriles del Estado de Chile ordena 11 locomotoras más de las diesel-eléctricas de General Electric.... Las once diesel-eléctricas de 900 h.p. pedidas son del Modelo U9C de la nueva linea stándard universal.
Railroad Magazine (1957)
The first completely standardized export locomotive destined for service on a foreign railroad is enroute to Chile from General Electric's locomotive plant at Erie, Pa. She is one of a new universal-type diesel-electric designed to operate all over the world.
Diesel and Gas Turbine Progress (1958)
The first completely standardized export locomotive destined for service on a foreign railroad was shipped recently from General Electric's locomotive plant here enroute to Chile. It is one of a new universal-type diesel-electric locomotive designed to operate on railroads throughout the world. The Chilean State Railways will use a 990 hp unit for narrow-gage mainline passenger and freight service. The first unit, painted the colors of maroon and gray, was shipped by rail to the Port of New York, then by ship through the Panama Canal to Chile. It is the first of eleven Model U9C 990 hp.diesel electrics being built for the Chilean government as part of a $3 million order placed last year.
Tren Diesel Chile info: Numeración Dt-9001 / 11
http://www.trainweb.org/tdc/html/tec/dt9000.html
Mike
The Chilean U9C's were built and delivered in 1957. There are some earlier Universal line locomotives, the country involved is near Asia.
The earlest of these road-switchers delivered to Israel Railways?
daveklepper The earlest of these road-switchers delivered to Israel Railways?
Israel never got any GE's. The country in question is an island country.
The unit sent to Manilla in the Phillipines? Had a modified cab and numbered 2002.
We have a winner. Manila Rys has the first Universal line locomotives: U12C 2001-2020 and 1001-1010, b/n 32434-32463.
K4sPRR, you get the next question.
The NYC test with the jet powered RDC car M-497 provided technical data on the effects of high speeds on the then current track structure and train components. This one time trial had a direct result in the development of another piece of railroading still in use today, what is it? Also, the original research on this required the modification of another rail piece, what was it?
(Scale of 1 to 10 as to the question, about a 5.)
These were surplus GE JP47-19 jets once fitted on the wing ends of the Consolidated B-36D Peacemaker intercontinental strategic bomber. NYC Labs bought these and installed them, with directional nozzles, on flatcars to blow snow from switches.
Whoops...too much thrust and initially these blew the covers off the switch machines. With a little adjustment they eventually proved to be very useful.
You are correct about the snow blower, great. The prototype project did not use a flat car, still need the answer to that part.
BTW, when Don Wetzel who developed both the M497 and the jet powered snow blower told me when testing the snow blower in Buffalo the angle of the engine blew ballast out from under the rails and ties sending ballast through a window at a nearby tavern. Like you mentioned, a little adjustment required.
Quote from The Flight of the M-497 by Hank Morris with Don Wetzel:
Don says, "I'm quite proud of the fact that I invented, patented, and marketed the pulsing locomotive 'ditch lights' used by CSX, Norfolk Southern, and many other U.S. railroads."
http://www.midwesthsr.org/sites/default/files/pdf/M-497.pdf
Jet Powered Railroad Car Tested by NYC, Sets New U.S. Rail Speed Record
NYC Headlight magazine, September 1966, courtesy of Canada Southern
http://www.canadasouthern.com/caso/sitemap.htm
A New York Central jet-powered test car, M-497, established a new U.S. rail speed record of 183.85 miles per hour during research operations on July 23.
Alfred E. Perlman, NYC President, said, "The test car is a rolling laboratory, equipped to provide data never before obtained." Mr. Perlman stressed that while he is"gratified" the unit set a new speed record, the information accumulated during the test period is more important and will assist the railroad determining future policy with regard rail passenger services. "This is part Central's overall forward planning projecting the future of its passenger business," Mr. Perlman said. "It includesa marketing study, utilizing the latest technological and marketing tools to determine possible costs and revenuesin order to set our future course."
Tests with the world's first jet-powered rail car were conducted between Butler, Ind., and Stryker, O. New York Central's famed "999" was the first locomotive to travel at speeds over 100 miles an hour. On May 10, 1893, the "999" set the record of 112.5 miles per hour on a run between Batavia, N. Y., and Buffalo.
