G'day (again) Captain Tom and fellow travelers at the bar!
Ruth, it is nearly Noon-thirty here on "the island" and time for a frosty mug of R&H - Staten Island's "famous" brew from days gone by! A round for the house and I'll take one of my "standard" hero sandwiches if you please along with two pickles from the barrel and a saucer of brine for Tex!
I see CM3 I'm Not Shane! has stopped by for his morning "slot," leaving us with something to ponder on this Thursday - the South Brooklyn Railway Company. That will take a bit of research in order to add a little "something" to the flow. A challenge layed down by our WVA "connection"!
Here's a URL that may be of interest regarding this rather obscure road:
http://www.oldnyc.com/crossharbor_rr/sbrw/sbrw_1.html
I think the info on the Hell Gate was in a word - magnificent! Really perked up the place and peaked quite a bit of interest. That's the kindastuff this place thrives on - the impromptu . . .
Of all those Penguin names - I've sent my thoughts on the "best of the bunch" to you, Captain Tom! Put it in the "for what it's worth department."
Doug has baffled us with his "20 questions" - sure hope the answers aren't far behind! So here's my "mind boggler" - what's this and where is it
One more Ruth – then I gotta skedaddle!
Until the next time!
Lars
Good Morning Barkeep and all Present; coffee, please, round for the house and $ for the jukebox. Heavy fog in the coalfields this a.m., but it’s starting to lift and looks like it’ll be a beautiful day. That will make up for the past week and ½ of low clouds and rain.
Honest, folks, I didn’t plant the Hell Gate question for our ‘steamed proprietor, aka ancient mariner,” (couldn’t resist); but it sure did get a neat response from him and from BK and Lars, both in terms of prototype and model information. One more New Haven tieback and I promise Ill stop for awhile. The Fall River Line boats used to transit Hell Gate on their way to and from New York. Again, I can get my dad going abt all of that with just a few questions (he’ll be 87 next Feb. and is a wealth of historical information, because he was there.) I hope if I make it that long that I can still recall what he does.
The Lionel 300 bridge is something I have always coveted. The catalog entry was wonderful.
Barndad gives us Tootsietoy material to contemplate. I am sure many of you recall Dinky Toys. These were UK-made and I had a bunch of them. One I still have is a model of a Vulcan bomber – I saved $ for awhile to get that one.
Rob visited (twice, yet).
Pete. Glad you got to see the old Providence station. Many memories for me, for sure. This brings up a story.
My father got religion relatively late. The night he was confirmed, the Providence Station caught fire.
Now the officiating priest and my dad were both former firefighters; they are like train followers and will drop everything if there is something to see. It was getting toward the end of the ceremony, and the priest concluded with, “In the name of the Father, the Son, and the Holy Sprit; let’s go, they just rolled engine three.” So off they went to see the fire.
Also, in the 1938 hurricane, the roof blew off the station and the skylight came down into the lobby. The anniversary date for this storm is right around the corner and I am working on getting some material together on it because it had a great impact on New England railroads.
KCS is an interesting road, and still independent, although they are morphing into something much bigger.
Now, a little more New York material (late 1960s)
South Brooklyn Ry. Company
Mileage 5.94 miles
Stations at: 39th. St and 3rd Ave.; Coney Island; Gravesend; Greenwood; Kensington.
Junction Points With Connecting Railroads
Bush Jct., Brooklyn – Bush Terminal
Parkville, Brooklyn, NY – PRR
Bush Junction via Bush Terminal: B&O, CRR of NJ, E-L; LV, PRR, SIRT.
This should get something going.
Work safe
Good morning Tom and friends. I'll have a light breakfast, leave my stuff, and be on the way quicker than you can say "that bum didn't leave a tip!"
I see Rob came by after I left. I remember the toy-gun phase-out around here. The argument was that they were so realistic looking that they were being successfully used in roberies, and people were getting shot by cops who thought the guns were real. Of course, that's all the fault of the toy-gun, and not the person using it ... right? But that's a whole other subject. You can always paint that trolley red if ya want Rob, but that would kill the value. I have no idea how much that car is actually "worth." Whatever anyone is willing to pay, I suppose. As for the $1,300 doll, is it stuffed with gold coins or something? That's nuts! Omigosh ..the Kansas City & Southern? I'm going to have to set-up a spreadsheet over here of what is in each magazine. Are you really going to force me to get organized? Great to see Peter and Tom after I left yesterday too. I don't think there's much chance of being able to visit the Fox Valley layout after this year, but I promise to write the guy with our request when I know the exact date and number of people who would be out here, and we'll see what he says.
And now for a pop-test. Hope you studied!
Test your Railroad Knowledge (Dec 1956 Railroad Magazine)
Our dog left so many disgusting stains on our carpet that we had to buy new carpet. I didn't want to be stupid about the new purchase, so I cut the stains out of the old carpet. When the carpet guy asked what color we wanted, I pulled out the stained patches and said, "Yeah, can you match this color?"
G'day Gents!
Leon, set 'em up - and Boris, clang the bonger - drinks on Da Boss!
Have a rather busy schedule coming up early in the AM, so thought it best to drop my comments off this evening before falling way behind . . .
Really some nice 'stuff' regarding Toy 'n Model Trains on this mid-week day. For an optional event, we've had some fantastic offerings! Nicely done Doug with your two submissions along with the Hell Gate input from BK and Lars. And that web site is indeed something else! Surely would love to see it. Speaking of that . . . any "word" Doug on visiting that layout you exposed us all to should we have part of our 2nd Annual Rendezvous up your way Just wonderin' . . .
I must not be reading the tea leaves quite the way some others have, for I'm not "in the know" with whatever is making some guys knickers bunch up into knots. What's this all about Ship me an Email if it's THAT important - and let's try to keep the stress 'n strain at minimum levels here at the Tavern by the Tracks!
A word on "what is" and "what isn't" for this iteration of "Our" Place. I think Lars has it about as correct as it's gonna get - for now. I'm not doing Daily Summaries for a few reasons - mainly much too time consuming for the return on MY investment in time and resources. I'm not doing the B'day Watch List and Bashes because of similar experiences - and who can forget that "Bash" that "wasn't!!" I'm not getting into the "newspaper" business right now because of the enormous amount of time it takes to essentially please only a relative few. What else hmmmmmmm - just consult the list that Lars puts out EVERY week, and it will cover it all quite well. RIP!
Now does all of this mean NEVER - no, of couse not. Simply means - not right now. Anyone who wants to pick up the slack - as BK put it - surely can and are most welcome to jump right on in. The one thing that I will insist on at my creation are those things mentioned so many times - inclusiveness - acknowledging the other guy - joining in the banter at the bar and keeping to the "theme" which indeed is the discussion of "Classic Trains." Pretty simple outline for a continued successful future.
Appreciate the extra effort, Rob, in providing the interurban info . . . nice! By the by, Kansas City Southern (KCS) may be a toughie for the guyz - really not that much available - unless of course URLs are "it." I recall trying to put that road into my "RRs from Yesteryear" and had a very hard time getting anything substantive. Well, "We takes what we gets!"
Want to thank all who have provided inut for our "Name the Penguin Contest" - some really great ideas and it will be a tough choice to make. If anyone wants to "push" a particular entry, ship me an Email - HOWEVER - you must have submitted a name to be considered! Fair enough I think so.
Catch y'all in late morning - or early PM! Ruth will be opening up - so it's gonna be a long day for our red head - be kind, Gents - be kind! <grin>
Tom
Good evening Leon,I see Pete's been in so you haven't been completely without work which is good I'll nab a Keith's while I perch on my stool.Oh I'll leave you a bit o extra for a round incases anyone else comes in a bit thirsty
Pete -Nice to hear that they let you inside the old station,even if they are used for other purposes, it's good to see them at least preserved. Same goes for two of the stations in North Bay, The old Canadian Northern Station is currently being renovated into a seniors drop in centre, at least they are not stanging it's external appearance. The CPR station has been renovated and it's field stone fasade was cleaned and repaired. Inside is an antique mall / flea market, but again externally it still looks very much like the train station it once was. Two more saved which is always' a good thing. To answer your question about the Air Line if it were built I imaginge that as long as it was still electrified you would likely see some high speed electric commuter cars still running on it similar to te South Shoreor even an Acelea type train, oh well it wasn't to be.
