"OUR" PLACE - SEE NEW THREAD!

[siberianmo]

Significant events in Canadian RR History during the month of February.


*February 25th, 1832: The Champlain & St. Lawrence Railroad becomes the first Canadian railroad charter. The route runs from Dorchester (St. Jean) to a point near Laprairie on the St. Lawrence.

*February 15th, 1881: By Royal Charter, the Canadian Pacific Railwaybecomes incorporated, pursuant to the Act. Included in the terms are the railways Port-Arthur-Selkirk-Winnipeg-Emerson and Port Moody-Savona. Additionally the CPR receives a subsidy of $25 million and 25 million acres of land.


*February 24th, 1888 The Grand Trunk Railway acquires the Northern & Northwestern Railway, 494 miles long.


*February 1898: The first railway in North America to illuminate its cars with acetylene gas in the Pontiac & Pacific Junction Railway.


* February 16th, 1931: The first break through in the tunneling under the Plains of Abraham to Quebec City’s Wolfe’s Cove Harbour Terminal.


* February 10th, 1950: The Canadian National Railway assumes control of the Temiscouata Railway, with trackage from Rivière du Loup to Edmundston and from Edmundston to Connors.


* February 9th, 1951: The Royal Commission on Transportation produces its report from the Turgeon Commission.


* February 16th, 1951: A self-propelled rail diesel car (RDC-1) begins testing with the Canadian National Railway between Ottawa and Montreal).


* February 1952: Lagauchetiere Street, Canadian National Railways tunnel station in Montreal is demolished for the laying of more trackage into Central Station.


* February 1st, 1953: A Budd RDC is placed into trial service on the Mont Laurier-Montreal run of the Canadian Pacific Railway.


* February 13th, 1954: With construction begun in 1950, the Quebec North Shore & Labrador Railway opens between Sept Isles, Quebec and Schefferville, Labrador.


* February 4th, 1958: The Kellog Commission provides its findings on the use of firemen on diesel locomotives.


* February 14th, 1989: Vancouver’s Skytrain opens the New Westminster to Columbia Expo Line.


* February 8th, 1986: Hinton, Alberta is the site of a head on collision between a VIA Rail passenger and Canandian National freight trains; claiming 23 lives.


* February 1st, 1989: Canadian National Railways drops the caboose from its freight trains.


* February 26th, 1999: Ontario Southland begins operations using the CP Port Burwell subdivision between Ingersoll and Tillsonburg, Ontario.


Information contained in this compilation was obtained from internet public domain sources and materials from my private RR library collection. The use of this information is strictly for pleasure without intent of monetary reward or profit of any kind.


Enjoy! [tup]

Tom[4:-)] [oX)]

Did you miss January’s “Significant events in Canadian RR History” on page 215[?] Click the URL:
http://www.trains.com/community/forum/topic.asp?page=215&TOPIC_ID=35270


Those who acknowledge the other guy, get acknowledged!

[siberianmo]

G'day!

Bar Chandler Rob here in the daylight![?][:O][%-)]

Your comment about the "joke" at the end of Doug's Post made me take a look! Wunnerful - makes perfect sense to me![swg] Good one, Doug!

Neil Diamond wrote an entire score f(1973) for Jonathan Livingstone Seagull - so, to be associated with such prominence should be considered a honor![swg]<grin>

I cannot recall the last time snow was anywhere near knee-deep in these parts - no matter how tall one happens to be. An upside down world, I tell ya it's a conspiracy![swg]

Prune Danish remains a "staple" from the ovens of The Mentor Village Bakery, where the motto is "We keep 'em loose as a goose with moves to groove!" Or something like that ...... [swg]

Good to see ya![tup]

Enough! Time for yet another surprise Post! Stay tuned ......

[trolleyboy]

Morning Tom a large OJ and one lite breakfast for me. You will note that I have stopped ordering the prune danish's from the bakery for the moment as the one orderer of said confection is not normally in on our breakfast serving times. Also Tex had gotten rather fond of them and well, Boris isn't the one cleaning up after him. [:O][:(!]


Doug Interesting stuff on cabs #5. I had never thought of the glass quality on locomotives until I read this installment. Come to think of it , when we look out the windows on our equuipment at the museum you can tell the different quality of the plate of glass. The operators windows ( as long as they are original glass ) appear to be of better quality, when you look out the side passenger windows on most of the cars you can see the graining in the glass ( faint vertical viens ) in the glass itself,not that noticable at a glance but if one had to satre through it all the time while watching for signals etc it would be a strain for sure. BTW nice little joke at the end, and oldy but goody. [swg] I probably would have picked the same one myself [:-^]

Tom I don't know I don't think I'm a seagull, though I do and have refered to some of my nieces and nephews as such at least when they were under the age of self control aka toilet trained. I think Tex fits the seagull bill around here,always watch out for the landmines [:O][xx(] I had a bit of snow here yesterday amybe half an inch, of coatrse not 45 minutes up the road in Kitchener they got royally dumped on. A friend emailed me a picture of his backyard knee-deep drifts, he's 6'1" truly proves the banana belt I live in weatherwise.

Al Nice streamliner as per always.I alway's liked the Chiefs equipment the best got the best I suppose. Take care of that flu,and no we don;'t wnat it in here at the bar. If you would like I can have the girls Helga & Hilda whip up their beer and saurkraut mustard plasters to help releave the conjestion. That or some over the counter stuff might work.

Well gents I'm away for now back soon.

Rob

[siberianmo]

Hello Again!

Seems that I neglected to acknowledge Sir Rob!! Guess that happens when one Posts so #&^#% late at night![swg]

As always, appreciate your taking the time to visit with us, especially after working long hours.[tup] By the by, your Email was received - thanx for the insight![tup]

I've added your Classic Juice on the Hamilton Inclines to the 'stack' in the "Reading Room" (aka: Rat's Patoot Room!)[swg]

Glad you appreciated the "stuff" on the New Haven, a mighty fine road, fer sure, fer sure!

Complaining Canadian[?] Those terms don't fit! I married one and she NEVER complains. Must be different "strains" of Canadians, eh[?][swg] We sailors like to say that complainers are like Sea Gulls, all they do is eat, sqauak, and poop![swg]

Later!

Tom[4:-)] [oX)]

[siberianmo]

Good Morning!

Two early risers 'round here this Friday! With cloudy skies, but temps warming up into the 40s, looks like we're going to miss that storm system heading toward the northeast. Rats![tdn] We want snow - we want snow - we want snow!

G'day to ya, Sir Doug and I see my reading list has backed up quite a bit now with Cabs #5 added to the stack![swg] I'll get a roundtuit![swg]

You've got snow[?] Arghhhhhhhhhh! What in the world have we done wrong in this part of mid-Continent USA[?]

Hey Al we don't need that "bug" 'round here - so perhaps we need to place you and your Permanent Stool in the Quarantine Section - you know, in the back, in the corner, where it's dark! (an old "Flip Wilson" line . . . )[swg] Hope it doesn't lay you up for too long - lousy feeling fer sure, fer sure - hang in there![tup]

Your Streamlliner #59 is TOO SOON!! The Santa Fe is to be featured on Tuesday!! Check the SUMMARIES! Nevertheless, I'm sure the guys will enjoy it.[tup]

Thanx to both of you for your inclusiveness this AM and great to see ya at the bar![tup]


Which brings to mind something I should comment on regarding these "Theme Days." The idea is to focus on a particular railroad for the day. I will include one of my Railroads from Yesteryear to kick it off - then hope the guys pick up on it. That's it! Posting other lengthy "stuff that isn't on the "theme" is rather counterproductive and would be better held off 'til the next day. THANX![tup]

Later!

Tom[4:-)] [oX)]

[passengerfan]

Good Morning Tom and the rest of the early risers. Just Time for a coffee and a diet crumpet from the Mentor Village Bakery.

Fear i may have picked up the flu bug. But willl still have to see my appointments for the day. unfortunately also have nine appointments tomorrow as well.

Anyway back to the subject at hand the coverage everyone contributred to the NH yesterday must have filled in some of the blanks about that road. Did learn much I didn't know.

Enjoyed the Cab series by Barndad and the incline by Rob.

PASSENGERFAN AL'S STREAMLINER CORNER # 59

CHIEF AT&SF Trains 19-20 January 31 1938 Chicago – Los Angeles daily All –Pullman 2,224 miles 48 hours
by AL

Second only to the SUPER CHIEF the CHIEF became the first All-Pullman streamliner between Chicago and the west coast. Even though the train was steam powered the CHIEF was in every respect a gleaming stainless steel streamliner. New 4-6-4 Hudson locomotives powered the train from Chicago to La Junta. From there to Los Angeles the CHIEF consists were powered by new 4-8-4 Northern locomotives. The CHIEF streamlined consists were ten car trains and six sets were required for daily operation. The following consist is an example of a CHIEF consist. Pullman Standard built the sleeping cars while Budd built the feature cars.

On January 21, 1938 the Santa Fe CHIEF became a lightweight streamlined all Pullman daily Chicago – Los Angeles train. The CHIEF was assigned new modern 4-6-4 Hudson Locomotives and tenders between Chicago and La Junta, Colorado and from that point to Los Angeles new 4-8-4 Northern Locomotives & tenders were assigned as power. Only one of the new Hudson Locomotives was streamlined the 3460, it was painted in two shades of Blue with a stainless steel band separating the colors. This engine quickly earned the nickname “BLUE GOOSE” The CHIEF at that time was an all Pullman Extra Fare train and its equipment was nearly identical to that built for the second streamlined SUPER CHIEF. The new lightweight streamlined CHIEF operated on a 48-hour schedule in each direction and all six consists were ten cars in length with a passenger capacity of 151. Pullman Standard built all Sleeping cars, Budd of Philadelphia constructed feature cars of the new CHIEFS. The CHIEF would receive diesels following WW II with PA diesels the postwar ALCO 2,000 hp passenger diesels that earned the title honorary steam locomotive being those first assigned. These units were assigned in A-B-A sets of 6,000 hp. The CHIEF would receive BIG Dome Lounge cars in 1956 and add Coaches shortly thereafter. Unfortunately as passenger load counts slowed the CHIEF was discontinued in 1968, as there were more trains than necessary for the shrinking passenger train business between Chicago and Los Angeles. But the Santa Fe CHIEF will always be remembered as one of the finest.
The following is a sample consist as found between Chicago and Los Angeles in 1938.

CONSIST

3460 Streamlined 4-6-4 Hudson & Tender (Chicago – La Junta)

3765 4-8-4 Northern Steam Locomotive & Tender (La –Junta – Los Angeles)

1380 SAN MIGUEL Baggage Barber Shop 9-Crew Dormitory 14-Seat Lounge Car

DINNEBITO 14-Section Sleeping Car

CHACO 17-Roomette Sleeping Car

HOTEVILLA 4-Compartment 2-Drawing Room 4-Double Bedroom Sleeping Car

1371 NAMBE 12-Crew Dormitory Barber Shop Bar 24-Seat Club Lounge Car

1475 36-Seat Dining Car

HUALPAI 4-Compartment 2-Drawing Room 4-Double Bedroom Sleeping Car

SALAHKAI 8-Section 2-Compartment 2-Double Bedroom Sleeping Car

SEGATAO 8-Section 2-Compartment 2-Double Bedroom Sleeping Car

BETAHTAKIN 4-Drawing Room 1-Double Bedroom 17-Seat Lounge Observation

The following is a list of the cars built for the six CHIEF train sets in 1938.