Mr. Perlman emphasized that the test operations "were not an attempt to set speed records, but rather a scientific experiment to determine complete data on the capabilities of standard equipment run at ultra high speed with safety and comfort over track and roadbed maintained at normal standards." He noted that the test car "is not a planned prototype of future high-speed rail equipment."
The speed runs were made on track which has been pounded by heavy freight trains for more than 26 years. The test track, Mr. Perlman indicated, is equipped with standard 39-foot sections of rail, not welded rail, and the roadbed has received only normal maintenance. "Except for the addition of the jet power, necessary to attain the the ultra high speeds required for the tests, we used ordinary tools under ordinary conditions to make a realistic study," he stated.
"The technology for developing highspeed intercity rail transportation is, and has been, available to us for some time," he said. "The future of rail passenger services now hinges on the economic and marketing aspects of the business."
Mr. Perlman pointed out that "for some months, Central has been applying its marketing program, so successful in its freight service, to its passenger operations. Our study will enable us to determine how we can best serve the needs of the traveling public for fast, reliable and less-costly intercity transportation, and, at the same time, combat the rising trend of our passenger deficit which is threatening the continuation of all rail passenger services."
The test vehicle, a 13-year-old Budd passenger car, was equipped with two General Electric turbo-jet aircraft engines, mounted on the forward end, and the car was fitted with a streamlined front at NYC's locomotive shop at Collinwood (near Cleveland). Otherwise, the test car is a standard self-propelled coach, which had been in regular commuter and interurban service.
The out-of-pocket costs of the tests, including purchase and installation of the two military surplus jet engines, were under $35,000. This amount was provided by Central without any governmental or other grant.
As a rolling laboratory, the car was equipped with more than 50 instruments for measuring and recording speed, bearing temperatures and ride characteristics.
A minute radio transmitter fastened to the front axle sent information of wheel and axle stresses to recording equipment in the car. Acceleration and motion of the axles, trucks, and the car were measured at many locations and recorded on direct-writing oscillographs.
Certain data were also recorded on magnetic tape for future analysis by computers.
Remote controlled cameras photographed wheels and running gear. Temperatures of critical bearings and other equipment were measured continuously. A digital record of track irregularities was also obtained.
Four separate speed measuring systems were provided: one mechanical, one air speed, and two electronic. An automatic plotter provided a continuous trace of speed and distance traveled.
All crew members communicated with each other by means of intercom equipment in their helmets. In addition, two radio channels were used: one providing communications with an ariplane flying ahead of the car, and one with the operations base at Bryan, Ohio.
Instrumentation was also provided in the track at the high speed section of the course. Electronic equipment measured speed, rail forces and displacements, vibration and air pressure.
Work in preparing and equipping the test car was done under the direction of technicians from Central's technical research laboratory, the Cleveland Technical Center, Inc. The same team of technicians conducted the test runs.
FlyingCrow These were surplus GE JP47-19 jets once fitted on the wing ends of the Consolidated B-36D Peacemaker intercontinental strategic bomber. NYC Labs bought these and installed them, with directional nozzles, on flatcars to blow snow from switches. Whoops...too much thrust and initially these blew the covers off the switch machines. With a little adjustment they eventually proved to be very useful.
Flying Crow, I am going to give you credit for the correct answer as no one is taking a stab at the second part of the question. The experimental snow blower was mounted on the frame of an old NYC caboose, the short end and cupola kept intact. A tanker car with an added fuel line was used to supply jet fuel to the jet snow blower engine. A photo of this can be seen in Don Wetzels book, Flight of the M-497. The NYC did use the same arraingement in manufacuring a second snow blower.
Would have been neat to see them testing this creature!!
So, congratulations...the next question is yours.
I do thank you, K4, BUT I won on the other thread as well, so I'll check to the next quizmaster who wants to jump in here and I'll post on the other.
I will be happy to jump in, since I have a question ready.