Oh before I forget , I was aable to clean up the old magazine article picture of the Air Line so here it is. I know that Tom had beem interested in seeing what the cars looked like. They appear to be typical for the period railroad roofed Niles cars like those built for the other interurban systems of the time.
Rob
Hi Tom and all
A pint of the Bathams Ruth, you should still be on duty now, although it will be Leon who will be keeping the glass filled. The problem of a very slow speed typer.
DOUG Thanks for the idea of asking Trains about Bill Chambers, I have tried doing a search on the web but came up empty.I had not heard of Hafner models before.
CM3 It must have been wonderful to have seen a I5 at full speed through Kingston station. When we were there last October the station was doing a good trade as there were a train due in both directions. Thanks for the info on Mike's links. The old station in Providence is used as offices I believe, we were allowed to step inside the door and get a taste of the granduer of the building.
MIKE Great links again to the old diesels, electric locos and multiple units of the NH, .The Back Bay was a fine station, liked the inside pics, reading one of the data pics it was demolished in '79, what a pity it could not have been kept.
Many thanks CM3 and Mike for the Hell Gate bridge info and many thanks TOM for the history and great pics of the bridge. A very impressive structure and a worthy #1 of Great Railroad Bridges.
It is no surprise that Lionel modelled it and thanks BK for the pic and info. Then LAR's link to a layout with three of them.
Seeing the bridge got me thinking of the box girder bridge which still stands at the south end of Rugby station in my home town.I was told it was scheduled to be taken down last January but this was postponed. It will be a massive task and will shut the West coast main line for a while. The reason I thought of this was it was 40 years ago yesterday that the line over the bridge closed as a through route to London. This was The Great Central Railway and was known as the Last Main Line to be built in the UK, it was completed to London in 1899. If anyone is interested I will look up some more history of the line and do a post on it.
Well I see LEON is behind the barnow, so I will have another and get a round in. Pete.
.
Howdy again i see that Doug popped in again right before me, great article on Strombecker, I can remember when we had an asile in the store that looked like a varitable arsenal,not anymore don't carry a single bit of it anymore. 1993 we lead the way to the gunfree retail experiance. Funny that even the year it happened we really had no one ask why or where are the cap guns etc, still that way.
Awe shucks you shouldn't habve bought me that streetcar One question thought does it come in any other colours I'm partial to the red ones
THEME FOR THE DAY ANNOUINCEMENT FOR TUESDAY SEPTEMBER 12TH
Just so that everyone can get on their thinking toques,I think we sahll head to the more southerly direction for next week and hit on...... THe Kansas City Southern
See you then.
Good evening folks. I think a Keith's Leon oh and here's some extra quaters for some repetitive play of the Railroad Trilogy by Gorden lightfoot. Yes Boris you can clog dance to it ( odd request ) oh well.
Tom-Great follow up on the Hell gate bridge, some interesting trivia in there as well. I'm not supprised that it was a Nazi target during the war, the Welland Canal & the connecting bridges at Niagara Falls , Fort Erie,Windsor etc etc were also deemed to be desired demolition targets. I imagine in this twisted world we live in today there are those that would concider them thus as well.
Pete-Great pictures of the NH stations, fitting end to the pot porii that was yesterdays most recent theme day success. 5x to all those who contributed the ontime and ontopic material,and added thier own inclusive commentary as well Great to see.
BK-Like Lars I've been biting my tongue a bit lately as well, glad that you aren't tongue tied I do concur, we are all capable of filling in da blanks as it were, nuff said.Great Hell Gate model photo as well.You and Lydia are really comming up with some gems
Doug-Those prices were deals you didn't buy them Great little article on haffner and the associated history and pictures,a company I knew nothing about,good to see that the model theme does still pop up on occation on wednesday's
Mike / CM3 -More great phto links from Mike and thanks for the birthday wish as well. CM3 great follow descriptions on the first sets of photo's really puinctuates the good read had by all yesterday.
Lars-Nice to know that you are planning on saving your treasured childhood trains for the next generation.I hate to see family stuff like that sold on cyberspace You never know one of the grand kids may get bit by the train bug later in life, I was twelve so you might have some hope in it. Interesting shot with the three Hell Gate bridges.Soon I'll be off to check out that url.
Thot For the day -If I give you a penny for my thoughts and you give me your two cents worth, where does te other penny go ?
Afternoon Tom and friends. Looks like I just missed Ruth... (whew). I'll take a bottomless draught and buy a round for the faithful. I just knew that the Hells Gate Bridge would become a big item after the New Haven theme, and Tom posted a very informative article. Well done sir! I want to compliment BK for the Hells Gate model, and Lars for the amazing URL. Now that's the layout I want in my new basement! Speaking of URLs, Mike is the master, to be sure. What an incredible number of URLs for today! Thanks to CM3 for the explanations of earlier pix. Here's another humble submission from myself:
Here are some cute Tootsietoy cars, priced as marked
Here’s a bit of information concerning “Tootsietoy”
Key Dates: 1876: Charles O. and Samuel Dowst start The National Laundry Journal. 1892: Nathan Shure founds Cosmo Manufacturing to make toys. 1893: Dowst Bros. buys a linotype machine to make die-cast buttons and trinkets. 1906: Dowst introduces the first die-cast Tootsietoy automobile. 1926: Dowst and Cosmo merge to become Dowst Manufacturing Co. 1930s:Dowst toys are used as tokens in the newly created Monopoly game. 1940s:Dowst makes detonators, buckles for the U.S. war effort. 1950s:Nathan Shure's grandsons take control of the firm; toy guns become strong sellers. 1961: The Strombeck-Becker hobby division is purchased; Dowst later is renamed Strombecker. 1960s:Sales of slot cars boom, then bust; Strombecker returns to making basic toys. 1979: The acquisition of Chem-Toy adds the popular Mr. Bubbles line. 1980s:The firm moves most toy car manufacturing to China. 1989: The firm purchases Sandberg Manufacturing, maker of Sesame Street wooden toys. 1994: Major chains remove toy guns from shelves; Strombecker lays off 20. 1996: The company rebounds, posting record sales of $50 million. 2002: Board chairman Myron Shure dies. approximately $50 million. That year saw Strombecker make two acquisitions and form a joint venture with Daisy Manufacturing Co. to license and distribute Daisy's line of toy guns. The firm also introduced its first toys aimed solely at girls, which included tea sets and play cosmetics. The late 1990s saw Strombecker's bubble toy market share drop below 50 percent, but this climbed back to 54 percent during 2001. Sales of toy guns also went up late in the year following the September 11 terrorist attacks on the United States. The company was still the market leader in this category in the United States, with sales of its guns, bubbles, and other toys also strong around the world. In December of 2002 board chairman Myron Shure passed away. In addition to his many years in the toy business, Shure had amassed a collection of so-called "Outsider Art" and served as director of Intuit: The Center for Intuitive and Outsider Art near Chicago. After more than 125 years Strombecker Corporation had found its niche as a leading maker of basic toys like bubbles, guns, wooden blocks, tea sets, and cars. The Shure family, which continued to own and manage the firm, kept it on track for further growth through strategic acquisitions and new licensing deals. Company History:
Strombecker Corporation is the leading maker of bubble blowing toys and cap guns in the world, controlling about half of each market, and also makes other basic toys like die-cast metal cars, wood blocks, and dish sets. The company's best-known brands are Tootsietoy, Mr. Bubbles, Hearts 'n Home, and Hard Body Die-Cast, and it also makes items using characters or designs licensed from Disney, Looney Tunes, Pfaltzgraff, General Motors, and Ford, among others. Strombecker is owned by the Shure family, which has run the company for four generations.