Baggage Barber Shop 9-Crew Dormitory Buffet 14-Seatr Lounge Cars (Budd Built)
1380 SAN MIGUEL
1381 SAN MARCIAL
1382 SAN FERNANDO
1383 SAN SIMON
1384 SAN IGNACIO
1385 SAN PASCAL

14-Section Sleeping Car (P/S Built)
DINNEBITO – GANADO – HAKATAI – HAVASU – HOSKINNINI – HOTAUTA

17-Roomette Sleeping Cars (P/S Built)
CHACO – CHINLE – MAITO – OTOWI – PARIA – TONTO – TUBA

4-Compartment 2-Drawing Room 4-Double Bedroom Sleeping Cars (P/S Built)
HOTEVILLA – HUALPAI – JADITO – KAIBITO – KAYENTA - KIETSIEL – KLETHLA – MOENCOPI – MOHAVE – NANKOWEAP – NASLINI – POLACCA

12- Crew Dormitory Barber Shop Bar 24-Seat Lounge Cars (Budd Built)
1371 NAMBE
1372 PICURAS
1373 TESUQUE
1374 SANTA CLARA
1375 MOENCOPI
1376 ZUNI

36-Seat Dining Cars (Budd Built)
1475 – 1484

8-Section 2-Compartment 2-Double Bedroom Sleeping Cars (P/S Built)
SELAHKAI – SEGATOA – SHANTO – SINYALA – TOADLENA – TOHATCHI – TOLANI – TOLCHICO – TONALEA – TOREVA – TOROWEAP – TYENDE – WUPATKI – YAMPAI

4-Drawing Room 1-Double Bedroom 17- Seat Lounge Observation (P/S Built)
BETAHTAKIN – BILTABITO – CHAISTLA – CHUSKA – COCONINO – DENEHOTSO


The CHIEF was dieselized in 1945 when freight diesels were converted to passenger service and repainted in the passenger war bonnet scheme. Although already streamlined since 1937 except for 1947-1950 when cars borrowed from the CHIEF pool were needed for the SUPER CHIEFS to become daily trains. At that time the except for 1947-1950 when cars borrowed from the CHIEF pool were needed for the SUPER CHIEFS to become daily trains. At that time the CHIEFS operated with some heavyweight cars in there consists such as lounge and head end cars. The Santa Fe upgraded the CHIEFS just before Christmas 1950. The CHIEF train sets received the 1947 SUPER CHIEF sleeping cars and got back the lounge cars that had been borrowed from the CHIEF pool. Once again the CHIEF was streamlined and the new sleeping cars gave the CHIEF all – room status the same as the SUPER CHIEF. This gave the Santa Fe two daily all Pullman All-Room streamliners between Chicago and Los Angeles. The following is sample consist of December 1950.

EXAMPLE CONSIST

75L ALCO PA-2 2,000 HP Diesel Passenger Cab Unit

75A ALCO PB-2 2,000 HP Diesel Passenger Booster Unit

75B ALCO PA-2 2,000 HP Diesel Passenger Cab Unit

1386 SAN CLEMENTE Baggage 5-Crew Dormitory Buffet 30-Seat Lounge Car

BLUE BAY 10-Roomette 2-Compartment 3-Double Bedroom Sleeping Car

BLUE GEM 10-Roomette 2-Compartment 3-Double Bedroom Sleeping Car

REGAL CENTER 4-Compartment 2-Drawing Room 4-Double Bedroom Sleeping Car

1390 Barber Shop Bar 27-Seat Lounge 12-Crew Dormitory Car

1484 36-Seat Dining Car

REGAL CITY 4-Compartment 2-Drawing Room 4-Double Bedroom Sleeping Car

REGAL CREEK 4-Compartment 2-Drawing Room 4-Double Bedroom Sleeping Car

BLUE FLAG 10-Roomette 2-Compartment 3-Double Bedroom Sleeping Car

BETAHTAKIN 1-Double Bedroom 4-Drawing Room 17-Seat Lounge Observation

The CHIEF received the Big Dome Lounge cars from the EL CAPITAN in 1956 when the EL CAPITAN became a Hi-Level train.

The CHIEF was discontinued March 13, 1968 no longer able to fill its cars with enough passengers to pay its way.


TTFN AL

[Anonymous]

Good morning Tom and all! I'll have two lite breakfasts between rye, and a gallon of orange juice, please. The snow has given me a chance to get to work a little later this morning, and I'm taking it!

Nice incline piece Mr. Rob. I believe I failed to mention your efforts in last nights post too. Sorry about that. Durn this old brain of mine!

My cab series is wrapping-up. Here's part V, with one more part to go. Hope you enjoy it while you're working on your breakfasts. Have a great day!

Cabs – by George Hart, from the pages of Oct. 1943 Railroad Magazine

Southern Pacific novelty was Camelback 2282. She was built by Baldwin.


Designers may have thought they had the problem solved, then, but actually it was far from closed. Many engineers in the United States and Canada complained of eyestrain due to improper glazing. At a meeting of the American Association of Railway Surgeons on 1907, Dr. Frank G. Murphy, oculist of the Milwaukee Road, brought up that matter. He explained that there were three types of glass commonly used on North American railroads. Even the best of them was often defective. Peering intently through this imperfect pane for any length of time irritated the eyes. The quiver and jar of a speeding engine naturally aggravated every defect in the glass. The view seen through it was frequently distorted so badly that the engineers believed they saw two objects outside where there was actually only one.

Doctor Murphy concluded his treatise by recommending that only the highest quality plate glass be used thereafter in front cab windows, “Then,” he said, “only dirt, rain and snow – all of which can easily be brushed off – will prevent good vision at all times, and the movement of the engine will have no effectiveness in reducing the distinctness of objects seen through it.” Other wide awake railroad doctors took up the case, and before long plate glass was the accepted material in cab windows.

Even the best of glass still permitted visual aberrations, unless it was placed in the window at the right angle. For instance, until about 25 years ago, whenever the firebox door was opened on most engines the glow of the coal caused a reflection in the front window, making it impossible for the engineer to see anything but his own image in the glass. A North Western engineer named C.M. Goodrich worked out a plan whereby the front window was set in such a position as to greatly reduce the angle of incidence and refraction, thereby projecting the image of the cab interior against the side of the cab itself instead of directly back toward the engineman. This device was adopted in 1910 by Santa Fe and the C&NW, with other systems following suit.

Goodrich overcame another difficulty which bothered his fellow engineers on both day and night runs in the winter time. Frost which accumulated on windows often made glass practically impossible to see through. The C&NW hogger invented a small shutter which pivoted near the forward outside edge of the window frame. In this position, it acted as a scoop, directing a current of air through a series of perforations, past a deflector plate, and in a thin film across the interior face of the window. This kept the frost from forming. The shutter was so arranged that the engineer or fireman could easily move it to cover the perforations and cut off the flow of air across the window when the draft became uncomfortable inside the cab.

All of the glass used in cabs is not for windows and gages. Western Pacific engines 122 and 124 are so filled with mirrors that, according to Jack R. Bell, who occasionally fires those oil burners, “you can see the water columns behind you almost more plainly than the roadway in front.” Incidentally, Jack says the seats of these engines are flush with the windows, making it more comfortable to fire standing up than in a sitting position.

Seating facilities in engines used to consist of cushioned boxes in which the crew could also keep their lunch pails, changes of clothes and other belongings. Some of these seat boxes were so big a man could almost fit in them. However, many engineers and firemen found it tiresome perching on hard benches. There was some relaxation in standing, but even that didn’t help much when they were already weary. During the first World War a man in Montgomery Alabama, named J.A. Freeman, came to the relief of suffering enginemen by designing a seat with a back. His invention consisted of a simple upholstered seat with a back rest made out of a length of duck canvas. The top of the canvas was held up by a strap and spring attached to the ceiling of the cab. When not in use this canvas could be unhooked at the top and rolled up under the seat. Whether or not the contraption was ever applied to any engines other than experimentally we do not know, but something better in cab seats was not long in making an appearance.

Nowadays there are all kinds of cab seats, ranging from the boxes of early days to swiveling bucket type seats as comfortable as the best theatre chairs. Even the modern version of the old seat box now has inner springs, leather upholstering and soft back rests.
Other refinements now provided for the comfort of the engine crews include heaters which keep the cab warm in cold weather by means of coils attached to the boiler. Many engines have ventilating blowers to prevent smoke from accumulating in the cab while running through long tunnels. These ventilators come in mighty handy. Here’s a typical story of how things used to be before they were standard equipment:

James R. Ashworth, a fireman who worked on the Chattanooga Southern back in 1905, was so short he could practically hide in the long seat-boxes of the 600-class engines he stoked. One summer day. Jim was firing through a tunnel with an engineer named “Dusty” Miller at the throttle. The fireman knew how the fumes invaded the cab during that long underground ride so on this occasion he climbed into the seatbox and closed the lid, leaving his lags sticking out a bit. The head brakeman, a burly 200-pounder, was standing in the front corner of the cab holding a handkerchief over his face as protection against the smoke. The heat and fumes got too much for the big fellow and he collapsed on the fireman’s seat. The lid of the box almost smashed Jim’s legs. The little fireman hollered from the depths of the seat-box, “Help, Dusty; I’m dying!”

“Die, *** you, I can’t help you,” replied the engineer wearily. He was struggling hard enough to keep the train under control while almost gagging from the odor himself. Jim survived the ordeal. In fact, he is still alive, now wheeling streamliners over the Florida East Coast line.

To make up for the absence of storage space under the seats in many present day engines the builders turn out such accessories as lockers and clothes boxes for the convenience of locomotive crews. When the head brakeman hangs around in the cab which has all this added equipment conditions are apt to be rather crowded. As an example of how this problem can be solved, the B&O made an extension of the cab on some of its S-1 power, giving the brakeman a seat and window of his own.

Original City of San Francisco incorporated first use of automotive type hood.


[:I] A man wanted to get married. He was having trouble choosing among three likely candidates. He gives each woman a present of $5,000 and watches to see what they do with the money.
The first does a total make over. She goes to a fancy beauty salon gets her hair done, new make up and buys several new outfits and dresses up very nicely for the man. She tells him that she has done this to be more attractive for him because she loves him so much. The man was impressed.
The second goes shopping to buy the man gifts. She gets him a new set of golf clubs, some new gizmos for his computer, and some expensive clothes. As she presents these gifts, she tells him that she has spent all the money on him because she loves him so much. Again, the man is impressed.
The third invests the money in the stock market. She earns several ! times the $5,000. She gives him back his $5000 and reinvests the remainder in a joint account. She tells him that she wants to save for their future because she loves him so much. Obviously, the man was impressed.
The man thought for a long time about what each woman had done with the money he'd given her. Then, he married the one with the biggest boobs. [:I]

[siberianmo]

FRIDAY’s INFO & SUMMARY of POSTS

We open at 6 AM. (Don’t ask how we do that!)[swg]


The end of the week as arrived! Fini***he week with a freshly brewed cuppa Joe, some pastries from The Mentor Village Bakery, and if you’re really hungry, try our <traditional> and <light> breakfast selections from the menu board![tup]

QUESTION: What date of significance does this coming Sunday represent[?][?]


Daily Wisdom

You can’t think and hit at the same time.
(yogi-ism)


Info for the Day:

Railroads from Yesteryear may be found at:

Baltimore & Ohio (B&O)
#1: http://www.trains.com/community/forum/topic.asp?page=233&TOPIC_ID=35270
Chesapeake & Ohio (C&O)
#2: http://www.trains.com/community/forum/topic.asp?page=234&TOPIC_ID=35270
Pennsylvania (PRR)
#3: http://www.trains.com/community/forum/topic.asp?page=237&TOPIC_ID=35270
New York Central (NYC)
#4: http://www.trains.com/community/forum/topic.asp?page=240&TOPIC_ID=35270
New Haven (NYNH&H)
#5: http://www.trains.com/community/forum/topic.asp?page=242&TOPIC_ID=35270

Santa Fe arrives next Tuesday!

* Weekly Calendar:

Today: Pizza Nite! & Steak ‘n Fries Nite!
Saturday: Steak ‘n Trimmin’s Nite!


SUMMARY

Name …..…………… Date/Time …..…..………. (Page#) .. Remarks

(1) trolleyboy Rob Posted: 08 Feb 2006, 23:19:34 (241) Inclusive Post, etc.

(2) passengerfan Al Posted: 09 Feb 2006, 02:53:38 (241) Streamliner #58, Merchants Ltd – New Haven

(3) siberianmo Tom Posted: 09 Feb 2006, 05:22:00 (242) Thursday’s Info & Summary

(4) siberianmo Tom Posted: 09 Feb 2006, 07:47:20 (242) Acknowledgments, etc.

(5) siberianmo Tom Posted: 09 Feb 2006, 07:52:57 (242) RRs from Yesteryear #5 – New Haven

(6) siberianmo Tom Posted: 09 Feb 2006, 08:37:41 (242) NYNH&H Map

(7) coalminer3 CM3 Posted: 09 Feb 2006, 08:46:44 (242) AM visit & New Haven info

(8) siberianmo Tom Posted: 09 Feb 2006, 10:46:08 (242) reply to coalminer3, etc.

(9) siberianmo Tom Posted: 09 Feb 2006, 10:54:57 (242) ENCORE! BK New Haven

(10) LoveDomes Lars Posted: 09 Feb 2006, 14:28:11 (242) Theme for the Day, etc.

(11) siberianmo Tom Posted: 09 Feb 2006, 14:57:05 (242) reply to LoveDomes, etc.