The tracks on Beacon Street, Boston and Brookline (part of Boston) from St. Mary's Street tunnel portal to Harvard Street, Brookline Village, are the oldest streetcar or light rail tracks in the USA, part of Srpague's third installation, as noted previously. The B&O Baltimore Mt. Royal Tunnel electrification was the first railroad electrification and involved intercity passenger and freigiht trains pulled through the tunnel from Mt. Royal to Camden stations, and return, usually with the steam locomotive attached. Diesilization meant the end of that electrification. What is the USA railroad line, formerly operated by steam locomotives, not horsecars or cable, first electrified that is still in service as an electrified line? Hint: the electrification was changed, and for very good reason, but not because the initial electrification had any technical faults or problems.
PRR Penn Station NY to Manhatten Transfer, NJ.is the first that comes to mind.
RIDEWITHMEHENRY is the name for our almost monthly day of riding trains and transit in either the NYCity or Philadelphia areas including all commuter lines, Amtrak, subways, light rail and trolleys, bus and ferries when warranted. No fees, just let us know you want to join the ride and pay your fares. Ask to be on our email list or find us on FB as RIDEWITHMEHENRY (all caps) to get descriptions of each outing.
The Newark - Jersey City line of the Hudson & Manhattan which had been used by steam trains of the PRR.
Mark
KCSfan The Newark - Jersey City line of the Hudson & Manhattan which had been used by steam trains of the PRR. Mark
I wouldn't think this is right because PATH still operates on 600VDC as from the beginning where the PRR from Penn Sta. NY converted to the 24,000V catenary in 1930 from the 600VDC. Or we both could be wrong, too!
The initial electrification predates any of the above by a few years, and the major change to the electrification came after . There has been a second change to the electrification. The equipment used in the first electrification could not be used at all after the second. However, a portion of the equipment used in the second electrification continued to be used after the second change.
Under the first electrification, freight service was still provided by steam power. Most years under the second electrification, remaining freight service saw electric locomotives, possibly supplimented at times first by steam and then by diesel. I doubt if there is any frieght service today, but if there is, it is certianly diesel and done by a major frieght railroad.
There may be a further change but not in the basic electrical setup.
Even if they were electrically compatible, another problem would have prevented today's equpment from running in revenue passenger service during the period of the first electrication and some of the time into the second.
Equipment of a type that served Washington DC regularly, visited this line once only for a round trip.
The equipment used on this one trip may actually at one time have served Washington and at the time of the round trip identacle equpment was serving Washington.
Old Dominion?
MBTA Greenbush Line?
http://www.mbta.com/schedules_and_maps/rail/lines/?route=GREENBSH
Excerpt from The Electrical World (1896)
The second step toward the operation of its main lines by electricity was made June 26 by the New York, New Haven & Hartford Railroad Company in the extension of the electrical equipment of the Nantasket Beach line as far as East Weymouth, 3 ½ miles along the main line of the South Shore branch of the Plymouth division, of which J. C. Sanborn is superintendent.
In determining upon this extension the overhead trolley system in use on the Nantasket Beach branch was abandoned and the third rail method of contact adopted as the most readily adaptable to ordinary railroad requirements. This is the first time in the history of railroads that the main line of a surface steam railroad has been operated by electricity taken from a conductor laid upon the ground, as the Nantasket branch inaugurated just twelve months ago was the first steam road in the world to which electricity was solely employed as the motive power.
While the third rail system for electric roads is not new, it being in use on the West Side and Lake Street Elevated Railways in Chicago, the rail being set outside the track, this is the first instance of a third rail being laid upon the permanent way of a trunk steam road, between the rails of the service track. All the preliminary work was carried out at the Schenectady Works of the General Electric Company.
The current for the third rail section is brought from power house No. 1 on the Nantasket line, over two insulated feeders of copper cable laid along the tops of the poles which carry the overhead wires of the Nantasket line. At the Nantasket Junction station the feeders are dropped to the ground, and each is connected to its own third rail.