Origins
The roots of the present-day Strombecker date to 1876, when a trade paper called the National Laundry Journal was started on the West Side of Chicago. Its publishers, brothers Charles O. and Samuel Dowst, later began to make small laundry accessories like die-cast collar buttons and cufflinks. In 1893 Samuel Dowst saw a Mergenthaler Linotype machine at the Chicago World's Columbian Exposition, which made metal type for printing by injecting hot lead into molds. Realizing it could also effectively produce metal buttons, he convinced the company to purchase one.
Dowst soon began producing more metal items, including die-cast promotional trinkets for clients like the Flat Iron Laundry Company, which bought them to give away to its customers' children. These items, which included a flatiron, a top hat, a Scottie dog, and a candlestick, would much later be adopted for use as tokens in the board games Monopoly and Clue. In 1906 Dowst introduced the world's first die-cast toy car, and several years later began making one patterned after the Model T Ford, which went on to sell more than 50 million copies. The firm's toy vehicles were known as "Tootsietoys," after company founder Charles O. Dowst's granddaughter "Toots." Their popularity was such that automobile manufacturers paid for creation of the molds so they could be included in the company's line.
One of the firm's competitors was the Cosmo Manufacturing Company, which had been founded in Chicago in 1892 by Nathan Shure. Cosmo's niche was making small prizes for inclusion in boxes of Cracker Jack, which was made by another Chicago-area firm. In 1926 Cosmo bought Dowst, and the merged companies took the name Dowst Manufacturing Co. Together they would make a variety of die-cast toys like train sets, doll furniture, airplanes, cars, and trucks, as well as Cracker Jack prizes and game tokens. By this time the firm had abandoned its publishing operations.
Dowst's business continued to grow despite the hardships of the Great Depression and World War II, during which the company turned to producing detonators for grenades and mines, as well as belt and parachute buckles. Because of severe restrictions on the use of metal, Dowst Manufacturing's only wartime toys were made of paper.
After the cessation of hostilities, the company returned to full-time toy production. Dowst soon added new items like western-style cap gun sets, which would prove popular in the late 1950s. By that time control of the firm had passed to Nathan Shure's grandsons Myron, Richard, and Alan.
And finally, a $25 street car for Rob
I wasn’t astute enough to try to figure out who made it.
Ruth left him on the sofa when the phone rang, and was back in a few seconds."Who was it?" he asked."My husband," she replied."I better get going," he said. "Where was he?""Relax. He's downtown playing poker with you."
G’day Captain Tom and fellow travelers at the bar!
Ruth, it’s time for one of my “specials” and a frosty cold bottle of Keiths Ale if you please. Hold the brine for Tex, as I see my “bookend” has taken care of that for him. <grin> A round for the house – ring the bell, Boris!
Just spent ½ hour trying to log on to this Forum!! <argggggggghhhhhhh!>
Not a bad day on “the island,” with the temperatures in the low 70s under a party cloudy sky. Still quite a bit of debris to be removed from the latest weather “hit” – but they’ll get it removed B4 week’s end.
Enjoyed the material on Hell Gate and the Bridge. I actually knew quite a bit of that history and the info provided by our leader was ‘right on’ the mark! Also, I have one of those Lionel bridges – really do. My grandfather gave it to my dad who gave it to me. It’s sitting amongst the train ‘stuff’ I’ve told you about – down in the basement. For a time, my sons alternated in setting it up on Christmas – but no more. Probably worth a small fortune to someone on eBay or one of those other auction joints. Ain’t for sale. It goes to whichever grandchild expresses an interest in electric trains. And I’m sad to say, haven’t seen much of that. A changing world indeed – in fact, it has already changed –and not to my liking.
Appreciate the email, Tom and my reply has been sent. Also got yours, Rob – didn’t figure a reply was necessary. Thanks for the input!
Another fine post from CM3 I’m not Shane! to continue on with his morning “place” at the bar. Those descriptions you provided to the URL spread really rounded it all out quite nicely. Undoubtedly, you KNOW the NH (along with the NYC, B&M, etc., etc.)
BK, I have been biting my tongue lately, but I see you haven’t! Consider me alongside you in that commentary. Thought I had covered “what is”and “what isn’t” quite well these past several weeks, especially on Encore! Saturdays. Hmmmmmm.
The bar is perking along quite nicely – a smaller nucleus – but one that has exhibited quite a bit of dependability since we resumed our activities. I’d rather not be a “dividerdadder,” but moreso a “unificatorerer” – hmmmm, well, I think the point has been well made. We are supposed to be about good natured banter at the bar – inclusiveness in our posts – acknowledging the efforts of others - and not forgetting that our talk should focus on “Classic Trains!” Toe that line, Gentlemen – and all will be ship-shape at the Saloon by the Siding. Go astray – then take the siding to the left which leads to other sites. <grin>
So, what happened to that FL9 “thing” proclaimed by red P Did I miss something <smile>
Hey Doug! I have it on good authority that if you continue with the “Ruthie” bit – Vito the Hit will be paying a call on YOU! He’s a “softie” for the red headed gal and I really wouldn’t want you to be on the receiving end of his “shoe fitters”! <grin>
So, here’s a little something to add to the Toy ‘n Model Trains optional day!
and you gotta check this URL out!
http://www.venturea.com/tjs.htm
One more Ruth – then I’m gonna post my Encore and skedaddle!
Good Late Morning Captain Tom and all assembled!
Ruth, we are approaching the noon hour, so perhaps today I will forego the breakfast menu and skip right onto lunch. I would like one of those "Lars Specials" - but just half of what he normally consumes - and skp the pickles! Just coffee for me with a "splash" to make it interesting. Oh yes, Tex may have the saucer of brine! A round for the house too, thank you!
Captain Tom, that information on the Hell Gate Bridge is most informative and definitely in line with the comment from coalminer3 CM3! You are on the ball - as usual.
Editorial comment: Something I have noticed - appears as if there may be some expectations of Tom doing more around here. Saw a couple of postings that led to me to that conclusion. Any one of us could pick up the slack if slack indeed is observed. In time, he just may decide to resume some of the features many have looked forward to. But it IS his choice.
The New Haven RR won't diminish with the passing of "Theme Day!" A most interesting potpourri of information and photos from the gang!
Not much to report from Alberta - as the mid-week blahs have set in, more or less. We will be heading to the valley for some replenishing of our provisions, which should liven the both of us up a bit. You would think with a house full of people this past weekend, plus just returning from a trip that we would be most content to "chill." Must be time for us to begin planning our next getaway . . . wanderers, we two!
Came up with this contribution for those who enjoy the "Toys & Model Trains" postings on Wednesdays - optional, if I recall -
No. 300 Steel Bridge Nothing so elaborate or architecturally perfect as this bridge has ever been made for use with a model electric train. It is faithfully modeled after the famous "Hell-gate" Bridge which spans the East River in New York. The piers, center span and structural features are correct to the minute detail. It is made entirely of sheet steel, and is substantially constructed throughout. It measures 28 3/4 inches in length, 11 inches in height and is 10 1/2 inches wide. It is so skillfully designed that it is not necessary for a train to travel up or down grade when passing over it. It is finished in lasting enamel colors, and will greatly add to every boy's "Lionel Standard" Railroad Equipment.
Nothing so elaborate or architecturally perfect as this bridge has ever been made for use with a model electric train. It is faithfully modeled after the famous "Hell-gate" Bridge which spans the East River in New York. The piers, center span and structural features are correct to the minute detail. It is made entirely of sheet steel, and is substantially constructed throughout. It measures 28 3/4 inches in length, 11 inches in height and is 10 1/2 inches wide. It is so skillfully designed that it is not necessary for a train to travel up or down grade when passing over it. It is finished in lasting enamel colors, and will greatly add to every boy's "Lionel Standard" Railroad Equipment.
From the 1928 Lionel Catalog. The original selling price of this unit was $15.00.
BK in Alberta, Canada's beautiful high mountain country!