(12) pwolfe Pete Posted: 09 Feb 2006, 16:06:43 (242) Inclusive Post, etc.

(13) passengerfan Al Posted: 09 Feb 2006, 16:50:47 (242) Streamlined cars of the New Haven

(14) siberianmo Tom Posted: 09 Feb 2006, 18:56:51 (242) Books of the New Haven

(15) barndad Doug Posted: 09 Feb 2006, 18:59:32 (242) Inclusive Post & Cabs, Part IV

(16) siberianmo Tom Posted: 09 Feb 2006, 19:25:50 (242) Acknowledgments, etc.

(17) trolleyboy Rob Posted: 09 Feb 2006, 22:32:09 (242) Inclusive Post, etc.

(18) trolleyboy Rob Posted: 09 Feb 2006, 23:22:20 [242] Classic Juice #20 – Hamilton Inclines


NOW SHOWING:

The Mentor Village Emporium Theatre
Double Features beginning Monday, January 30th!

. . . Sunday, February 5th thru 11th: The Titfield Thunderbolt (British 1953) starring: Stanley Holloway, Naunton Wayne, John Gregson & Sidney James – and – Breakheart Pass (1975) starring Charles Bronson, Ben Johnson & Richard Crenna.

Coming Attractions:

. . . Sunday, February 12th thru 18th: Bound for Glory (1976) starring: David Carradine, Ronny Cox & Melinda Dillon – and – Emperor of the North Pole (1973) starring: Lee Marvin, Ernest Borgnine & Keith Carradine.


That’s it! [tup][;)]

Tom [4:-)] [oX)]
Proprietor of “Our” Place, an adult eating & drinking establishment!

[trolleyboy]

I have been remiss in posting any new info of my own so here's a new one. a bit different as it covers one of the more unusual bits of railroading.Though not truly "juice" I will enter it as such.

CLASSIC JUICE # 20 THE HAMILTON INCLINES

The city of Hamilton as you may or may not know is seperated by the Niagara Escarpment, so you have an upper and lower city, before the road access's ther were two incline railways built to help people get up and down the escarpment, or the mountain as it's locally called.

HAMILTON & BARTON INCLINE RAILWAY

The older of the two incline's, was the one at the head of Jame's Street. Built on a 31% grade , the line had two tracks of eight foot gauge, on each ran a car 36 feet long, 14 feet wide and 13 feet high at the lower end,each weighing ten tons. The structure was 700 feet long and the cars climbed 195 feet. About two thirds of the line was on a steel trestle which was at one point about 50 feet high. The two cars were not connected together as is usual on such lines, but each had it's own 125hp steam engine at the upper terminus, and could be operated independantly of each other.

They were however,normally operated in balance. each had two cables and two 10 foot drums, one drum for hauling the other as a powerfull emergency brake. The upperc terminus had in addition to the steam engines and their controls& boilers also had quarters for the operator and his family with the caaretaker living in a similar dwelling at the lower terminus. Passengers payed a 2c fare and were kept in a narrow cabin on the right side of the car while the left side of the car carried horse teams and buggies for 4c !

The first test ttrip was made in 1892 on June 3rd.Public service started on june 11th but was closed down after two hours because of a shortage of steam caysed by boiler foaming, but was successfully restarted the following day.

Very little change was made to operations over it's coarse of operation.Fares wer increaed in 1919 to 50c and 1.25 but defficets continued. The company offered to sell the system to the city in 1931 for $50,000 the original cost of the construction. The propsal was refused and the line shut down on Dec 26 1931. It did reopen the following March 1st when the city aggreed to bear and operating cost of $1000 per year. It was abandoned again in may of 1932.

The assets of the company were taken over by the city for non-payment of taxes in 1934.several; attempts to restart the service by the city were attempted before it was finally dismantled in 1942. The houses remained until 1947 when it was discovere that a family of 16 was living in the lower house !


THE HAMILTON INCLINE RAILWAY

This was the newer and larger of the two inclines, located near the head of Wentworth St. it opened in 1900.It was of similar construction to the James Street incline, 800 feet long and on a 40 % grade. The track gauge was 12'1 and a half inches. The cars were of similar out-line and were planned to carry single truck streetcars up the mountain to the upper lines,this never occured.

The duration of the trip was one and a half minutes. Fares never changed, 2c round trip for mountain residents, 8/25c for "downtown" residients. A new company took over in 1906 and ran it till the end.

Passengers had to cross two busy railway lines between the lower terminus and waiting streetcars.The original plans had visulized the incline manuvering level crossings of the Grand Trunk and the TH&B lines but thankfully the engineering wasn't possible.

The cars on this incline wer in balance, the two haulage drums were connected together and revolved in the same direction. The cable from one car was taken over the top of one drum while the other cars cable went out the bottom of the other drum. Thus one car would be pulled up at the same rate as the other was being reeled in.

On november 3 1913, the entire structure was badley damaged by a rockslide on te mountain,and during the rebuilding the opportunity was taken to rebuild the trestle more securly to the escarpment. They also converted it to electric drive at this time. Operations resumed in april of 1914 and electrification came a few months later. The actual power was provided by batteries, cahrged at night by the old steam engines.

The companies greatest prosperity occured in 1929-30 when the Mountain developement was advanced, but before proper road access was extended.Thuis incline lasted a bit longer than the Jame's street one, shutting down in aug 1936.Consatnt efforts to restart the line were made espeacially during the war as there still was no convienient road up the mountain,and about 2500 people made the 521 step climb up the mountain each day. The restart efforts were unsuccessful as the city refused to assume the lines defficet which was estimated to be $5000 dollars ! Supprisingly the strusture was not removed until 1949.


Rob

[trolleyboy]

Evening Leon,glad to see that you are enjoying that new boot poli***up][8D] if only we could develope something that cleans up after Tex ( since Boris dosen't )[:(!]. anyhow sor Leon since my tab's been maxed today just one small order of the fish and chips and a Keith's please.

Tom innserection[?] Hardley i'm candian, we don't inserect we just complain about them and clean up the aftermath[swg][;)][:D]

Excellent info on the New Haven Sir. Having read through the article, I hadn't realized that some many of the smaller New england routes were owned or leased by the New Haven. Great to see the map and the blast from BK as well. Good series all around [tup]

CM3 Great info adding onto Tom's efforts. I agree with tom you need to get published sir. Having looked at the map that Tom posted,one wonders how much of that infastructure is still there. I'm assuming that NJ transit and NYC city have kept most of the commuter stuff too and from NYC intact.

Al Hey two streamliners for the price of one [bow] Were you able to write that off for yourself [swg]

Doug Nice to see the next installment of the cabs series, good info as per always [tup] Also congrats on your aniversary[^] It's interesting to see just how long it took most of the "northern" railways to actually make the enclosed cabs for their crews winter comfort. Even at that it's supprising as to how many Canadian locomotives ( road ones ) only had the curtains. CPR tended to use just curtains, they did put full cabs on some of the later Pacific's and Mikes and one class of Consollidation but they were a frugal road.[:0]

Lars Excellant follow up on today's preceedings,amazing how many name trains the NH had, not supprising though when you see the map and envision how many to and from NYC commuters they actually handled day in day out.

Pete There wasn't as many accidents with those open cars as one would think. The TRC ( Toronto Railway Company ) only used 327 and it's sisters from April to October. They stored the bodies for fall and winter. They would remove the wooden superstructure in the shops an swap it for a closed wooden body ( talk about labour intensive ) it was done this way to cut the cost of having separate fleets of powered open and closed cars. After 327 and it's side running bioard sisters were banned the TRC began building convertable cars, in which the right side of the body could be removed and made open for the nicer weather they started building these in 1904-1910 in single and double trucked versions ( TR cars ). Once the side running boards were banned outright in 1915 the convertable cars were made non-convertable by the shops. our museum has one of each 1704 ( single truck 1904 built } and 1326 a double trucker 1910 built. Now testing a theory and the new rules Tom 2 picture one of 1704 in use in the city and one of 1326 at the museum, I don't have a picture of 1704 at the museum as the cars under a tarp in a semi - disassembled state so it's not very photo genic at the moment.






Nite folks[zzz]

Rob

[siberianmo]

Evenin' Gents!

Time to wrap up the day (for me) with a <phew> 'nother day done. Definitely spending far too much time with this ........

Appreciate seeing Pete stop by and YES - that drink was on Rob!![swg] Thanx for the round![tup] Fish 'n Chips, just for YOU tonight![swg]

Yes, we've had a bunch of good "stuff" to consider - just wish we could get more of the guys involved with coming up with supporting Posts. They saw one has to crawl before one walks ....

Al - Nice continuation of the info on the New Haven with all those streamlined cars, broken down by type. (Too bad it wasn't transmitted in parts ...)

Thanx for the round, Al the guys (wherever they are) will enjoy it![tup]

I see Doug has stopped by with a rather long Post on his Cabs series. Hmmmmm, not quite the "Theme" for the day,, eh[?] Well, it IS easy to get a bit overwhelmed with the gobs of "stuff" Posted these past several days .... NYC was Tuesday and today is NH.

Happy 2nd Anniversary to you and your bride! And you found the time to stop in[?][swg][?][swg]

Thanx for the round AND the Michigan quarters![tup]


Leon the Night Man has the bar at 9 PM (Central)

My next Post will be in the AM ........ [tup]

Tom[4:-)] [oX)]

[Anonymous]

Good evening Tom and friends! I'll take a shot of Daniels, and a water chaser to help with the coughing. Please accept a round on me, and some Michigan quarters for the jukebox! There's been so much posted since I was last here, I don't know where to begin. Everyone really did a great job following themes, such as the New Haven and NYC.

Al, great streamliners, as usual. You know, I was at the 20th Century RR club meeting last night, and the speaker had written a book on Pullman sleepers. Guess they missed the boat as far as streamlined sleepers went.

CM3, really enjoyed your Boston & Albany post. I didn't realize that Cleveland was an exotic location until I read your post! Great theme-running info on the New Haven too.

Lars, I'm liking your posts more and more. You too are enhancing the train system themes. Nice 20th Century stuff. I recently saw the movie "North by Northwest" with Cary Grant, and I'm sure you already know, the 20th Century Limited was the set for much of the action.

Tom, looks to me like your Railroads of Yesteryear series is really taking off, and stimulating new conversation. I enjoyed the several pix that you posted as well. The MoPac station sure is a looker! I'm still working awful hours these days. That's why you saw my very early morning post a few days ago. I'm typically working 10 to 11 hours a day, and parts of Saturdays as well. I'm trying to avoid work this weekend if possible. I won a train wreck book last night at the RR club meeting, but did not find your Hinton in it. Bummer.

Russ and Pete, I don't mean to ignore you, but I'm running out of time here. My bride and I are celebrating our anniversary tonight (2nd), and I'm rushed for time .. as usual. Our actual anniversary is Feb 14, but it's too difficult to book the "Dolphin" (a small sail ship that floats inside the restaraunt) on Valentines Day. Pete .... I believe I owe you an article? I snatched an extra copy of the newsletter the article came from. E-mail me your address, and it's yours.

As I already mentioned...I must be off! So here's part IV of the cab series, and have a great evening!

Cabs – by George Hart, from the pages of Oct. 1943 Railroad Magazine

“Gentlemen, we find nothing to complain of in the maintenance of Mill Creek bridge.” Inspection engines like the Reading’s No. 100 were not pleasant to ride in the summer, but they more than justified themselves on rainy days and the “winter-time. These locomotives, with their deep, muffled exhaust, were easily distinguished within hearing distance.


Even all-steel cabs however were insufficient to keep out driving snow and rain, since most of them were not enclosed at the back. After all, the fireman had to get at the coal in the tender. For additional protection, most railroads furnished curtains of heavy duck canvas which were hung from the back roof of the cab and attached to the sides by hooks or other fasteners. These hangings are still used on most cabs.

An improvement which does away with the need for protective curtains is the vestibule or all-weather cab. Canadian railways were among the first to introduce this type of shelter, since the severe winters in parts of Canada made it virtually a necessity. Recently, though, a number of lines in the temperate climes have followed suit, among them the Southern Pacific, whose famous Daylight engines and Lima-built AC-Ss use this construction.