The third rail is of peculiar shape, the end view resembling a flattened A. It is laid midway between the two service rails of each track. Each section of third rail is thirty feet long, and weighs ninety-three pounds to the yard. It is supported by three ash blocks to each section, the blocks being let into the ties. Before use these blocks are boiled in vacuum pans with a tar compound and thus each pore is filled with insulating and preservative material. The insulation is almost perfect. The continuity of the third rail circuit is secured by attaching each end of one rail to that of the next by means of two heavy copper bonds. The line between Nantasket Junction and East Weymouth is absolutely distinct electrically from that between the first named stations and Pemberton. It is fed by its own feeders and is provided with its own automatic safety appliances which, in case of carelessness or accident to the third rail section enter into action and cut all electricity off from it, rendering it nothing more than a peculiarly laid stretch of track.
The current is taken from the third rail by two sliding shoes hung loosely from the car, one suspended between the axles of each truck immediately under the king pin by two links which allow it to slide easily over the top of the third rail and make perfect contact with it all the time. The current is brought to the motors through the controllers and circuit breakers and returns to the track rails by the wheels. The continuity of the return circuit is secured by using a short thick bond of copper cable to join together the ends of each pair of track rails, the ends of the bond being fastened into the flange of the rail. The distance between each of the two shoes is thirty-three feet. No third rail is laid at the crossings, the circuit continuing between the broken ends by means of lead covered cables. At those crossings which are less than thirty feet wide, one of the shoes is always in contact. At wider ones the impetus of the moving car brings the shoes into contact again before the car comes to rest.
The baggage cars in use last year, each of which was equipped with four motors, have been abandoned, and the large sixteen-bench open cars are alone employed as motor cars or locomotives. Sixteen of these cars will be put into service, each equipped with two G. E. 2000 motors, two series parallel controllers, two automatic circuit breakers, and an air pump and motor for the compressed air,whistle and brakes. The air pump combination is automatic in its action. As soon as the pressure in the main air tank falls below ninety pounds to the square inch a small knife switch is closed by a spring, and the motor starts. The switch is forced open by the air pressure as soon as that in the tank reaches the normal.
A party consisting of President Clark, Vice-President Kendrick and nearly all the prominent officials and superintendents of the New York, New Haven & Hartford Railroad, together with Mayor Frank E. Clark, of Bridgeport, Conn., W. J. Clark, general manager of the railway department of the General Electric Company, and a number of officials of that company, boarded the large motor car at Pemberton, June 26, and ran with the trolley as far as Nantasket Junction. The track on which the third rail was laid was clear, and the motor ran easily from the trolley system to the third rail system of contact without stop, the trolley being merely pulled down and hooked. This was the first motor car run by electricity over the third rail and the success of its operation fully justified the belief of Colonel Heft and the General Electric officials in the feasibility of the system.
The car sped along without any difficulty or accident whatsoever; crossings were passed and the shoe struck the third rail again imperceptibly. Near West Hingham is a crossing some 1200 ft. wide; added impetus was given to the motor car and this crossing was passed without difficulty. On the tangent on the West Hingham side of East Weymouth, the motorman threw over the handle of the controller and it was estimated that a speed of seventy to eighty miles an hours was attained. On arrival at East Weymouth, the car was switched over and the return trip was made from East Weymouth to Pemberton in about eleven minutes, the distance being about 10½ miles.
President Clark, of the New York, New Haven & Hartford Railroad, and the other officials expressed full satisfaction with the success that attended the first trip made by a steam railroad car over a steam railroad track by means of electricity, although when Colonel Heft closed the switch which threw the electricity for the first time into the third rail, considerable doubt existed in the minds, not only of the president, but in those of the other officials as well.
Should the operation of this road prove successful, it is probable that the third rail system will be extended as far as Braintree, a station ten miles out of Boston, and if the success of the new method, under the ordinary condition of constant travel, fulfills all expectations, suburban service throughout the country will probably undergo a change.
It is a line that is seeing frequent passenger service today and always has, even before the initial electrification. The equipment that operates on the line is fairly modern and will be replaced by even more modern equpment after the a current order of new cars is completed. Interestingly, for various reasons, the new cars could also have operated on the electrification before the most recent change, which was the second change and much smaller that the first change. They could not have operated on the previous eletrification in regular passenger service at the time of the completion of the first change, but not because of any electrical problem. They could have operated into the primary ultimate destination of most of the passengers on the line, however, and the new equipment already on line does regular. It could also run into Washington, DC, but there are no current plans for it to do so.