Great Railroad Bridges - #1 Used with permission from Wikipedia.com
Hell Gate, shown in red, in a satellite photo of New York Harbor. It separates Ward's Island (to the west) and Astoria, Queens (to the east)
Hell Gate is a narrow tidal strait in the East River in New York City in the United States. It separates Randall's Island and Ward's Island (formerly two islands that are now joined by landfill) and Astoria, Queens.
It was spanned in 1917 by the New York Connecting Railroad Bridge (now called the Hell Gate Bridge), which connects the Bronx and Queens. The bridge provides a direct rail link between New England and New York City. In 1936 it was spanned by the Triborough Bridge, allowing vehicular traffic to pass between Manhattan, the Bronx, and Queens.
The name "Hell Gate" is a corruption of the Dutch phrase Hellegat, meaning "bright passage," which was originally applied to the entirety of the East River. The strait was described in the journals of Dutch explorer Adriaen Block, who is the first European known to have navigated the strait, during his 1614 voyage aboard the Onrust.
The first Hellegat is a branch of the Scheldt River estuary in East Flanders, which is still today an idyllic camping spot popular with European tourists. But because explorers found navigation hazardous in this New World place of rocks and converging tide-driven currents (from the Long Island Sound, Harlem River strait, Upper Bay of New York Harbor and lesser channels, some of which have been filled), the Anglicization stuck.
Some theorize, however, that Block might have named the strait with both meanings in mind, sliding a pun into place to evade the censorship of his strict Lutheran paymasters.
By the late 19th century, hundreds of ships had sunk in the strait. In 1876, the U.S. Army Corps of Engineers blasted the dangerous rocks, which was followed by further blasting work. One explosion in Hell Gate was the largest man-made blast in history up until the Atomic Age.
Though Hell Gate is still considered difficult to navigate due to strong tidal flows, its reputation is based on myth more than fact. At certain points in the tidal cycle, its waters briefly go slack, making it as placid as a lake. Even at peak current, competent kayakers and canoeists pass through without trouble. The greatest danger is the artificial one posed by heavy commercial vessel traffic through the tight channel.
Hell Gate Bridge view from Astoria park at dawn.
Carries
Amtrak Northeast Corridor rail line (2 tracks); CSX/Canadian Pacific freight rail line (1 track)
Crosses
Hell Gate of the East River
Locale
Queens and the Bronx in New York City via Randalls and Wards Islands
Maintained by
Amtrak
Design
Arch bridge
Good Morning Barkeep and All Present; coffee, please; round for the house and $ for the jukebox.
Some acknowledgements and then some comments re New Haven material.
Barndad: Hafner material was interesting to say the least. And the train set came with the box, too? Cool!
Pete: The station at Kingston was r/b a few years ago into its former splendor. That stretch of track south of Providence was the New Haven’s racetrack. My dad recalls I5s going through there with long passenger trains shall we say crowding the 100 mph mark at times.
In answer to your Hell Gate question. No. To get from Newark to Penn Station you shall (to paraphrase Stonewall Jackson) cross under the river.
BTW – anybody out there know where the name Hell Gate came from? I’ll bet our ‘steamed proprietor does.
Doug – Thanks for the Part II electrification article. Those EY2s handled most opf the switching duties at New Haven.
Tom: Thanks for more NYNH&H historical material.
BK: Ski posters brought back some memories. The New Haven pioneered ski trains (aka snow trains) from New York to the Berkshires. They also ran operations for fall foliage, hiking, skating parties, etc. Anything to keep otherwise idle passenger equipment busy.
Now to some of Mike’s pictures.
I appreciated the picture of Cos Cob as I mentioned it in my post yesterday. The round beasties by the tracks are coal silos.
The picture of the New Haven station (1st one) was taken looking toward New York (west by timetable). The so-called “motor park” is just to the west of the station and the shops area is on the other side of the tracks just about opposite the motor park.
The pictures in Providence were of the old station. The Industrial Trust building (aka the Daily Planet) is to the left of the picture, and the brick building to the right is the Sheraton Biltmore Hotel. My dad worked there for awhile in prewar days.
The East Side tunnel is a fascinating piece of rail history in Providence as it allowed freight traffic to pass under the campus of Brown University to get to E. Providence. Back in the day this line was electrified (was the old Providence, Warren and Bristol). The wires were removed in 1935. Just to the left and pout of the picture is the Shore Line track to Boston and the Promenade St. tower which controlled the east end of the Providence station.
The DL109 at Charles St. surely brought back some memories. There were two engine facilities in Providence (Charles St. and Northup Ave.)
The pictures at South Station were from widely different eras.
The first one shows the headhouse and Dewey Square. The station is much as built in 1899.
The second shot is much more up-to-date. The Federal Reserve Bank is the aluminum-looking structure across. The Stone and Webster Bldg is to the right and the Fort Point Channel is in the background.
In the next one, the drawbridge (now gone, IIRC) led to the coach yard at Dover St. This facility has been completely redone since the picture was made. The Boston Postal Annex is to the right. If you look hard toward the center of the picture you can see the so-called “Tower which controlled all of the switches and signals at South Station. These were semaphores until a few years ago.
The I5 is pulling the “Bay State.” These were the last steam engines purchased by the New Haven. Lovely looking, they were initially hell on the rail because of counterbalancing problems; a situation that was later corrected.
The PAs at Saybrook are in the as-delivered colors of orange and aluminum. BTW, there are almost theological debates re New Haven colors and paint schemes. I don’t even want to go there. My memories of the PAs are of them painted green and gold.
The last shot at Woodlawn shows what I mentioned in my post. This is the flyover where the New Haven crossed the NYC and then dropped down to allow NH trains access to Grand Central. Penn jobs went straight and did not use the flyover.
P.S. I see where we have new pictures posted today. I'll check them out in a little while.
Hi Tom and everyone, a round for the house.
Football officially started on Saturday last. The Irish are undefeated.
Pete, here is a link to a picture of the Mystic station way back when.
http://cho.uconn.edu/cgi-bin/Pscandoc.cgi?app=20&folder=1056&doc=1
Also, to answer your question, a train from Newark to Penn Station would tunnel under the Hudson. If it is a through train to New England (such as the erstwhile Montrealer) then, yes, it would cross over the Hell Gate Bridge eventually, after tunneling under the East River to Long Island City, then head up to Hell's Gate, as it was known for its swift current.
Doug, some pictures of New Haven electric locomotives of the era described in your post yesterday. Incidentally, that name Sy Reich rang a bell, and that Answer Booth lady Barbara, from the 1950s, when my dad bought those Railroad magazines every month. Should've saved them, they'd be valuable nowadays.
Rob, there's old MUs in this bunch of New Havens. If Tom doesn't post a birthday notice soon, don't worry pal. Who was Robinson Crusoe's chum? Jack Webb or something.