The Southern Pacific, too, is responsible for what may well be regarded as the most unusual cab arrangement on this continent; its cab-in-front design. Developed for maximum visibility and freedom from exhaust gasses in snowshed territory, these cabs are applied to articulated consolidations which run “backward,” by all conventional standards. With tenders trailing their smokebox fronts. As a result, the stack, with its deadly fumes, is a boiler length behind the cab. Obviously such operation is only possible with an oil-burning locomotive, where the fuel can be readily piped to the firebox. Engine controls, in the case of the “wampuses” as their crews call them, have been moved across the deck; hence the throttle is still on the “right-hand side.” In this regard it is interesting to note that there are no left-hand cab control arrangements on U.S. or Canadian roads today, despite the fact that left-hand operation is standard on one American railroad, the Chicago & North Western.

Cleaning up the cab. The evolutiom of the cab-in-front nose is clearly illustrated in these close-ups of Espee AC-3 and AC-8 Classes.


Electrification brought about new cab versions, since this form of motive power had no boiler and firebox to make provision for. The first such trunk line installation in America – the B&O stretch between Camden and Mount Royal stations, Baltimore – was served by locomotives which had what amounted to two cabs in the center of the engine, affording the hogger a clear view regardless of direction.

Thus was born the heavy duty version of the “steeple” cab, which has been developed through successive stages, including the Milwaukee road’s famous old 10,000 series, to the ultra-modern, all-welded GG-1 job of the PRR. The latter system, incidently, arrived at this design as a direct result of experience gained with its “box” or “stub” cab P-5as, wherein the enginemen sat directly above the locomotive pilot – a vulnerable position in the event of a grade crossing collision. A later, or modified version of the P-5a has remedied the condition, by placing controls in a streamlined steeple.

Second Union Pacific streamliner, the City of Portland, has cab set back of the air intake

Cabs appeared on still another type of power with the advent of the Diesel switcher back in 1925. Early units of this type followed the double stub cab arrangement. Today a single cab at one end of the motor housing is customary on drill engines, with steeple cabs finding increasing favor on models rating 600 horsepower or less. The road Diesel began, similarly with a stub cab, as witness the Santa Fe’s first Super Chief motors and the original Burlington Zephyrs. UP started the ball rolling in another direction in 1934 with the then-daring packaging of its City of Salida, which placed the crew above and behind a bulging prow that housed the air intake. Ventilators are placed on the engine walls today, but the high, hood-protected cab has become standard for virtually all Diesel road engines, freight and passenger. The success of this automotive-inspired design has even carried over into the straight electric field, with its adoption by the New Have for two classes of pantagraph-fed machines.

The cab window, as we’ve already noted, is a focal point of cab interest. When shelters were first introduced, curtains with holes were used, the openings occasionally being covered with isinglass. They were soon superseded by panes of glass on the front and sides. At first the glazed windows were very small to lessen the danger of breakage when engines rocked along poorly ballasted track. Sometimes designers went all out and provided oval windows, as on Belvidere-Delaware power, for example.

Engine builders soon realized the need for greater visibility, however, so they began employing four windows side by side. Finding the resulting framework confusing to the eye, to say nothing of the difficulty imposed upon fat engineers when they wanted to lean far out to survey the track, they cut this number down to three, as witness the old 999, Buchanan’s speed queen of Empire State fame. Soon the Brooks Works was turning out engines whose spacious steel cabs had only one full-size window on each side, with sliding sub-casements.

Evolution of the Empire State Express. Buchanan’s 999 was one up on the 5429 in matters of window space.

[siberianmo]

Some books of the New Haven:
(available from several Internet sources)

New Haven Passenger Trains (Great Passenger Trains) by Peter E. Lynch



New Haven Railroad (Railroad Color History)by Peter E. Lynch



The New Haven Railroad's Streamline Passenger Fleet: 1934-1953 by Geoffrey H. Doughty



The New Haven Railroad Along the Shore Line: The Thoroughfare from New York City to Boston (Golden Years of Railroading) by Martin J. McGuirk



That's it for my efforts regarding today's "Theme" for the Railroads From Yesteryear!

Enjoy!

Tom[4:-)] [oX)]

[passengerfan]

Good afternoon Tom and the rest of the guys. Time for a quick CR and a round for the house.

Appreciate the fine effort of everyone on the New Haven today . Rode the New Haven on several occasions when stationed at Boston Naval Shipyard in a time long ago. Still miss the Scrod but lucky enough to find a local store who brings it in about three times a year always gives me a call when next shipment is coming.

NEW YORK
NEW HAVEN
&
HARTFORD Streamlined sleeping cars
by Al

The NYNH&H received their first lightweight streamlined sleeping cars beginning in December 1949. The NYNH&H assigned these streamlined sleeping cars to the OWL overnight in both directions between Boston and New York serving Grand Central Terminal beginning December 15, 1949. They were assigned to operate in the QUAKER between Boston and Philadelphia overnight in each direction by way of Pennsylvania Station New York. They were assigned to the FEDERAL between Boston and Washington overnight in each direction by way of Pennsylvania Station New York. The new sleeping cars were also assigned to the MONTREALER - WASHINGTONIAN the overnight trains between those cities. The first order for lightweight streamlined sleeping cars was for twenty-seven 14 Roomette 4 Double Bedroom cars named for POINTS.

14 ROOMETTE 4 DOUBLE BEDROOM SLEEPING CARS Pullman Standard December 1949 - January 1950 Plan: 4159 Lot: 6942 (Built for and assigned to FEDERAL - MONTREALER / WASHINGTONIAN - OWL - QUAKER)

500 ALLYNS POINT

501 BEAVERTAIL POINT

502 BLACK POINT

503 CITY POINT

504 CORNFIELD POINT

505 EAST POINT

506 GOSHEN POINT

507 GULL POINT

508 INDIA POINT

509 LONG POINT

510 LOOKOUT POINT

511 LORDS POINT

512 MANOMET POINT

513 MISHAUM POINT

514 MONOMOY POINT

515 MORGAN POINT

516 NAPATREE POINT

517 NORTH POINT

518 POND POINT

519 QUONSET POINT

520 RACE POINT

521 ROCKY POINT

522 ROTON POINT

523 SANDY POINT

524 SHIPPAN POINT

525 STRATFORD POINT

526 WILSON POINT

In early 1954 the NYNH&H ordered eleven additional lightweight stream-lined sleeping cars with 6 Sections 6 Roomettes and 4 Double Bedrooms in the BEACH series and four Sleeper Buffet Lounge Dinette cars in the STATE series with 6 Double Bedrooms Buffet-Kitchen and 24 seat Dinette Lounge. The sleeping cars were assigned to all overnight trains and the four sleeping Dinette Lounge cars were assigned to the FEDERAL and MONTREALER/ WASHINGTONIAN. The two cars of this type assigned to the FEDERAL were 550 BAY STATE and 551 KEYSTONE STATE. The two cars assigned to the MONTREALER / WASHINGTONIAN were 552 NUTMEG STATE and 553 PINE TREE STATE.

6 SECTIONS 6 ROOMETTES 4 DOUBLE BEDROOM SLEEPING CARS Pullman Standard November 1954 - January 1955 Plan: 4194 Lot: 6942 (Built for and assigned to FEDERAL - MONTREALER / WASHINGTONIAN - OWL - QUAKER)

527 BAILEY'S BEACH

528 CRESCENT BEACH

529 GROVE BEACH

530 HAMMONASSET BEACH


531 MATUNUCK BEACH

533 OCEAN BEACH

534 POPPONESSET BEACH

535 ROCKY NECK BEACH

536 MONUMENT BEACH

537 SOUND BEACH

6 DOUBLE BEDROOM BUFFET KITCHEN 24 SEAT DINETTE-LOUNGE CARS Pullman Standard January 1955 Plan: 4193 Lot: 6941 (Built for and assigned to FEDERAL - MONTREALER / WASHINGTONIAN)

550 BAY STATE

551 KEYSTONE STATE

552 NUTMEG STATE

553 PINE TREE STATE


NEW YORK
NEW HAVEN
&
HARTFORD Streamlined Obsewrvations
by Al

The NYNH&H owned but two lightweight streamlined Observations. Both were built by Pullman Standard at the old Osgood Bradley plant in Worcester, Mass. to the postwar American Flyer design that featured fluted stainless steel side panels. These were the only two lightweight streamlined Observations ever built in this plant. The two New Haven cars were numbered and named 475 WATCH HILL and 476 BUNKER HILL. The two cars delivered in June 1949 featured interiors with 36 seat Tavern Lounge Bar 28 seat Lounge Observation. The two cars were constructed for the only all parlor streamlined trains in the U.S. the MERCHANTS LIMITED between Boston and New York. Shortly after the two Observations entered service the MERCHANTS LIMITED added coaches. The two Observations were withdrawn from the MERCHANTS LIMITED in April 1954 and were modified for mid train use with an adapter fitted to the Observation end and diaphragm installed. Thereafter the two Observations operated as Tavern Lounge cars in Commuter service.
Both cars were transferred to the Penn Central in the merger and continued in Commuter service.

36 SEAT TAVERN LOUNGE BAR 28 SEAT LOUNGE OBSERVATIONS (Swallow - Tailed) Pullman Standard June 1949 (Built for and assigned to MERCHANTS LIMITED)

475 WATCH HILL

476 BUNKER HILL

NEW YORK
NEW HAVEN
&
HARTFORD Streamlined Parlor Cars
by Al

The New York New Haven & Hartford owned the largest number of postwar streamlined Parlor cars built for any railroad. Not only did they own the greatest number but they also owned the greatest variety of lightweight streamlined parlor car types. The New Haven operated the only lightweight streamlined all parlor car trains in America the MERCHANTS LIMITED but alas coaches were added within thirty days of its entry into service as a streamlined train.
The fifty lightweight streamlined parlor cars delivered to the New Haven externally were all to the postwar so called American Flyer design from Pullman Standards Worcester, Mass. plant. This was originally the old Osgood Bradley plant. The postwar American Flyer design cars featured fluted stainless steel panels both above and below the windows of the car sides.
The New Haven promoted parlor car service more than any other railroad in the United States and at one time nearly every through train between Boston and New York carried one or more parlor cars. The New Haven remained one of the largest users of heavyweight Parlor cars in the late 1930's and throughout the 1940"s. And this was in addition to the fifty lightweight streamlined parlor cars delivered to the New Haven in the late 1940's. The lightweight streamlined parlor cars of the New Haven were numbered in the 200s, 300s and 400s. The 200 series parlor cars were named for COUNTIES, the 300 series parlor cars were named for on line CITIES and TOWNS, and the 400 series were named for on line RIVERS.

BAGGAGE ROOM BUFFET 2 REVENUE PARLOR ROOMETTES 1 REVENUE PARLOR DRAWING ROOM 31 LOUNGE SEAT CARS Pullman Standard (Osgood-Bradley) July - August 1948 Plan: 4503 Lot: 6788 (Built for and assigned to numerous named trains)

200 MIDDLESEX COUNTY

201 SUFFOLF COUNTY

202 BRISTOL COUNTY

203 DUKES COUNTY

204 ESSEX COUNTY

205 PLYMOUTH COUNTY

BAGGAGE ROOM BUFFET 1 REVENUE PARLOR DRAWING ROOM 2 REVENUE PARLOR ROOMETTES 32 LOUNGE SEAT CARS Pullman Standard (Osgood - Bradley) October 1948 Plan: 4503D Lot: 6788 (Built for and assigned to numerous named trains)

206 PUTNAM COUNTY

207 NEW LONDON COUNTY

BAGGAGE ROOM BUFFET 1 REVENUE PARLOR DRAWING ROOM 2 REVENUE PARLOR ROOMETTES 28 LOUNGE SEAT CARS Pullman Standard (Osgood - Bradley) October 1948 Plan: 4503B Lot: 6788 (Built for and assigned to numerous named trains)

208 BERKSHIRE COUNTY

209 KINGS COUNTY

BAGGAGE ROOM BUFFET 2 REVENUE PARLOR ROOMETTES 1 REVENUE PARLOR DRAWING ROOM 14 REVENUE PARLOR SEATS 11 SEAT LOUNGE CARS Pullman Standard (Osgood Bradley) October 1948 Plan: 4501 Lot: 6788 (Built for and assigned to numerous name trains)

210 KENT COUNTY

211 WASHINGTON COUNTY

212 ULSTER COUNTY

213 TOLLAND COUNTY

214 FAIRFIELD COUNTY

215 QUEENS COUNTY

216 LITCHFIELD COUNTY

217 WINDHAM COUNTY

218 HAMPSHIRE COUNTY

219 BRONX COUNTY

36 REVENUE SEAT PARLOR CARS Pullman Standard (Osgood - Bradley) August 1948 Plan: 4500 Lot: 6788 (Built for and assigned to numerous named trains)

300 PITTSFIELD

301 BRIDGEPORT

302 MANSFIELD

303 BROCKTON

304 HARTFORD

305 ROWAYTON

306 CRANSTON

307 WORCESTER

308 STAMFORD

309 STONINGTON

310 TORRINGTON

311 PROVIDENCE

52 REVENUE SEAT PARLOR CARS WITH 2-1 SEATING Pullman Standard (Osgood - Bradley) August 1948 Plan: 4500 Lot: 6788 (Built for and assigned to numerous name trains)

312 ATTLEBORO

313 PAWTUCKET

314 GUILFORD

315 WESTERLY

316 MYSTIC

317 DANBURY

318 GROTON

319 HOLYOKE

320 MERIDEN

321 MILFORD

322 NEWPORT

323 TAUNTON

324 LYME

26 REVENUE SEAT PARLOR 14 SEAT SMOKING LOUNGE CARS Pullman Standard (Osgood - Bradley) October 1948 Plan: 4502 Lot: 6788 (Built for and assigned to numerous named trains)

400 CONNECTICUT RIVER

401 THAMES RIVER

402 HOUSATONIC RIVER

403 BLACKSTONE RIVER

404 HUDSON RIVER

The New Haven trains assigned Parlor cars with Drawing Rooms and Day Roomettes THE YANKEE CLIPPER; MERCHANTS LIMITED between Boston & New York in both directions. They also operated in unnamed train # 58, THE AMBASSADOR and the BANKERS between Springfield and New York. The SENATOR and THE PATRIOT between Boston and Washington operated with Parlor cars that featured Drawing Rooms. The following trains operated with New Haven parlor cars.