The line has a relationship to the Nataskat Beach operation and was part of the same overall program. But it is an electrified line with frequent passenger service today.
It was initially operated as part of a large network. At its peak this network could get you from NY to Boston or reverse, under electric power, but few people used it, even though at least one special move ran through. Today it is part of a different network that can also get you between Boston and NY under electric power, and of course many many people use the network for just that. But neither with the old network nor the new would you have ridden the line going between those two cities, unless you wanted or will want a side-trip. A side-trip to the station that was always a stub-end terminal even in its steam days.
This should be a give-away now.
One more set of hints. The first electrification used single cars, and they probably could have easily been equpped to run on the Nantaskat Beach electrificaton, and perhaps for winter operation some might have been there just before this initial electrification. Passenger service without locomotive hauling trail cars has always existed on this line once steam was replaced in passenger service. Steam passenger service probably consisted of open-platform coaches with steam locomotives designed to operate in both directions, or they may have been a turntable at the stub-end terminal, I just don't know about that. Locomotive-hauled trains did run during rush hours (two in each direction in the direction of rush-hour travel) during WWII providing through service to and from the major destination, but service has been provided only by mu cars for a long period. Now here is the real give away: Steel mu open-platform cars definitely did operate on this line. The equipment now is quite modern, but even more modern equipment is coming.
New Canaan Branch?
http://www.rrpicturearchives.net/showPicture.aspx?id=2205025
http://www.rrpicturearchives.net/showPicture.aspx?id=1167662
Excerpt from the Street Railway Journal, September, 1898
Recent Electric Construction of the New York, New Haven & Hartford Railroad Company.
By N. H. Heft
About a year ago I described in the columns of the Street Railway Journal the electric railway installation made by the New York, New Haven & Hartford Railroad Company between Hartford and New Britain, and at Nantasket Beach. At that time the third rail method of conducting the current to the car had been in use by us only a short time, and its practical value was to a certain extent undefined. During the last year, however, we have had no reason to alter our opinion as to the merits of electric traction by the third rail, and to its economy over steam traction under certain conditions, and, although certain changes have been made in minor details in the system employed, it remains practically the same as a year ago. The changes made have been principally in the rolling-stock, as will be described later.
The additions to the electric railway equipment of the New York, New Haven & Hartford Railroad Company, which have been made since July 1, 1897, have been:
1. An extension of the Hartford and New Britain third rail system from New Britain to Bristol and extending through Cooks, Plainville and Forestville, a distance of 8.8 miles. The track equipped is part of the old New England Railroad, now the Highland Division of the New Haven system. The service between Bristol and Hartford is conducted by three regular trains, which run half hourly between New Britain and Hartford, and hourly between New Britain and Bristol. The construction between New Britain and Bristol is the third rail, the same as that between Hartford and New Britain, and passenger cars only are run. The electric cars are confined to one track, and the steam cars to the other track of what was formerly a double track steam line.
2. The electric equipment of the connecting spur, two and one-half miles in length, between New Britain and Berlin. No steam trains are used on this line except freight trains, and occasionally the electric motor cars haul freight cars. The third rail system is in use.
3. An extension of the Nantasket Beach system from East Weymouth to Braintree, a distance of 4.4 miles. This is a double track road, both tracks being equipped with the same third rail system employed on the Nantasket Beach line. The same rolling-stock is also used.
4. The Stamford to New Canaan branch, length eight miles. This is a single track road, formerly operated by steam power, and has its southern terminus at the main line station at Stamford. The grade for three miles is 91 feet to the mile. The former service was supplied by one train, which connected with all the main line trains stopping at Stamford, and this same service is now given by an electric train consisting of one motor car and usually a trail car. On Sunday afternoon, however, two trains are in service. The schedule on Sunday is hourly from 8 A. M. to 1 P. M.; then half-hourly to 8 P. M.; then hourly to 10:30 P. M. This line comprises the most important electric extension made by the New Haven system during the last year, and I will therefore discuss its novel features.