1st Electric train to NY
http://quest.lib.uconn.edu:20027/cgi-bin/Pdisplay.cgi?type=image/jpeg&path=/m1/encompass/r_railrddb/clipboard/.outgoing/TMP.objres.304.jpg&fileaddr=137.99.181.116&fileport=20162
01 and 040 engine type 1-B-B-1
http://quest.lib.uconn.edu:20027/cgi-bin/Pdisplay.cgi?type=image/jpeg&path=/m1/encompass/r_railrddb/clipboard/.outgoing/TMP.objres.321.jpg&fileaddr=137.99.181.116&fileport=20162
10 locomotives combined
http://quest.lib.uconn.edu:20027/cgi-bin/Pdisplay.cgi?type=image/jpeg&path=/m1/encompass/r_railrddb/clipboard/.outgoing/TMP.objres.191.jpg&fileaddr=137.99.181.116&fileport=20162
012 in a blizzard at Stamford
http://quest.lib.uconn.edu:20027/cgi-bin/Pdisplay.cgi?type=image/jpeg&path=/m1/encompass/r_railrddb/clipboard/.outgoing/TMP.objres.286.jpg&fileaddr=137.99.181.116&fileport=20162
0200 First AC Switcher
http://quest.lib.uconn.edu:20027/cgi-bin/Pdisplay.cgi?type=image/jpeg&path=/m1/encompass/r_railrddb/clipboard/.outgoing/TMP.objres.277.jpg&fileaddr=137.99.181.116&fileport=20162
0215
http://quest.lib.uconn.edu:20027/cgi-bin/Pdisplay.cgi?type=image/jpeg&path=/m1/encompass/r_railrddb/clipboard/.outgoing/TMP.objres.400.jpg&fileaddr=137.99.181.116&fileport=20162
0902 GE Cooper Bessemer
http://quest.lib.uconn.edu:20027/cgi-bin/Pdisplay.cgi?type=image/jpeg&path=/m1/encompass/r_railrddb/clipboard/.outgoing/TMP.objres.366.jpg&fileaddr=137.99.181.116&fileport=20162
0952 ALCO S1
http://quest.lib.uconn.edu:20027/cgi-bin/Pdisplay.cgi?type=image/jpeg&path=/m1/encompass/r_railrddb/clipboard/.outgoing/TMP.objres.370.jpg&fileaddr=137.99.181.116&fileport=20162
0923 ALCO HH 660
http://quest.lib.uconn.edu:20027/cgi-bin/Pdisplay.cgi?type=image/jpeg&path=/m1/encompass/r_railrddb/clipboard/.outgoing/TMP.objres.368.jpg&fileaddr=137.99.181.116&fileport=20162
0115
http://quest.lib.uconn.edu:20027/cgi-bin/Pdisplay.cgi?type=image/jpeg&path=/m1/encompass/r_railrddb/clipboard/.outgoing/TMP.objres.357.jpg&fileaddr=137.99.181.116&fileport=20162
0352 engine type 2-C+2-C New Paint 1945
http://quest.lib.uconn.edu:20027/cgi-bin/Pdisplay.cgi?type=image/jpeg&path=/m1/encompass/r_railrddb/clipboard/.outgoing/TMP.objres.445.jpg&fileaddr=137.99.181.116&fileport=20162
0361
http://quest.lib.uconn.edu:20027/cgi-bin/Pdisplay.cgi?type=image/jpeg&path=/m1/encompass/r_railrddb/clipboard/.outgoing/TMP.objres.331.jpg&fileaddr=137.99.181.116&fileport=20162
0361 with train
http://quest.lib.uconn.edu:20027/cgi-bin/Pdisplay.cgi?type=image/jpeg&path=/m1/encompass/r_railrddb/clipboard/.outgoing/TMP.objres.332.jpg&fileaddr=137.99.181.116&fileport=20162
0363
http://quest.lib.uconn.edu:20027/cgi-bin/Pdisplay.cgi?type=image/jpeg&path=/m1/encompass/r_railrddb/clipboard/.outgoing/TMP.objres.333.jpg&fileaddr=137.99.181.116&fileport=20162
0363 Bond Drive train
http://quest.lib.uconn.edu:20027/cgi-bin/Pdisplay.cgi?type=image/jpeg&path=/m1/encompass/r_railrddb/clipboard/.outgoing/TMP.objres.324.jpg&fileaddr=137.99.181.116&fileport=20162
0363 and 1408 Streamlined 4-6-4
http://quest.lib.uconn.edu:20027/cgi-bin/Pdisplay.cgi?type=image/jpeg&path=/m1/encompass/r_railrddb/clipboard/.outgoing/TMP.objres.336.jpg&fileaddr=137.99.181.116&fileport=20162
0365
http://quest.lib.uconn.edu:20027/cgi-bin/Pdisplay.cgi?type=image/jpeg&path=/m1/encompass/r_railrddb/clipboard/.outgoing/TMP.objres.334.jpg&fileaddr=137.99.181.116&fileport=20162
0366
http://quest.lib.uconn.edu:20027/cgi-bin/Pdisplay.cgi?type=image/jpeg&path=/m1/encompass/r_railrddb/clipboard/.outgoing/TMP.objres.335.jpg&fileaddr=137.99.181.116&fileport=20162
4011 Wooden MU
http://quest.lib.uconn.edu:20027/cgi-bin/Pdisplay.cgi?type=image/jpeg&path=/m1/encompass/r_railrddb/clipboard/.outgoing/TMP.objres.305.jpg&fileaddr=137.99.181.116&fileport=20162
4023 & 4200 & 4027 MUs
http://quest.lib.uconn.edu:20027/cgi-bin/Pdisplay.cgi?type=image/jpeg&path=/m1/encompass/r_railrddb/clipboard/.outgoing/TMP.objres.308.jpg&fileaddr=137.99.181.116&fileport=20162
4651 MU
http://quest.lib.uconn.edu:20027/cgi-bin/Pdisplay.cgi?type=image/jpeg&path=/m1/encompass/r_railrddb/clipboard/.outgoing/TMP.objres.309.jpg&fileaddr=137.99.181.116&fileport=20162
4024 MU
http://quest.lib.uconn.edu:20027/cgi-bin/Pdisplay.cgi?type=image/jpeg&path=/m1/encompass/r_railrddb/clipboard/.outgoing/TMP.objres.443.jpg&fileaddr=137.99.181.116&fileport=20162
4034 MU
http://quest.lib.uconn.edu:20027/cgi-bin/Pdisplay.cgi?type=image/jpeg&path=/m1/encompass/r_railrddb/clipboard/.outgoing/TMP.objres.425.jpg&fileaddr=137.99.181.116&fileport=20162
4060 MU
http://quest.lib.uconn.edu:20027/cgi-bin/Pdisplay.cgi?type=image/jpeg&path=/m1/encompass/r_railrddb/clipboard/.outgoing/TMP.objres.429.jpg&fileaddr=137.99.181.116&fileport=20162
4083 MU
http://quest.lib.uconn.edu:20027/cgi-bin/Pdisplay.cgi?type=image/jpeg&path=/m1/encompass/r_railrddb/clipboard/.outgoing/TMP.objres.431.jpg&fileaddr=137.99.181.116&fileport=20162
4200 MU Interior
http://quest.lib.uconn.edu:20027/cgi-bin/Pdisplay.cgi?type=image/jpeg&path=/m1/encompass/r_railrddb/clipboard/.outgoing/TMP.objres.344.jpg&fileaddr=137.99.181.116&fileport=20162
4656 MU
http://quest.lib.uconn.edu:20027/cgi-bin/Pdisplay.cgi?type=image/jpeg&path=/m1/encompass/r_railrddb/clipboard/.outgoing/TMP.objres.310.jpg&fileaddr=137.99.181.116&fileport=20162
4650 & 4049 MUs
http://quest.lib.uconn.edu:20027/cgi-bin/Pdisplay.cgi?type=image/jpeg&path=/m1/encompass/r_railrddb/clipboard/.outgoing/TMP.objres.313.jpg&fileaddr=137.99.181.116&fileport=20162
4651 New Canaan
http://quest.lib.uconn.edu:20027/cgi-bin/Pdisplay.cgi?type=image/jpeg&path=/m1/encompass/r_railrddb/clipboard/.outgoing/TMP.objres.311.jpg&fileaddr=137.99.181.116&fileport=20162
Historic Boston & Providence 4-4-0
http://quest.lib.uconn.edu:20027/cgi-bin/Pdisplay.cgi?type=image/jpeg&path=/m1/encompass/r_railrddb/clipboard/.outgoing/TMP.objres.223.jpg&fileaddr=137.99.181.116&fileport=20162
CM3, thanks for the magnificent typing. Picture of the elevator somewhere in this mess.