6-9 THE MAYFLOWER between Boston and New York both directions

10 THE MURRAY HILL between New York & Boston

12 THE BAY STATE between New York & Boston

13 THE 42nd STREET between Boston and New York

15-20 THE PURITAN between New York and Boston both directions

28-29 THE GILT EDGE between New York and Boston both directions

33 THE SUNDOWN Boston & New York

Almost immediately after entering service Parlor cars 312 - 324 were a source of complaints, passengers did not like the two and one seating in these cars and voiced their opposition to the New Haven management. For once a railroads management listened and in early 1949 all thirteen cars 312 - 324 were reconfigured with 1-1 seating reducing capacity to 36 the same as Parlor cars 300 - 311.
In June 1949 the New Haven renamed 36-seat Parlor car 305 ROWAYTON to 305 WOONSOCKET.
The five 400 series 26 seat Parlor 14 seat Smoking Lounge cars named for RIVERS were renamed between January and April from RIVER series names to NEW prefix names in order to avoid conflict with NYC cars that shared the same Mott-Haven Coach yard in New York. The following lists the new name and the original name of these cars.

400 NEW BRITAIN originally 400 CONNECTICUT RIVER

401 NEW ROCHELLE originally 401 THAMES RIVER

402 NEW MILFORD originally 402 HOUSATONIC RIVER

403 NEW BEDFORD originally 403 BLACKSTONE RIVER

404 NEW HAVEN originally 404 HUDSON RIVER

In late 1952 the New Haven Passenger Department made the decision to rebuild several parlor cars with Baggage rooms and Drawing Rooms with additional revenue space by eliminating the Baggage Rooms in these cars. All work was performed at Pullman Standards old Osgood –Bradley plant in Worcester where the cars were cycled through. The cars after rebuilding retained their original numbers and names.

3 REVENUE 5 SEAT PARLOR DRAWING ROOMS 2 REVENUE PARLOR ROOMETTES BUFFET 28 LOUNGE SEAT CARS Rebuilt February 1953 to new Plan: 4503D

206 PUTNAM COUNTY

207 NEW LONDON COUNTY

3 REVENUE 5 SEAT PARLOR DRAWING ROOMS 2 REVENUE PARLOR ROOMETTES BUFFET 28 SEAT LOUNGE CARS Rebuilt October 1953 to new Plan: 4503C

208 BERKSHIRE COUNTY

209 KINGS COUNTY

3 REVENUE 5 SEAT PARLOR DRAWING ROOMS 2 PARLOR ROOMETTES BUFFET 29 SEAT LOUNGE CARS Rebuilt October 1953 to new Plan: 4503E

204 ESSEX COUNTY

205 PLYMOUTH COUNTY

Two of the 300 series 36 seat Parlor cars were remodeled to 72 revenue seat Coaches by the New Haven in April 1964 losing there names and being renumbered into the 7200 series at that time.

7200 originally 300 PITTSFIELD

7201 originally 308 STAMFORD

Eight additional 300 series Parlor cars were remodeled to 7200 series 72 revenue seat coaches in May 1964.

7202 originally 309 STONINGTON

7203 originally 310 TORRINGTON

7204 originally 311 PROVIDENCE

7205 originally 312 ATTLEBORO

7206 originally 315 WESTERLY

7207 originally 317 DANBURY

7208 originally 322 NEWPORT

7209 originally 323 TAUNTON

All remaining New Haven lightweight streamlined Parlor cars were transferred to PC ownership in the 1968 merger.

TTFN AL

[pwolfe]

Hi Tom and all.

A pint of Bathams. Is It on ROB for the rule violation[?][:-,].

Well TOM another winner on the NH[tup][tup]. The maps are really apprciated as someone who is not too up on N. American geography yet. With CM3 adding more details and the wonderful piece from the past,. encore from BK, the Named Trains from LARS and AL with the early morning post an excellent day at the bar.
Having had a too short visit to the Providence area last year if I get back there I must have a ride to New York [yeah].

No doubt one of the regulars can tell me which of the branch lines in the Providence area still survive and still in use [?].

RUSSELL Many thanks for the photo of#2933. It is an impressive loco and looks in good condition[tup].

ROB Hopefuly Blackpool will keep the whole tramway system and they don't just keep the part of the tramway which runs along the Promanade as a summer only operation.
I think the decison is a bit in the future.
It must have been a dangerous occupation driving cars like 327 in adverse weather, with the open electrics, there must have been many injuries.

TOM Allow me to get a round for the fine posts [tup] and tonight it is Fish and Chips for [dinner] [^] PETE.

[siberianmo]

G'day Gents!

Just visited my "other thread" and found Trainnut484 Russell had dropped off a couple of Posts! Way to go and thanx![tup][tup] Of course, the idea is to get some customers in this place from that place. Since there aren't any takers lately, I'm hoping that the guys from here will go there on occasion, if for no other reason than to keep it going. Some pretty good "stuff" happen' .....

Lars Nice work with the name trains of the New Haven!! Man oh man, I surely have hit a "wall" with the "theme" on this day. Done all I can do and I'm ready to take a looooooooong break. Appreciate having you stop by at this time of day, if for no other reason than to keep the bar hoppin'[swg]

Thanx for the 'words' regarding the guys from here visiting my "other thread." I really think it is coming to the end of the line though. Doesn't seem to have the interest that it once had - but I'll keep it going until the "well runs dry."

Catch y'all later - much later!

Tom[4:-)] [oX)]

[LoveDomes]

Hi Tom

Doesn't appear to be anyone at the bar ..... but, it's great to be here and take part in the "Theme for the Day!" The New Haven was always one of my favorite roads to ride - even though I have 'lineage' way back into the beginnings of the B&O - the road to Boston was always a treat to travel aboard.[tup]

Some really good stuff going on with the New Haven and I especially enjoyed the "blast from the past" you provided from BudKarr BK - nice. And this from a guy who supposedly doesn't really dig trains! [yeah] Right![swg]

Really liked that route map and of course the narrative you provided on the NYNH&H A three-[tup] Salute to you Sir! [tup][tup][tup]

Before I totally forget (again!) - thanx for sharing your personal info with us, Rob about your interest in steetcars. Don't know what happened there - but I am getting "up" in age![swg] Have a drink on me to make up for my blunder![swg]

Ok - here's my contribution to the RR from Yesteryear - The New York, New Haven & Hartford

Name trains of the New York, New Haven, and Hartford (New Haven) (NH)

Bankers
Champion
Colonial
Cotton Blossom
Everglades
Federal
Havana Special
Merchants Limited
Miamian
Montrealer
Palmetto
Palmland
Patriot
Peach Queen
Pilgrim
Quaker
Senator
Silver Meteor
Silver Star
Sunland
Valley Express
William Penn
Washingtonian

There you have it! Perhaps not "pretty" or as inclusive as some would like it, but these are the names most of us who traveled that road can relate to. What do you think, CM3[?][?]

By the way - that was one terrific post you put forth this morning and I for one appreciate the effort you put into these things. Makes it all the more worthwhile to stop by ....

Here's a ten spot for the next round and I'll take a "couple of fingers" of that Jack Daniels with the Black Label - on the rocks will be just fine! Medicinal purposes, ya know![swg]

Until the next time!

Lars

[siberianmo]

ENCORE! POST FROM THE PAST - NEW HAVEN

He's not here right now, but his words are. Check out this ENCORE! Post from BudKarr BK from 18 Oct 2005, page 140:

QUOTE: BudKarr Posted: 18 Oct 2005, 14:01:14

Posts: 136
Joined: 16 Sep 2005
Location: Wherever I happen to be

Good Afternoon Captain Tom and staff. I surely enjoyed the New Haven fallen flag data and thank you for honoring my request. I am a bit surprised that more of your regular customers have not inundated you with their selections. Nevertheless, thank you.

I cannot imagine that anything coming from me will be either enlightening or informative to those who know the NH. But here are a few tid bits of information regarding that prized railroad:

* Unlike the majority of other railroads, passenger train revenue was largely responsible for the success of the company.

* The railroad was considered to be a compact railroad, connecting virtually all of the towns and cities of Connecticut, Rhode Island and Massachusetts.

* The final order for steam locomotives by the NH was in the 1930's for ten streamlined Baldwin 4-6-4's Hudsons.

* The showcase of the NH direct rail link between Boston and New York was called the Shore Line Route. This route covered 229 miles and was the only direct rail link between the largest of the northeast cities.

* In 1938, a new service appeared on NH freights called trailer-on-flatcar (TOFC) and was introduced between Boston and New York City.

* Patrick McGinnis took over the NH in 1954 and changed the livery to the flashy orange, red and black which won immediate acceptance by the traveling public. Unfortunately, the rest of Mr. McGinnis' efforts were not so well received as the railroad began its downward spiral.

* A toy train company owned by A. C. Gilbert in New Haven, Connecticut, successfully marketed their NH replica trains. The GE EP5 electric locomotive was one. Some years earlier, Gilbert's line of trains, called American Flyer, produced the Pullman-Standard "turtle roofed" toy streamliners that became known throughout the region as "American Flyer cars" in the real railroad world. (Life imitating art?)

* Perhaps one of the NH's most successful ventures involved the purchase of Rail Diesel Cars from the Budd Company of Philadelphia in 1952-53. Forty cars were put in use over nearly 920 route miles of service. These self-contained cars, called Shoreliners, quickly ignitied the commuter rail growth for decades to come.

* The NH vanished from the scene in 1969 when a federal court ordered that it be included in the Penn Central, which had previously absorbed the bankrupt Pennsylvania and New York Central railroads. The PC went bust in 1970.

Note: The aforementioned was obtained through internet resources.

I think a nice cold draught is in order, one of those Keith Ales you talk so much about please.

The Union Pacific advertisement is interesting and one only needs to read between the lines to get a feel for the times. That is a well done series that you have put together and I hope you do not become weary of sharing those nostalgia posts with us. It is indeed a shame that one's efforts sometime go completely unheralded or noticed. It just may be that many take them for granted as another sign of the "routine" at Our Place.

BK

So there you have it! Words from cyber space that live on and on ..... THANX BK wherever you may be this fine day!

Enjoy!

Tom [4:-)][oX)]

ENCORE! POST FROM THE PAST - NEW HAVEN

[siberianmo]

Good Morning!

A fine contribution from our earstwhile authority on the New Haven - always means much more from someone who "has been there," so to speak.[tup][tup][tup]

Always glad to know that the Posts are "reaching out" to those who apprecaite 'em the most. Seems to me the guys we have frequenting the bar nowadays on a routine basis, are the ones who give a Rat's Patoot![swg] Way to go!

That narrative on the New Haven is just as compelling a read today as it was when you first Posted it on 19 Oct 2005, page 141![tup][tup] You really should think about getting those "notes" of yours together and get this stuff into hardbound print![yeah] Perhaps the Mentor Village Publishing House and Snooker Emporium could be of assistance to you[?][swg]

For what it's worth ... I found out that the Pix I posted of that early B&A 20th Century Ltd was taken in the Springfield, MA area as well.