Okay, this is redundant but I get a kick out of imagining riding 80 MPH in an open bench motor car in 1895. Colonel Heft was Nathan Hopkins Heft (1848-1915), chief of New Haven's electrical department until 1903.
MADE EIGHTY MILES AN HOUR.
Electric Locomotive that might have gone Ninety or more but for a Hot Box -Successful tests made.
ELECTRIC TRACTION WITH A VENGEANCE.
Nantasket Beach, June 21,1895. - A hot, box on motor car 2502 was all that prevented the New York, New Haven & Hartford Railroad Company from establishing a new world's record for speed to-night.
The heating of the box was due to the fact that the new bearings would not withstand the friction caused by the terrific speed at which the car was run for a distance of probably less than three miles, and in the opinion of men qualified through years of experience in electricity in particular, and speed possibilities in general, was all that prevented a sprint at the rate of 90 miles an hour or better on the rails of the Nantasket trolley road.
As it was the speed attained was, in the opinions of those aboard, faster than they had ever ridden before, and easily 75 miles per hour. In fact, the only doubt was as to whether the speed shown was at the rate of eighty miles. At any rate, it was sufficient to cause men grown gray in railroading to marvel as they had never marvelled before.
The occasion was the trial trip of the electric locomotive, specially geared to run at a speed which should leave all former records in the shade, and the result of the night's work leaves not the slightest doubt that to the Consolidated's new motive power, even at the present stage of development, and in the present form of application, 100 miles an hour is as easy as the maximum speed at which a steam locomotive was ever known to go.
In the matter of speed, therefore, a problem has been settled as well as another, equally important; this is the ability of the new type of locomotives to haul trains, and in a practicable manner. Most of the other questions involved are considered unimportant beside these two.
The test of the flyer was made with the same lack of ostentation and in much the same semi-secret manner as the test of the two other locomotives on Thursday night. All knowledge of what was about to be attempted was again carefully withheld, save from the chosen few to whom it was all important. and the handful of others whose attendance was necessary.
None but officials and attfaches of the road were allowed on the car, the entire party comprising less than 20.
Owing to the emphatic success of the trials of the previous night, the party boarded the car with less of apprehension and much more of expectation than on the former occasion. During the afternoon all of the necessary grooming had beer, carefully looked after, and when boarding the odd-looking car the party felt that they were about to have the ride of their lives.
It was exactly 8:45 o'clock when Col. Heft turned on the current. With an easy motion at first, almost imperceptible, and then with a quick bound, as though an impatient hound were straining at the lash, the car started from the power station and in less than four lengths was going at a speed of 20 miles an hour.
With a look expressive of the confidence which the others felt equally with himself. Col. Heft turned the "controller" another notch, and still another, until, after having traversed less than a quarter of a mile, the car was ambling easily along at a gait of about 35 miles. A stop was made at Nantasket for a few minutes, and then everybody prepared to see the distance to Pemberton annihilated. And it was.
The troublesome curves in the first few rods were gone over slowly, but upon reaching the long tangent just below Nantasket, Col. Heft began to " let her out." There was none of the gradual increase of speed characteristic of the steam locomotive, but with a plunge almost as though hurled from a catapult the car began to fairly devour space.
Faster and faster it flew, everybody within holding on to the nearest object affording a means of support, and conjecturing whether the car could be stopped before plunging into the sea at the end of the route. .Less than a minute it lasted, but long enough for a peculiar sensation of exhilaration to take possession of every passenger.
Just as the more apprehensive ones began to wonder how long the car would remain on the rails going at such a terrific speed it was announced that there was a hot box, and Col. Heft, with a satisfied smile at what he had been able to show his passengers, shut off the current. Eighty miles an hour with five notches of the "controller" still to spare was the estimate of the speed at the time of shutting off the "juice."
Under the momentum thus gathered, and on a track on which there was not the slightest suspicion of a down grade, the car ran on for a couple of miles further, the most of the distance at an estimated speed of 60 miles an hour or better.
"How much faster could you have sent her?"' Col. Heft was asked.
"Had I given her two notches more we couldn't have remained on the rails," was his reply. He afterward said that 100 miles an hour would have been as easy as the 80 miles. There was not a single doubter, the concensus of opinion being that it was not so much a question of how fast the car could have gone, but how fast it was safe to go.