You don't need this I know, but I got curious about the late Back Bay Station.
http://memory.loc.gov/pnp/habshaer/ma/ma1200/ma1213/photos/076675pr.jpg
http://memory.loc.gov/pnp/habshaer/ma/ma1200/ma1213/photos/076676pr.jpg
http://memory.loc.gov/pnp/habshaer/ma/ma1200/ma1213/photos/076677pr.jpg
http://memory.loc.gov/pnp/habshaer/ma/ma1200/ma1213/photos/076678pr.jpg
http://memory.loc.gov/pnp/habshaer/ma/ma1200/ma1213/photos/076679pr.jpg
http://memory.loc.gov/pnp/habshaer/ma/ma1200/ma1213/photos/076680pr.jpg
http://memory.loc.gov/pnp/habshaer/ma/ma1200/ma1213/photos/076681pr.jpg
http://memory.loc.gov/pnp/habshaer/ma/ma1200/ma1213/photos/076682pr.jpg
http://memory.loc.gov/pnp/habshaer/ma/ma1200/ma1213/photos/076683pr.jpg
http://memory.loc.gov/pnp/habshaer/ma/ma1200/ma1213/photos/076684pr.jpg
http://memory.loc.gov/pnp/habshaer/ma/ma1200/ma1213/photos/076685pr.jpg
http://memory.loc.gov/pnp/habshaer/ma/ma1200/ma1213/photos/076686pr.jpg
http://memory.loc.gov/pnp/habshaer/ma/ma1200/ma1213/photos/076687pr.jpg
http://memory.loc.gov/pnp/habshaer/ma/ma1200/ma1213/photos/076688pr.jpg
http://memory.loc.gov/pnp/habshaer/ma/ma1200/ma1213/photos/076689pr.jpg
Data
http://memory.loc.gov/pnp/habshaer/ma/ma1200/ma1213/data/003.gif
http://memory.loc.gov/pnp/habshaer/ma/ma1200/ma1213/data/004.gif
http://memory.loc.gov/pnp/habshaer/ma/ma1200/ma1213/data/005.gif
Now where's Nick? Great song titles, hearing some old tunes first time in years.
Mt. Snowden in Wales 1961
http://webapp1.dlib.indiana.edu/collections/cushman/full/P12127.jpg
Mike
A blue sky rather cool morning here in mid-continent USA with Petrol down to $2.43 (rounded) last time I saw the signs up at "Collusion Corner."
Appears as if the "Name the Penguin Contest" has taken hold -
Names for the Penguin mascot thus far:
Pengie (from Lars)
Chester (from Nick)
Willie (from Rob)
Phil (from BK 'n Lydia)
Pudgie (from Doug)
Percy or Chilly (from Pete)
(name will be announced on Monday!)
Nice going guyz!
Gotta make a comment on a couple of Tweetable Offenses (that's O-fence-ez in Canada! <grin>) -
It's RUTH not RUTHIE (Doug!) and she works from 9 AM - 5 PM Mon thru Sat (Doug 'n Pete!) <geesh>
Okay - now that we've gotten that bit of "housekeeping" outtatheway, hope everyone is settling into the mid-week activities, whether at work, home or elsewhere. I love this time of year as summer fades into the beginning of what I hope will be a glorious fall season.
We had quite an outpouring for the "Theme for the Day" RR - New Haven - yesterday, eh Nice work to and for all the guyz who made it happen! Always good stuff from Doug 'n Rob and the guyz!
Didn't see a thing about the "FL9s" that were "declared" by red P. He must've been working . . . Can't "declare" unless you "follow thru" first - is kinda the way it works 'round the Tavern by the Tracks!
The highlight for me for the "Theme Day" was the submission by CM3, followed nicely by those great URLs from our URLMeisterMonsterMike! Really topped it off quite well, woudn't ya agree [tup ]
Pete - I'm still not sure that a "Mentor Village Gazette" will be published again. Much too much goes into it for the "return" - plus I'm still not "there" yet, if you know whutImean. Thanx for the mention, though . . . Thanx for your submission(s) for the Penguin's name - I used 'em both - they fit quite well!
Doug - where in the world do you find these 'critters' Sorry - but ain't no way I'm incorporating them into the "mascot regiment" for "Our" Place. Getting rather crowded as is! <grin> I see you're not letting go of the "Toys 'n Model Trains Day" idea for Wednesday - nice Post! Also, your "light reading" continuation for the New Haven will be taken up later today by Moi! Thanx for your thoughts on the name for our Penguin - good one!
BK- Many thanx for those RDCs! How did you KNOW Also enjoyed the NH Posters that Lydia came up with! Nice inclusive Post, by the way!
Lars - Nice selection of book covers for the "Theme" - NH was at one time a most cherished road of mine, especially for my HO pike. When I lived in Connecticut (mid-60s), I used to spend a bit of time at the New London train station just watching 'em come 'n go. Then of course, back in the mid-50s, I rode 'em between Grand Central Terminal and New London on a regular basis - great road! And - yes - the Three Horsemen have more in common than not, or so it seems! Appreciate your ongoing efforts to help keep the bar "up on the Forum's page!"
Boris - serve 'em up all of the "spiked" OJ they can handle - and by all means, ring the gong!
Later!
Good morning Tom and friends. I'll have a light breakfast if you please. There's a lot to be said for putting animals to work Rob. Just look at the success of K-9 corps. Perhaps we do have a Penguin Patrol in our future. Glad you liked the little piece about the boy who had died from smallpox, Pete. I'd be amazed if the anual graveside tradition was still being continued. I wonder if Trains magazine might use their resources to find out? Here's a little something for my Pike submission to read with your morning paper:
Here are a few items I found for sale at a local antique store in Woodstock. First is a doll for the amazingly low price of only $1,275
Next is a Hafner train set, for just $125
From Wikipedia: The Hafner Manufacturing Company was a maker of clockwork-powered O gauge toy trains, based in Chicago, Illinois, from 1914 to 1951. It was formed when its founder, William Frederick Hafner, left American Flyer to create his own company. During its peak periods, it employed as many as 150 people.
The reasons for Hafner departing American Flyer, a company he helped found, are lost to history. In the book Greenberg's Guide to American Flyer Prewar O Gauge, author Alan R. Schuweiler cites three possibilities: Hafner may not have known what position he held in the company, he may have sought a larger share of the company, and he may have been passed over in favor of his co-founder's son, William Ogden Coleman, Jr.
While Hafner was able to quickly gain distribution from catalog retailer G. Sommers & Co., it never received the widespread distribution of the so-called "Big Four" of American Flyer, Lionel, Dorfan, and Ives.
The early Hafner trains bore the Overland Flyer brand and closely resembled competing offerings from American Flyer. As late as 1917 a car appeared in American Flyer's product line that closely resembled a Hafner design. This suggests the two companies worked together in their early days, or that one or both companies copied designs from the other. Since American Flyer was known to have purchased rolling stock from German competitor Bing, it is possible that American Flyer also purchased from Hafner, or vice versa.
Unlike its competitors, Hafner survived the Great Depression without making significant changes to its product line, since it always specialized in inexpensive train sets that sold for US$3 or less. World War II proved a greater challenge. Since toy production was prohibited after 1942, toy companies had to adapt. While Lionel and the A. C. Gilbert Company were able to secure government contracts to manufacture items with military applications, Hafner lacked the tooling and manufacturing expertise to do the same. Hafner survived by forming a symbiotic relationship with the Fox Brewing Company. Fox was unable to secure bottlecaps from any other source, while Hafner was unable to make much else.
William Hafner's son John Hafner took over the company in 1933, but the elder Hafner stayed involved with the company until his death in 1944. John Hafner ran the company until 1951, when he sold the company to All Metal Products Company, the makers of the Wyandotte brand of toys. In a 1992 interview, Hafner said he was glad to get out of the business, citing increased difficulty competing with larger toy manufacturers.
Hafner's new ownership faced the same difficulties, and by 1956 was out of business and in liquidation. Louis Marx and Company purchased the Hafner tooling, then shipped it to its subsidiary in Mexico, where it was used to produce inexpensive windup and battery-powered sets. Many Marx collectors believe Louis Marx's primary motivation for the purchase was to eliminate a competitor from the marketplace.
The clockwork locomotives and colorful lithographed tinplate rolling stock placed Hafner at the low end of the market. Unlike most of its competitors, Hafner never created an electric train. Any Hafner electric trains that exist today were retrofitted with a motor from another manufacturer. Electrifying Hafner locomotives by outfitting them with surplus Marx electric motors is a somewhat common practice.