Really great pickup on the New Haven map - that's the kind of interaction we can really "dig" 'round here! Thanx .... [tup][tup]

Thanx for the round - and the quarters![tup] Songs[?] You'll have to hum a few bars for me to recognize either.[swg]

Enjoy!

Tom[4:-)][oX)]

[coalminer3]

Good Morning Barkeep and All Present; coffee, please, rpound for the house and $ for the jukebox. Let's play "On the New York, New Haven and Hartford." Remember all sing the chprus which is, "Into Boston on Time!"

There's another Hinton (WV) which was a big railroad center back in the day. The station still stands and the coal dock is there, but most of the yeard trackage, roundhouse, and turntable are gone.

The B&A picture in Springfield was shot at the west end of the station. The New Haven line broke off just a bit futher west of where the photographer was standing and the B&M came in from the north in the same area. Check out the humongous sand dome on the B&A engine - they needed that for the grades to the west.

The Merchants consist was interesting as I rode just abt. every car listed over the years. The "Hill" cars carried a Mrchants tail sign. They did not last too long in obs service as they had some work done to them to allow them to operate in mid-train lounge service. My dad told stories abt riding the Merchants back b4 it got coaches. The NH (even up to the end) always tried to run a good "Merchants." That reminds me of a story from years ago. The poet, Amy Lowell, used to smoke cigars. I have a picture of her riding in a parlor car on the NH reading as she enjoyed a stogie - 'nuff said!

Our 'stemed proprietor posted a NH map while I was getting this ready. If you look, the NH sort of resembles a "lazy" K. The Shore Line operated between Boston and New York. Electriciation ran from New Haven to New York. The eastern part of Massachusetts was honeycombed with branch lines and what today would be considered secondary main lines. I remember from my childhood that the New Haven seemed to be everywhere.

At its fullest extent the New Haven operated as far east as Provincetown, MA (at the tip of Cape Cod).

Another main line ran between New Haven and Springfield (via Hartford). Just west of there was another line from New Haven to Northampton, MA with several branches.

The Maybrook Line broke away from the Shore Line around Devon and ran west through some rugged country in Connecticut and then into eastern NY crossing the Hudson at Poughkeepsie to get to Maybrook and Campbell Hall. Maybrook afforded freight connections to the west via the NYO&W, Erie, L&HR, and L&NE (near and dear to us coal folks). In the day, this handeled a lot of freight and was the site of some of the New Haven's heaviest power.

Another line breaking off at Devon ran north to Waterbury where it split into several other branches and a cross-country line to Hartford. This line continued eat to Providence via Willimantic. Willimantic afforded a conenction with the CV.

Another line ran between Norwalk and Pittsfield where it connected with the B&A. It crossed the Maybrook line at Danbury.

I talked about the New York area in a previous post, but suffice it to say the NYNH&H operated into Penn Station and GCT. Their interchange operations in the New York vicinity.were handled by car floats for the most part.

Again, something from the notebooks which I posted a long time ago - but it'll give you an idea of what it was like on the New Haven 40+ (***!) yrs ago around New York.

The New Haven did a splendid bar business and drinks were flowing already though the train was barely five minutes into its trip. Leaving Boston, I always tried to get a seat on the east side of the car because that was the side that faced the ocean. I always felt that the trip to New York really didn’t begin until we left Providence. By then, most of the passengers had settled into the rhythm of the trip. The fastest running between Boston and New York occurred south (west by timetable) of Providence from around Warwick to the Connecticut border. The little seacoast towns flashed by and the sound of the locomotive’s horn was almost continuous as it passed over an endless series of grade crossings. The Shore Line below Providence lived up to its name as the tracks almost seemed to be in the ocean. We could see swans and what my maternal grandmother called "storks" nesting alongside the tracks. New London was always interesting because we could look for submarines, and see what the Central Vermont was doing.

Then on to New Haven. The train would approach the city on a fill that crossed over miles of swamps. This was leavened a little by a pair of short tunnels. We could see the mammoth Cedar Hill yard in the distance, dominated by its huge concrete coal dock. Here, truly, was the center of the New Haven. The double track main line passed close to the Cedar Hill departure yard which was filled with all kinds of freight cars. The line from Hartford joined us and swept toward the New Haven station beneath a series of overpasses. We were under the wires now, which meant we were on the electrified portion of the New Haven. It was not uncommon to see three or more passenger trains moving at once, along with a freight train, and sometimes a switcher with a cut of cars. The postal facility just north and east of the station was always filled with mail cars, green cars from Railway Express and Railway Post Office cars; something I didn’t see all that much in Boston, despite my encounters with the mail trains. We were getting closer now and the train was slowing.

The New Haven station was a busy place as it handled lots of through trains and hordes of commuters. As I mentioned, we were now on the electrified part of the New Haven. Generally we changed from diesel to electric power at New Haven. Sometimes, though, we kept the same engines if we had FL9s for power and were going to Grand Central. The FL9s were hybrids what were diesels, but were also fitted to run off the third rail that was closer to New York.

I have always liked electric locomotives. The New Haven, as befitted its history as the country's first major electrification, had a wonderful collection of electric engines that included everything from ancient so-called “flatbottoms,” to the gorgeous EP5 “jets.” A typical power change at New Haven went something like this.

It's midmorning at New Haven on a cold day. The wind blows in from the harbor, and makes it seem even colder than it already is. A passenger train, from Boston, is about to arrive - we can see its headlight under the wires off to the north. The big Alco diesels slide by us and brake to a stop in a combination of sound of hissing air, ringing bells, and engine noise. It's going to get busy now, so we'd better stay out of the way.

Men wheel carts of baggage and mail up the open doors of the head end cars. They're hurrying as the train won't be here for very long. Farther back passengers are getting off the train and others are boarding. Car men are busily inspecting each car and the diner is getting refilled with water. Ahead, two filthy car knockers are down between the second diesel and the head of the first car. Their job is to cut off steam lines and brake lines and uncouple the diesels from the head of the train. This is done through hand signals that are passed ahead to the engineer who leans back out of the cab window. He backs the diesels just a little to give the men enough slack to uncouple.

It's cold today and things are stiff - a shot with the hammer right there will do it. A quick flip of a go ahead hand signal and the diesels snarl and move away. They'll be refueled, sanded, recrewed, and on their way back to Boston soon. A "ba-dump-ah!" sound of switch points moving and escaping compressed air, and in the distance we see an orange, black, and white EP-5 class electric engine threading its way toward us. The engineer gently backs toward the train and stops about 2 a car length short. The car men are on either side now and again with casual hand signals tell the engineer to back up slowly, don't jostle the passengers. "Ca-lang!" Now check to make sure she's really coupled by pulling ahead just a little. Everything's O.K. Now, reconnect the brake lines, electric, and steam lines and check to make sure that everything's working. We'd better hurry back and get on the train, as the head end work is done, and the engines have been changed and we'll be leaving before long. Anyway, it'll be time to get something to eat before too much longer.

The New Haven’s trains either carried full dining cars or grille cars. The grille car was something like a diner only not as patrician. New Haven diners and grille cars served regional food, which tended to be simply prepared. As a child, one of my favorites was a grille car hamburger which came served with lettuce, tomato, and a big slice of sweet onion on a toasted roll. It was a real treat to eat as we rolled along toward under the wires toward New York.

South of New Haven (west by timetable), the New Haven operated a bewilderingly complex commuter service to and from New York. A four track main line ran under the wires in most places, except where buildings were too close to the tracks. The commuter trains usually operated on the outside two tracks and the through passenger trains on the inner two tracks. Add in the through and local freight traffic that operated then, too, and you’ll get some idea of the activity that existed on the NYNH&H. It was not uncommon to see four or more trains at one time; all running. Many of the NH’s suburban stations were wooden structures, painted red or buff with white trim. Some of the larger towns, such as Stamford, Connecticut had more elaborate stations. The commuter trains were mostly mu cars that resembled subway cars. There were some stainless steel mu “washboard” cars too, but I remember these as the exception rather than the rule. Arrival at New York was either at Grand Central Station or at Pennsylvania Station.

Going to Grand Central we would swing up and over the New York Central on a magnificent flying junction at Woodlawn. Then we’d drop down on the west side and tie in with the NYC. Here was a stretch of big time railroading for certain as our train shared space not only with other New Haven trains, but with the trains of the mighty Central. Heading into New York, we’d pass by the Central’s Mott Haven yard which was on the right hand side of our train. Mott Haven was a delight as it was always filled with not only with New Haven cars of all types, but also stainless steel New York Central cars, two-tone gray New York Central cars, and visiting sleepers and other equipment from foreign lines such as the Santa Fe and the Union Pacific. Here’s where the time spent studying the timetables my father brought home paid off, as I was able to recognize the different kinds of cars when I saw them, and sometimes could even figure out what trains they were from or for. Over there’s part of the “Ohio State Limited,” those cars are for the “20th Century,” and there’s a Los Angeles-New York sleeper off the Santa Fe! Check out the NYC S motors switching the yard!

The New York Central’s Hudson line joined us from the right just south of Mott Haven and from there the procession into New York was on a high elevated track through Harlem. Many times, we stopped at 125th Street, and I was often lucky to see a New York Central run pulled by one of their electric locomotives. The buildings here were different than those in Boston. I could see apartment houses with factories nearby, often on the same block. Many of these building had wooden water towers on their roofs, again something that was not that common in Boston. One other place that had water towers on building roofs was Chicago. We had TV by then, and I’d watch Jackie Gleason’s show, “Live from New York!” He had a series of sketches on the show called the “Honeymooners” which was set in Brooklyn. The buildings I could see heading into New York looked like the ones in the “Honeymooners.”

We’re getting close now and here we go into the Park Avenue tunnel. If I stretched just right I could look up through the openings in the tunnel and see the tall buildings that marked the passage toward Grand Central. The entrance to Grand Central was always thrilling as we crept through the darkness of the tunnel toward our assigned track. We’re going very slowly now, past the underground tower with the lighted boards that controlled train movements in and out of the station. One last shudder and we stop. Now’s the time to make sure we have everything we brought along with us - the car attendant has our bags out on the high level platform. Sometimes I carried my bags, but most of the time we used the services of a Red Cap, especially if the family was traveling together.

work safe

[siberianmo]

Good Morning!

Check this out for our "Theme for the Day - New Haven" -

Click to enlarge


Enjoy!

Tom[4:-)] [oX)]

[siberianmo]

Now arriving on track #1 …..
Railroads from Yesteryear! Number Five


Used with permission from: Wikipedia, the free encyclopedia. Formatting differences made necessary due to Forums requirements. Some heralds from other sources.


New York, New Haven and Hartford Railroad

Locale: New York, NY to Boston, MA

Reporting marks: NH

Dates of operation: 1872 – 1969

Track gauge: 4 ft 8½ in (1435 mm) (standard gauge)

Headquarters: New Haven, Connecticut


The New York, New Haven and Hartford Railroad (AAR reporting mark NH) was a railroad that operated in the northeast United States. Commonly referred to as the New Haven, the railroad served the states of Connecticut, New York, Rhode Island, and Massachusetts. Its primary connections included Boston and New York.

History

The New York, New Haven and Hartford Railroad was formed July 24, 1872 as a consolidation of the New York and New Haven Railroad and Hartford and New Haven Railroad. This included not only the main line from New York City to Springfield, Massachusetts via New Haven and Hartford, Connecticut, but also leases of lines including the Shore Line Railway to New London. The New Haven went on to lease more lines and systems, eventually forming a virtual monopoly in New England south of the Boston and Albany Railroad.

The first line of the original system to open was the Hartford and New Haven Railroad, opened from New Haven to Hartford in 1839 and beyond to Springfield in 1844. The New York and New Haven came later, as it ran parallel to the Long Island Sound coast and required many bridges over rivers. It opened in 1848, using trackage rights over the New York and Harlem Railroad (later part of the New York Central Railroad system) from Williamsbridge south to Grand Central Terminal, which served as the New Haven's New York City terminal.

Around the turn of the century, New York investors, led by J.P. Morgan gained control and in 1903, installed Charles Mellen as President. Morgan and Mellen sought a complete monopoly of transportation in New England, purchasing other railroad and steamship and trolley lines. More than 100 independent railroads eventually became part of the system before and during these years, reaching 2,131 miles at its 1929 peak. Substantial improvements to the system were made during the Mellen years, including electrification between New York, and New Haven. But Morgan's expansion left the company overextended and financially weak. It never truly recovered.