Director Broker and Judge Hall alternated as motormen on the return. At the power station the car was side-tracked, and one of the two which were run Thursday night was coupled to three of the standard passenger coaches of the Nantasket branch, and weighing 25 tons each.
This was the most anxious moment of either night, but the first turn of the lever dispelled all doubt. With as much ease as when running alone, the motor started off, and despite the additional load was not a whit slower in getting under full headway. The train was run about two miles below Nantasket, and then, returning, engine 769, one of the heaviest locomotives on the division, was coupled to the rear of the train.
The total load now aggregated 175 tons, equal to a train of seven cars, but the ease with which the start was effected, and speed attained and maintained, gave scarcely any opportunity to form a comparison between the tests. Suffice it to say that, to all appearances, the car on a level grade at least could have pulled a load three or more times as great with equal ease.
Vice-President Hall and the others having expressed themselves as more than satisfied, the cars were put away for the night and the party returned by special train to Boston.
The congratulations received by Col. Heft were even warmer than those of the night before, and the whole party somehow could not help but feel that the night's results were destined to mark an epoch in railroading.
From now until next fall statistics which will determine the future of electricity for steam railroads will be carefully gathered, the entire question as to any further extension of the new power by the Consolidated railroad hinging on the result of the season's experiment at Nantasket. - Boston Herald
This is a unique branch of the New Haven indeed which we've covered only once so far in our Ridewithmehenry trips. The only NH branch to remain electrified...the Danbury line was taken down a half century or so ago...it is single track with wicked grades. A fun ride. LIke the NJT's former DL&W Gladstone Branch it is like a step back to interurban times. (LIRR has several single track electric lines but they are third rail and don't evoke the same historical images.) This branch can be taken in as a side trip on any of the other trips to CT out of GCT...Danbury branch, Waterbury branch, or staight to New Haven...in a signle day's outing. Pulling up the hill into the two track terminal at the end is quite a sight and experience.
OK Wanswheel take it away. And who would like to write Classic Trains to correct their statement that the Northwestern Pacific had the first steam suburban electrication converted to electric? Should I or would someone else like the duty?
At the time of the initial electrification, the branch was connected by a service track to the Stamford streetcar system, owned by the New Haven, and the cars maintained at the streetcar barn. It was at one time possible to go by streetcar, changing many times of course,. from Boston to New York. Connecticut parlor 500, at Shore Line Trolley (Branford - East Haven) is reputed to have gone from 129th and 3rd in Manhattan to Boston for a special party. New New YOrk and Stamford connected New YOrk's Third ASvenue Railway at New Rochelle, actually Rye with its cars running into New Rochelle over Third Avenu tracks, to Stamford. Other links were the Consolodate or the Conneccticut Company, the Shore Line Electric, Providence and Danielson, Bay State Electric or Eastern Mass achussetts Stret Railway, and the Boston Elevated.
And now you can ride an Acela or Northeast Direct., but not from 129th and 3rd Avenue.
1866 - New Canaan RR incorporated by special law authorizing location and construction of a railroad from New Canaan to tide water.
1882 - Stamford & New Canaan RR incorporated by special law authorizing bondholders to take over on foreclosure.
1887 - Leased to NYNH&H.
1890 - Merged with NYNH&H.
Excerpt from Transportation Bulletin by Connecticut Valley Chapter, N.R.H.S.
The big event of the summer of 1898 was, of course, the opening of trolley service by the New York, New Haven & Hartford Railroad on the New Canaan Branch. The speculation so prevalent for many months proved quite prophetic. Replacing and bonding rails and erecting the necessary overhead was quickly completed and on August 6th the first run was made. The line boasted a 70-ft. red and white interurban type combine motor car weighing 48,000 lbs. and two similar trailers. The line was opened to the public on Sunday, August 7th and was an instant success.
The New Canaan Branch was physically connected to the Stamford Street Railroad just east of the westbound railroad depot, which enabled the movement of cars to and from the street railroad carbarn for storage and servicing.
Exactly when did the first New York Central electric train run from High Bridge to Grand Central Station?
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