Both Hafner and Marx were known to use "recycled" lithography, a cost-saving practice where the tinplate from defective print runs was flipped over and printed on the blank side and used. The result of this is hidden graphics on the interior of cars and accessories. In addition to re-using its own defective sheets, Hafner would sometimes buy defective sheets from other companies as scrap and use it. Some Hafner collectors specialize in collecting these variations. Additionally, some metal products from the mid-20th century such as flashlights have surfaced with Hafner lithography inside, which indicates that Hafner sold its surplus or unusable print runs for use in the manufacture of products that would be painted.
http://www.ahajokes.com/cartoon/attente.jpg
Hi Tom and all.
Thanks for the comments on the pics on Sunday
Running late but the puter keeps going off line for some reason.Anyway Lady Ruth, (I had better be polite as I dont want my beer supply cut off like Doug), a pint of the usual and a round for another great Theme Day.
A real busy day at the yesterday as well..If the Chicago to New York Air Line had been built I wonder what speeds it would be able to run at today, I dare say the journey times would give air travel a run for its money ROB.
Sad but lovely piece about Bill Chambers and the Little Fellow DOUG. It would be interesting to know if the tradition of the train stopping at the spot one day a year is still kept up.
NICK Real glad you and the band survived the outdoor concert in the rain, that sounds scary. Sad about the Rosslaire turntable, after the steam age infrastructure managed to survive all this time it seems strange they should want to take it out now. I thought that the Dublin to Rosslaire steam run was one of the most popular in Ireland.
TOM Many thanks for the index and the way to get to the pages with new format, it is a lot easier. Great pics of Kirkwood station and the day at Union Station KC, that was a great day out..Any chance of a Gazette when we reach page 400. Good names for BORIS's new friend so far, my meagre effort is Percy Penguin, one of the skittle team I played for was known as Chilly, from the cartoon show, as as a young kid on a visit the the zoo the rest of his family could not get him away from the penguins
Here are a couple of pics of stations on the NH taken last year
Mystic Connecticut
Kingstone Rhode Island.
Wonderful NH day with the history and Fallen Flag from TOM.DOUGs Electrification, LARS's book covers BK's posters and RDCs, ROB's Passenger service, CM3s journey by words( the description of the change over from diesel to electric traction was something I witnessed many times as the West Coast electrification spread south at my home town in the mid 60s, it brought back memories right down to noise the points made, but there is no way I could explain it as well as CM3) and the pictorial journey of MIKEs links. Many thanks.
By the way, if you travelled to Penn Station New York from Newark would you go over the Hell Gate Bridge
I am having a bit of trouble transfering links so I had better try to post this now.
Pete.
Good evening Leon just a single for me, had enough for one day.Well looks like it twas another good theme day indeed. Lots of great info from all sides. 5x for all
Lars-Great book covers. I do like the MBI books I have the one on CN and the one on CP, go figure ehYou are right all we none new yawker's seem to be firing on all cylinders with a road so near and dear to where you live. Definate thumbs up for Shane it was one of his usual top notch stories.
Doug-Great part two, nice picture of te juice jack as well You seem to have brought a veritable zoo in with you between Fred, Boris, the penguin and now hootie we are going to need alot more newspaper around this joint.
Tom-Great encored article,we got all the info down to the nuts in bolts now fer sure fer sure. I'm glad that te theme days are working out so well. Everyone keep their eyes open for next weeks anouncement tomorrow afternoon. You've gotten quite a responce on the name the penguin, should be a tough choice.
Well have a good evening everyone. Still looking for P's FL9 artricle though
Good evening Ruthie ... care to see my entry against Awk for the Spitfire Manuevers? . His name is Fred, because he just looks like a Fred to me. Any chance I can get a bottomless draught today? No? Thought not. Would you mind setting up a round for the other guys then? Thanks.
Moving along ... what a terrific NH day we're having here guys! CM3, that earlier post of mine actually came from a three part series, so maybe I have a picture of an anchor bridge in part I or III, if I have the magazines. I'll be looking for it tonight. Loved your personal experiences with the NH lines. You are quite the story-teller sir! Nice fallen-flag and Wikipedia submission Tom, and I'll try for "Pudgie" in the name the penguin contest. Fantastic URLs as usual from Mike today. Surely enjoyed the trip. You sir, did an amazing job. Nice passenger service post Rob. Enjoyed the posters from BK, but I think he's trying to get free drinks from our proprietor by posting the NH RDC pix. Someone keep an eye on the comps around here! Hootie .... do your stuff! Which brings me to Lars. Great to see you today too sir, and thanks for the NH books! And now, here's my part II from article II:
New Haven Electrification by Sy Reich, Feb 1959 Railroad Magazine
No.222, one of New Haven’s EY-2b electric switchers. Photo by Sy Reich.
The Danbury 23.52 miles of single track extending between Danbury and South Norwalk, joined the electrification parade in 1925. In those days, trains from New York operated as far south as South Norwalk with electric engines. At South Norwalk a steam locomotive, deadheaded from an existing engine terminal at Stanford, would be tied into the train for the rest of the journey to Danbury and Pittsfield, Mass.
To avoid deadhead milage between Stanford and South Norwalk for both steam and electrified engines, the New Haven had to choose between building an engine terminal at South Norwalk or extending the electrification to Danbury, a division point which already had an engine terminal. They chose electrification.
The first electrification project between Woodlawn and Stanford was a busy main-line and commuting road. In order not to interfere with railroad operations, work was done at night. In 1905, the job began with digging the foundations for catenary steel bridges. The erection of these bridges across the tracks at intervals of several hundred feet gave visable proof to those who lived along the line that a big change was coming. Catenary bridges are used for hanging the catenary or overhead contact trolley wire.
Every few miles the construction gangs erected anchor bridges, onto which catenary wire was firmly attached. The anchor bridges also contained circuit-breakers as well as other switch gear and transformers necessary to isolate any section of wire.
By insulating the trolley wires of parallel tracks from one another and by sectionalizing them along in much the same way that a model railroader sectionalizes his tracks to provide for control of more than one train, the railroad could disconnect any section of wire in case of emergency, while maintaining power on parallel tracks to allow operation of the line to continue. The isolation switch gear is generally controlled from interlocking towers.
The original catenary was different from the type used later. It consisted of three supporting wires parallel to the track spaced apart by hangers to maintain them in the form of a triangle with the top side horizontal (parallel to the crossties) and the opposite vertex (point) used to suspend the contact or trolley wire.
Two upper supporting wires are attached to insulators on the catenary towers. Thus the contact wire is supported parallel to the center line of track, following it around curves.
This triangular-shaped catenary was chosen to provide rigidity. But a few months of operation proved that rigidity was not desirable. The existing catenary was modified by installing clips to give it more flexibility, yet retaining its triangular set up. However, all subsequent construction was non-triangular.
A still different type of catenary was used on the next stretch of electrified, the Harlem River Line. Once again, catenary bridges spanned the multiple-track line. From adjacent bridges two steel cables were strung parallel to the tracks. Heavy steel bars were attached to them parallel to the ties. Simple steel catenary wire construction was hung from insulators attached to these steel bars which were placed between the catenary bridges. Copper wire fastened to the steel catenary wire was used for contact wire. This kind of suspension gave flexibility.
The 1925 electrification of the Danbury branch was unique. This singlre track line did not require heavy-duty installation. Instead, single-steel upright bents supported a steel member across the track from which insulators were hung. This construction was similar to that used on numerous single-track trolley and interurban lines except that now it was more substantial since the catenary weighed more than a single trolley wire. The 25-mile project was begun in October, 1924, and opened for passenger operation the following July. This is quite a record, considering that normal service was maintained during construction.
Throughout this period, the New Haven Railroad was installing overhead wire on many yard tracks and sidings. Oak Point Yard became probably the largest electrified yard in the country.
When the first project between Woodlawn and Stanford opened up in 1907, the road had 22 ½ route-miles and 110 track-miles electrified. When the last of the projects, the Danbury branch, was finished, the New Haven had some 112 route-miles, 195 miles of yard tracks, and 367 miles of main-line track. Except for the several abandoned tracks on the Harlem River line, and some yard and siding tracks that were de-electrified, the entire system is still intact.