Under the stress of the Great Depression, in 1935 the New Haven slipped into bankruptcy, remaining in trusteeship until 1947. Common stock was voided and creditors assumed control.

After 1951 both freight and passenger service lost money. New Haven's earlier expansion had left it with a network of light density branch lines that could not support their maintenance and operating costs. The New Haven's freight business was short-haul, requring a lot of switching costs that could not be recovered in short-distance rates. The New Haven had major commuter train services in New York and Boston (as well as New Haven, Hartford and Providence), but these always lost money, unable to recover their investment providing service just twice a day during rush hour. The death of the New Haven may have been sealed by the building of the Connecticut Turnpike and other interstates. With decades of inadequate investment, the New Haven could not compete against the automobile or the trucker.

In 1954 the flashy Patrick McGinnis led a proxy fight against incumbent president Buck Dumain, vowing to return more of the company's profit to shareholders. McGinnis accomplished this by deferring maintenance. McGinnis also spent money on a flashy new image for the company - dull green and gold trim was replaced by loud black, orange and white. When he departed, 22 months later, he left the company financially wrecked. It once again went into bankruptcy on July 2, 1961.

At the insistence of the ICC, the New Haven was merged with Penn Central on January 1, 1969. Following the bankruptcy of Penn Central, in 1976 a substantial portion of the former New Haven main line between New York and Boston was transferred to Amtrak, and now forms a major portion of the electrified Northeast Corridor, hosting high speed Acela Express and commuter rail service.

Harlem River

The Harlem River and Port Chester Railroad was the New Haven's first lease after its merger. It was chartered in 1866, leased by the New Haven on October 1, 1873, and opened later that year, running from the New Haven at New Rochelle, New York south into the Bronx, New York City. It was originally a branch line, but in 1916 the New York Connecting Railroad and its Hell Gate Bridge opened, turning the Harlem River Branch into a major through route.

Air Line

The New Haven, Middletown and Willimantic Railroad opened in 1873 as part of the Boston, Hartford and Erie Railroad system, running from New Haven northeast via Middletown to the BH&E at Willimantic. The BH&E went bankrupt that same year, becoming the New York and New England Railroad, but the NHM&W stayed separate, failing in 1875. It was reorganized as the Boston and New York Air-Line Railroad, and operated by the New Haven from 1879, being leased on October 1, 1882.

Connecticut Valley

The New Haven obtained a majority of stock of the Hartford and Connecticut Valley Railroad in 1882, running from Hartford south and southeast to the Shore Line Railway in Old Saybrook via Middletown. That line had originally opened in 1871 as the Connecticut Valley Railroad, and continued north to Springfield, Massachusetts via the Connecticut Central Railroad, later part of the New York and New England Railroad system. In 1880 the company was succeeded by the Hartford and Connecticut Valley.

New Canaan

The Stamford and New Canaan Railroad was a branch from the New Haven in Stamford north to New Canaan. It was chartered in 1866 as the New Canaan Railroad, opened in 1868, reorganized and renamed in 1883, and leased by the New Haven on October 1, 1884.

Naugatuck

The New Haven leased the Naugatuck Railroad on April 1, 1887, obtaining a line from Naugatuck Junction on the New York-New Haven line near Stratford north via Waterbury, reaching the Central New England Railway at Winsted. The line, organized in 1848, had opened in 1849.

New Haven and Northampton

The New Haven and Northampton Railroad, built next to the former Farmington Canal, ran from New Haven north via Meriden to Northampton, Massachusetts and beyond to the Fitchburg Railroad's Troy and Greenfield Railroad. The New York and New Haven Railroad leased the first few sections soon after they opened, obtaining the line to Plainville in 1848 and the extension to Granby plus several branches in 1850. In 1869 the leases expired, and the railroad was independent until April 1, 1887 when the New Haven leased the whole line.

New York, Providence and Boston

The New York, Providence and Boston Railroad was a continuation of the Shore Line Railway past New London to Providence, Rhode Island. The line was incorporated in 1832 and opened in 1837. The New Haven leased it in 1892, merging it into itself on February 13, 1893.

Housatonic

The Housatonic Railroad, chartered 1836 and opened 1842 (with branches opening later), had a line from the New Haven in Bridgeport north, passing east of Danbury, to West Stockbridge, Massachusetts (later the Boston and Albany Railroad in Pittsfield). The Housatonic leased the Danbury and Norwalk Railroad (opened 1852), running from Danbury (to which the Housatonic had a branch) south to Norwalk on the New Haven, in 1887, and it leased the New Haven and Derby Railroad (opened 1871-1888), a branch to New Haven, in 1889. On July 1, 1892 the New Haven leased the Housatonic, giving the New Haven all the north-south lines in western Connecticut

Providence and Worcester

The Providence and Worcester Railroad was also leased on July 1, 1892, running from Providence, Rhode Island northwest to Worcester, Massachusetts. It was incorporated in 1844 and opened in 1847.

Old Colony

The New Haven leased the massive Old Colony Railroad system on March 1, 1893, spanning all of southeastern Massachusetts and completing the route to Boston via the Old Colony's Boston and Providence Railroad. The original mainline opened in 1845; the Boston and Providence (leased 1888) opened in 1834 and 1835.

New York and New England

The New England Railroad was the final link in a long chain of reorganizations of a network usually known by its prior name, the New York and New England Railroad. It stretched mainly east-west across central Connecticut, connecting to the Hudson River on the west and to Providence and Boston on the east. The New Haven leased the company on July 1, 1898. The first sections opened in 1849 as parts of the Norfolk County Railroad and Hartford, Providence and Fishkill Railroad, and construction progressed very slowly.

Shepaug, Litchfield and Northern

The New Haven also leased the Shepaug, Litchfield and Northern Railroad on July 1, 1898, running north from Danbury, Connecticut to a dead end at Litchfield. It was chartered in 1868 and opened in 1872 as the Shepaug Valley Railroad, becoming the Shepaug Railroad in 1873 and the SL&N in 1887.

Meriden, Waterbury and Connecticut River

The Middletown, Meriden and Waterbury Railroad was the final name of the line from Waterbury, Connecticut east to Cromwell, on the Connecticut River north of Middletown. The New York and New England Railroad leased the line (then the Meriden, Waterbury and Connecticut River Railroad) in 1892 (connecting in Waterbury), but the MW&CR went bankrupt soon after, and was reorganized as the MM&W in October 1898 and immediately leased to the New Haven on November 1, 1898. This line was the first in the area to be abandoned, only running interurban streetcar service in its final days. The MW&C had been formed in 1888 as a consolidation of the Meriden and Cromwell Railroad (opened 1885) and Meriden and Waterbury Railroad (opened 1888).

Central New England

The Central New England Railway was the New Haven's final acquisition in 1904. It included the Poughkeepsie Bridge, the southernmost fixed crossing of the Hudson River from 1888 to 1916 (when the Hell Gate Bridge opened), with its main line stretching east to Hartford and Springfield. The first section opened in 1871 as the Connecticut Western Railroad, going through several reorganizations before its final state.

New York Connecting

The New York Connecting Railroad was incorporated in 1892, opening in 1916 as a connection between the New Haven's Harlem River and Port Chester Railroad and the Pennsylvania Railroad's Pennsylvania Tunnel and Terminal Railroad to Penn Station and the tunnels under the Hudson River. It was owned half-and-half by the New Haven and Pennsylvania.

Operations

• Passenger service ran been New York (Grand Central Terminal) and Boston (South Station) approximately every hour.

• Four passenger trains a day, and an overnight train ("The Federal") ran between Washington DC and New York (Penn Station) via the Pennsylvania Railroad and then through to Boston

• Passenger Service between New York (Grand Central Terminal) and Hartford and Springfield was approximately hourly.

• Commuter service from New York ran to New Rochelle, Stamford, New Cannan, Danbury (and on to Pittsfield), Bridgeport, New Haven, Waterbury (and on to Hartford). Commuter service from Boston went to destinations on the Old Colony system of Greenbrush, Plymouth, Brockton/Campello, Middleboro, Hyannis/Woods Hole on Cape Cod, Fall River, Newport, New Bedford and Providence, Woonsocket, Needham Heights, West Medway and Dedham.

• Major freight yards were at South Boston, Taunton, Fall River, New Bedford, Providence, Worcester, Springfield, Hartford, Waterbury, New Haven (the major Cedar Hill hump classification yard), Maybrook (another hump yard and interchange point for western connections), New York Harlem River and New York Bay Ridge (where interchange was made with the Pennsylvania and other railroads in New Jersey, via barge).

• Multiple through freight trains traveled at night between New York or Maybrook and Cedar Hill yard and on to Boston. Other through freights served the yards above as well as intermediate points and also State Line (New York Central interchange), Brockton, Framingham and Lowell (Boston and Maine interchange for traffic for Taunton, New Bedford and Fall River).

References:

Railroad History Database

Edward Appleton, Massachusetts Railway Commissioner, History of the Railways of Massachusetts (1871)

Philip C. Blakeslee, A Brief History Lines West Of The New York, New Haven and Hartford Railroad Co. (1953)


Used with permission from: Wikipedia, the free encyclopedia. Formatting differences made necessary due to Forums requirements. Some heralds from other sources.


***** ***** ***** ***** ***** ***** ***** ***** ***** ***** ***** ***** *****

Enjoy!

Tom [4:-)] [oX)]

Did you miss the previous four[?] Click the URL:

#1: http://www.trains.com/community/forum/topic.asp?page=233&TOPIC_ID=35270
#2: http://www.trains.com/community/forum/topic.asp?page=234&TOPIC_ID=35270
#3: http://www.trains.com/community/forum/topic.asp?page=237&TOPIC_ID=35270
#4: http://www.trains.com/community/forum/topic.asp?page=240&TOPIC_ID=35270

[siberianmo]

Good Mornin’!

Looks like a nice day has begun here in mid-Continent USA – temps are in the teens, but expected to get above freezing (F) before to long; blue skies and a nice white covering on the rooftops and lawns. Feels like winter to me![swg]



Some acknowledgments are in order:

trolleyboy Rob
Posted: 08 Feb 2006, 23:19:34

He has returned! A brief absence, but noted just the same. Things aren’t the ‘same’ without our Streetcar Mentor ‘round here.[swg] Glad you’re back.

Yes, we had quite a day yesterday and the one before with the NYC and B&A – all good stuff and all in keeping with the overall theme ‘round here: Classic Trains!!

Hmmmmmmm, inmates running he asylum, eh[?] Well, it would seem to ME that once the part part-time help ‘round here begins a movement against the Proprietor that a review of what’s what and who’s who is in order! Tweeeeeet! the Proprietor, eh[?] Well, I have the one and ONLY Tweeeeter! – so beware. I’m sure there’s a “rule” out there covering what you have attempted.

Pix Posting is encouraged for our Sunday Photo Posting Days! – and has been from the get-go ‘round here. However, take note of the Pix that are in the ‘signatures’ of several guys ‘round here – over ‘n over ‘n over. Aren’t THOSE the same as someone Posting an occasional Pix during the week[?][?][?] Hmmmmmmmm.

So, the “official policy” is: Post the Pix on Sundays but every now ‘n then, if germaine to a particular Post or event, a single Pix or two is more than welcome and tolerated.<phew>

Tweeeeeeeeeeet! Tweeeeeeeeeeet! Rules violation! Rules violation! Rule #7: Inventing a rule that doesn’t exist! Rule #8: Attempting to Tweeeeeeet! the Tweeeeeeterer! Boris Ring the bell – drinks on trolleyboy Rob for instigating an insurrection![swg]

passengerfan Al
Posted: 09 Feb 2006, 02:53:38

Insomnia strikes again![swg] Jumped right on that New Haven “theme” for this day, eh[?] Appreciate the “Streamliner” on the Merchant’s Ltd Surely am surprised at the rather sparse “stuff” out there on the NYNH&H in terms of available Pix and the like. For such an active road, I’d think there’d be lots more. We’ll see what surfaces as this day progresses! Thanx, again![tup][tup]


Okay, Gents, next up is the “centerpiece” for our Theme for the Day: New Haven[tup]


Tom[4:-)] [oX)]


Stick around a few minutes AFTER POSTING - The information you MISS may be for YOU!

Those who acknowledge the other guy, get acknowledged!

[siberianmo]

THURSDAY’s INFO & SUMMARY of POSTS

We open at 6 AM. (Don’t ask how we do that!)[swg]


Thursday once again! Start the day with a freshly brewed cuppa Joe, some pastries from The Mentor Village Bakery, and if you’re really hungry, try our <traditional> and <light> breakfast selections from the menu board![tup]


Daily Wisdom

Thank you for making this day necessary.
(yogi-ism)


Info for the Day:

Railroads from Yesteryear may be found at:

#1: http://www.trains.com/community/forum/topic.asp?page=233&TOPIC_ID=35270
#2: http://www.trains.com/community/forum/topic.asp?page=234&TOPIC_ID=35270
#3: http://www.trains.com/community/forum/topic.asp?page=237&TOPIC_ID=35270
#4: http://www.trains.com/community/forum/topic.asp?page=240&TOPIC_ID=35270

New Haven arrives today!

* Weekly Calendar:

Today: Fish ‘n Chips Nite!
Friday: Pizza Nite! & Steak ‘n Fries Nite!
Saturday: Steak ‘n Trimmin’s Nite!


SUMMARY

Name …..…………… Date/Time …..…..………. (Page#) .. Remarks

(1) siberianmo Tom Posted: 08 Feb 2006, 05:23:59 (241) Wednesday’s Info & Summary

(2) passengerfan Al Posted: 08 Feb 2006, 06:44:52 (241) Streamliner #57 – SP Daylight

(3) siberianmo Tom Posted: 08 Feb 2006, 07:41:43 (241) Tweeeeeet!

(4) passengerfan Al Posted: 08 Feb 2006, 07:56:08 (241) The Taxman Springeth!

(5) siberianmo Tom Posted: 08 Feb 2006, 08:09:57 (241) Announcement

(6) siberianmo Tom Posted: 08 Feb 2006, 08:53:24 (241) AM Comments

(7) coalminer3 CM3 Posted: 08 Feb 2006, 09:47:12 (241) AM Informative Post!

(8) siberianmo Tom Posted: 08 Feb 2006, 10:55:10 (241) reply to coalminer3, etc.

(9) siberianmo Tom Posted: 08 Feb 2006, 11:30:29 (241) This day in Canadian RR History

(10) Trainnut484 Russell Posted: 08 Feb 2006, 12:01:13 (241) Inclusive Post, etc.

(11) siberianmo Tom Posted: 08 Feb 2006, 14:01:55 (241) reply to Trainnut484

(12) LoveDomes Lars Posted: 08 Feb 2006, 14:18:32 (241) Hinton info, etc.

(13) LoveDomes Lars Posted: 08 Feb 2006, 14:59:14 (241) B&A logo

(14) siberianmo Tom Posted: 08 Feb 2006, 15:13:02 (241) B&A Pix

(15) pwolfe Pete Posted: 08 Feb 2006, 17:00:19 (241) Inclusive Post, etc.

(16) siberianmo Tom Posted: 08 Feb 2006, 18:15:41 (241) reply to: pwolfe

(17) Trainnut484 Russell Posted: 08 Feb 2006, 19:22:10 (241) NYC Pix

(18) siberianmo Tom Posted: 08 Feb 2006, 19:39:31 (241) NYC Map

(19) trolleyboy Rob Posted: 08 Feb 2006, 23:19:34 (241) Inclusive Post, etc.



NOW SHOWING:

The Mentor Village Emporium Theatre
Double Features beginning Monday, January 30th!

. . . Sunday, February 5th thru 11th: The Titfield Thunderbolt (British 1953) starring: Stanley Holloway, Naunton Wayne, John Gregson & Sidney James – and – Breakheart Pass (1975) starring Charles Bronson, Ben Johnson & Richard Crenna.


That’s it! [tup][;)]

Tom [4:-)] [oX)]
Proprietor of “Our” Place, an adult eating & drinking establishment!

[passengerfan]

Good Night Barkeep I figured if the bar opens at six in each time zone then I'm in for last call on the left coast as you call it.(Insomnia). Everyone seems to have liked the New York Central day we had and we had more regulars than I remember for awhile. I see Rob made it just before closing to. Guess I'll have a CR and see if that helps me sleep.

I see Russ even gave us a picture of the NYC 4-8-2, nice.

Tom that accident at Hinton I have often wondered about even wondered if that midtrain passenger locomotive could have contributed to the severity of the damage to the passenger cars.

I don't think with this insomnia I will be able to post before work in the Morning so will leave this under the door for the morning.

PASSENGERFAN AL'S STREAMLINER CORNER # 58

MERCHANTS LIMITED NYNH&H trains 26-27 July 8, 1949 New York – Boston daily round trip All Parlor 220.1 miles each way 5 hours 15 minutes

The Merchants Limited became the only lightweight streamlined All Parlor Car train to operate in North America on the above date. Unfortunately it lasted for less than three months before coaches were added to this the most famous of all New Haven trains.

CONSIST ONE

208 BERKSHIRE COUNTY Baggage Buffet 1-Parlor Drawing Room 2-Parlor Roomette 28- Seat Lounge Car

400 CONNECTICUT RIVER 26- Revenue Seat Parlor 14- Seat Lounge Car

402 HOUSATONIC RIVER 26- Revenue Seat Parlor 14-Seat Lounge Car

300 PITTSFIELD 36- Seat Parlor Car

900 JONATHAN EDWARDS 48- Seat Dining Car

302 MANSFIELD 36- Revenue Seat Parlor Car

315 WESTERLEY 52- Revenue Seat Parlor Car

317 DANBURY 52- Revenue Seat Parlor Car

475 WATCH HILL 38- Seat Tavern Lounge Bar 22- Seat Lounge Observation

CONSIST TWO

209 KINGS COUNTY Baggage Buffet 1-Parlor Drawing Room 2-Parlor Roomette 28- Seat Lounge Car

401 THAMES RIVER 26- Revenue Seat Parlor 14-Seat Lounge Car

403 BLACKSTONE RIVER 26- Revenue Seat Parlor 14-Seat Lounge Car

301 BRIDGEPORT 36- Revenue Seat Parlor Car

901 SAMUEL HUNTINGTON 48- Seat Dining Car

303 BROCKTON 36- Revenue Seat Parlor Car

316 MYSTIC 52- Revenue Seat Parlor Car

318 GROTON 52- Revenue Seat Parlor Car

476 BUNKER HILL 38- Seat Tavern Lounge Bar 22- Seat Lounge Observation


TTFN AL

[trolleyboy]

Good evening Tom and the crew. I'll just have a tea this evening ( gonna go easy on Al's budget [:D] ) I missed yeaterday due to an emergency at the store that required my attention most of the day < sorry can't eleborate further > needless to say not a good day.

Anywho Tom CM3, and lars Amazing stuff yesterday on my favourite US road the NYC, goos show all around gents my engineer's cap is off to you all. Multiple silver throttle day if I had my way. [tup][tup]

Pete I've filled your latest url for later perousal, too bad if in fact that tramway does close down[tdn].One would think that in this day and age, more tramways should be openning up.I'm wondering are they just closing the old style street railway portion and switching it to the higher volume light rail that's so much in vouge now.

327 is a dream to work on and operate. It actually has not given all that much in the way of problems over the years, likley because it's always had a home indoors and never runs during rain storms. Open 600v controllers and water don't mix that well. [xx(]. It's craftmenship is a testiment to the time. When the replica was built in 1932-33 the TTC still employed hundreds, of rough and finishing carpenters, as the skills were still required to keep the several hundred wooden TR cars running. It wasn't till the late 40's that the TTC retired the last of their wood bodied passenger cars and went all steel PCC and Witt cars system wide.

Russ Those CN slugs were built as slugs. Custom built for road and yard use. The only locomotive parts on them are the trucks which are the same as what GM put on the MP15 locomotives. They were built of all new components in te 80's by Bombardiers locomotive facility in Montreal ( the old MLW plant ) There is i beleave about 60 of them on the railroad.The only slugs that CN homebuilt also happened in the early 80's . Twelve old MLW S3 and 4's were "slugged" cab and prime mover removed and the hood cut down to about 4 feet off the walkway. These units were permanently MU'd to S13 switchers ( also MLW's ) all these were sold off by Canac in the late 90's.


Doug Excellant conti uing story on locomotive cabs. Interesting stuff [tup] it's amazing to see the continuing advent of such a simple yet required piece of the locomotive. Continues today. All locomotives now have the full width safety cabs, at one point in the 70's only CN was fitting the then novel Wide safety cab to locomotives, the rest of the railraods feeling that they were an unneeded expense. Today of coarse it costs railroads more to build a conventionally cabbed locomotive than the wide cabs as noe the production has shifted the other way, with the Spartan cab being the expensive option at the factories. ( even NS now purchases the saftey cabs )

Tom Indeed a sobering story, that of the wreck at Hinton. The debate still rages today for the need of VIA to have their own trackage ( at least in the corridor } Likley closer to reality now than ten years ago , time and budgets will of coarse tell.

Also Tom what's with all the picture being posted after Sunday? Have the inmates started to run the asylum ? LOL consider yourself twweted for some as yet unumbered rule violation. [swg]

CM3 No need to feel humbled by that photo of MLG and the PCC. Intersting thoughtb though both things in that picture are now no longer used. At least in MLG's case the building still exists ( designated historical a couple decades ago )No use has yet been found for the building but at least it still stands. Our museum's master mechanic took that shot on his way to work. When he's not tinkering with the mechanicals and electricals of the museum's cars , he's tinkering with the mechanicals and electricals at the CBC.

Since today is still Pikes perspective day, I will ad just this little tidbit. After several lomng talks and some interesting ( well not really ) negotiations. I'm yankin gout the benchwork in the basement spare bedroom. Too tight od a space to properly accomplish what i wanted to do. I will be taking over the office/spare bedroom in the attic instead. A one for one flip so everyone concerned is happy. Up top i have less in the way of obstructions to deal with. In the basemen t room the door opens in and a closet and two windows had to be bribged + the room was narrow so my ample proprtions tended to fill the asileways. All this and a longer mainline run will be added and fixed in the new digs. On the upside, all the benchwork was designed to come appart easily, so the move will be fairly simple-also no permanent wiring or overhead had been raised yet, all in all it was the best possible time for this change to occur. More later.


Well gents I'm a bit drained so I'm off for now.

Rob

[siberianmo]

Evenin' Gents!

So, the NYC "theme" continues ..... Check this out:

New York Central (NYC) (1929) [Wikimedia Commons] (CLICK to ENLARGE)


Nice Pix, Russell [tup]

Leon the Night Man will take the bar at 9 PM (Central)

Enjoy!

Tom[4:-)] [oX)]

[Trainnut484]

Good evening Tom and gang. Since the bar is still open tonight, I'll have a Miller Lite, and put it on Al's tab. Thanks again Al [:D]

In keeping with the NYC spirit here, I have a pic of a NYC 4-8-2 # 2933 I took at the St. Louis Museum this past weekend. Click to enlarge


Enjoy [8D]

Take care,

Russell

[siberianmo]

G'day!

Good to see ya, Pete and appreciate the enthusiasm for the Posts of this day![tup][tup] Elaboratoins also "right on!"

I concur with your assessment regarding CM3s Post - he's right up there with the best of 'em![tup][tup][tup]

Always a good day a the bar when the drinks are FREE!![swg] Wonder if Al will be just as "generous" once we hook up in Toronto for our Rendezvous in May![?][swg]

Later!

Tom[4:-)] [oX)]

[pwolfe]

Hi Tom and all.

Another free day at the bar[^][yeah] thanks to Al. I pint of the usual please.

A good fini***o the NYC day with the named trains from LARS. Then on to the Boston & Albany with a couple of great photos. It is a sign of those times in how neat and tidy the trackside is in the photo. The B&A seems to have been a popular line. Thanks AL and CM3 for the details . That description of the Steam loco passing Newtonville in CM3's encore is one of the best I have read[tup].

RUSSELL I don't what would happen if the volunteers wern't there as no one would know how the Amtrak trains were running on the line through here. On some of the smaller un-manned stations in England there is a small box by the platform which by pressing a button you are connected to the dispatcher who will inform you as to how the next train is running.

TOM Thanks for the info on the NYC Mohawk at the St Louis Museum[tup].
Another great theme with On This Day.
I don't suppose the reason why the crew of the frieght passed the caution and the stop signals to cause that tragic accedent at Hinton will ever be known. In the U.K there is an ongoing campaign to stop trains passing a red signal. All trains now have to be fitted with whats known as TPWS which is an advanced and safer system than the old Automatic Warning System which was intro-duced inthe 50s which did much to improve railway safety. The preserved Steam locos certified for main line running have to be equipped with TPWS .

Thanks LARS for the info on Hinton and looking forward to the NH tomorrow TOM.

I'll have another free beer thanks AL. PETE>