Because in 1905 the quantity of power that the New Haven required was not available commercially, the company built its own power plant at Cos Cob, Conn. There, in 1907, three Westinghouse 3750 killovoltamp, single-phase, 25-cycle, AC generators were put into service. Each was driven by a steam turbine operating at 1500 rpm, using steam of 100 degrees superheated at 180 pounds per square inch.
The 28 boilers which supplied steam for the turbines were fired by coal. The generated 11,000 volts AC was steeped up in transformers to 22,000 volts for transmission along the main line. At each anchor bridge, transformers reduced the 22,000 volts to 11,000 for contact wire. Substations were located at Port Chester, Greenwich, Stanford, and South Norwalk.
As the trains grew longer and operated more frequently, power drain at Cos Cob increased. Additional equipment was installed there. At length, in 1915, a substation was built at West Farms to bring additional electricity from the Sharon Creek power plant.
At the time of electrification, signaling along the lines was revamped. A peculiar type of left-handed semaphore was developed to fit clearance requirements. In general, the electrified main line had four indicati
Now arriving on track #1 …..
Railroads from Yesteryear! Number Five
(first Posted on page 242)
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
THEME Day Tuesday! - THEME Day Tuesday!
My humble offering for this New Haven RR day comes in the form of books . . .
G'day Captain Tom and fellow travelers at the bar!
Ruth, I'll have my usual foot long, a Schaefer in a frosty mug, a saucer of brine for Tex, a tray of ice cubes for the Penguin and - zooooooooooom - what was that Ah, Awk is practicing his Spitfire routine! What next
Really has been quite a nice turnout for this week's "Theme for the Day!" as the New Haven is always a good draw. Most impressed with the submission from CM3 I'm Not Shane! Now that's quite a story teller, huh Really captivated me and I could almost "feel" the movement of the train as I progressed through the lines . . . Excellent job - worth a 5- Salute to you Sir!
Tom, you must have a zillion of 'em stored away - looking at your Index that you provided us yesterday, I'd say you probably don't have to type a thing from here on out! EXCEPT of course for the blasted reformatting! <arrrrggggghhhh> Nice Encore of the Fallen Flag!
Also enjoyed the Electrification of the New Haven article provided by Doug - who is always good for some in depth info . . . then along came Rob with his and the next thing ya know, we're all Aficionados of one mighty fine road!
Might've figured that the Three Horsemen would be the one's with the emergency generators! As any sailor will tell ya - it's too late to be looking for the life jacket when your ankles are getting wet!
Gotta kick out of Nick's post - and as always, still smiling at his comments! <grin>
BK, good to see ya this fine day as it was a long weekend indeed - longer for some of us than others! Nevertheless, good to be back amongst the guys, in the confines of the best bar 'n grill this side of heaven! Those posters are right-on and fit well within the "Theme" - good show!
I see Mike has made his presence known with a spate of timely Urls - but very little conversation. Enjoyed the shots and hope all is well with you. Haven't seen ya 'round the bar lately.
Caught the end of the Cards-Nationals game on the tube and that was some homer hit by Albert. But, a near-no-hitter did 'em in and they STILL remain 6 games up in the Central. Meanwhile, my Mets took it on the chin from the Braves - but at least we are so far ahead, it's almost like - who gives a Rat's Patoot! But then again - better not be too cocky, huh Also appears that unless something goes haywire over in the AL East, the Yanks are pretty much secured with their 9 game lead over the BoSox. Also noted that the ChiSox have slipped to 3rd in their division. What a season this has been. And to think - football begins for real on Thursday night!
Next up will be my contribution for "Theme" day!
Be back in a flash!
Greetings BK & Lydia. I did indeed see you pop in but I was mid typing as it were.Great posters of the New Haven. deffinatly appropriate to today's theme. The RDC's are a nice touch as well.I'm sure that the goodTom will appriciate them. I know I did.<grin>
I think if the two of you don't mind I will sit in a booth with the two of you as it appears to me that Boris and Awk are teaching the penguin how to dive bomb poor Tex.
Ruth i think another round would ne in order to freshen up everyone;s drinks. Oh yes Boris pleas ring your chimes if you would be so kind, a round on me, thank-you,
THEME FOR THE DAY THEME FOR THE DAY THEME FOR THE DAY
NEW HAVEN PASSENGER SERVICE :
The New Haven offered the only direct rail route between New York and Boston, so it was no supprise that this was and became the NH's premier route, the showcase of the operations. The 229 mile Shore Line route that linkls these two heavily populated areas also served Rhode islands capitol city Providence.The lione westr out of New Haven into New York was ( still is )the corridor of densely populated "bedroom" communities for thiose who work in New York City itself.
For nearly it's entire existance , the NYNH&H offered NY-Boston service throughout the day and night,serving both Grand Central Terminal and Penn Station. A 1946 timetable shows a minumum of hourly departures from Boston to New York, from 7am until 9pm.The Merchants Limited , in it's heyday was an extra fare parlour car train, and The Yankee Clipper were the pride of this shoreline route. The names of other NY-Boston "flyers" were ;The Roger Williams, Patriot, Pilgrim, the Narragansett, Minute Man ,Mayflower, and the Pilgrim.
By way of joint operations with the PRR, prompted the openning of the Hell's gate Bridge in 1917.The New Haven also operated throuhg trains between Boston and Washington DC via Penn Station.These trains included The Senator,Federal,Quaker, and Colonial.The latter also allowed NH passengers to travel through Manhatten to Philadelphia,Baltimore,and Washington.
The NH's second busiest line operated service to Cape Cod on the line that ran to Springfield Mass.This lione split off the shoreline at New Haven. In addition to some independant NY-Springfield runs this line carried almost all the Boston bound trains and all featured connections to Springfield at New Haven.The Springfield line also hosted through trains to Vermont and Canada, these were operated jointly with the Boston & Maine.
Catreing to tourists,New Haven operated service to and from Cape Cod, and at one time these trains ran all the way to the tip at Provincetown Mass, Seasonal trains The Cape Codder & Neptune, operated from New York through Taunton, Mass onto Buzzard's Bay, where the train split for Hyannis and Wood's Hole.Boat connections could be made from there to Martha's Vineyard and Nantucket. The Cranberry provided Boston-Hyannis service as did local trains on this division.
COMMUTER SERVICE
The NYNH&H along withb it's extensive regular and speacial passengers runs also operated a dense network of commuter lines tied both to New York and to Boston.Suburban type service out of Grand Central focussed on the communities along the shoreline route,New Rochelle,New York,New Haven, and branches that ran to New Canaan,Danbury,and Waterbury.Suburban service to Boston was a bit more spread out with numerous branches most of them the former Coloney lines,these reached out to Plymouth,Braintree,Fall River,New Bedford,and others, some commuter service was operated between Boston and Providence as well.
Today the NH-NY area still gets suburban service which are now under the flag of the Connecticut department of Transportation. In the Boston area they run under the flag of the Massachusetts Bay Transportation Authiority. The" T ". Great srevices still but lacking the flair of the heavy electric and diesels trains of the New Haven era.
Greetings Captain Tom!
Nearly forgot - these are especially for YOU!
NH RDC-1 #41 (photo: David Telesha)
NH RDC-1 #42 (photo: Elliott Hoffman)
Enjoy!
Good Morning Captain Tom and all assembled!
Ruth my lovely, a #3 if you please, a steaming mug of coffee and a round for the house.
I do not know where my head was last time my words reached you, but I totally forgot about our weekend guests here at the mountain retreat. Nevertheless, I am back and have a few items to post, with thanks to Lydia, my earstwhile "sidekick."
Before doing so, however, let me acknowledge the fine work of our Mentor and Proprietor - Captain Tom, for keeping the good ship afloat these past several days while many of us were elsewhere. I know it wasn't the intention of the "Gang of Ten" to put the burden on you for the resurrected Tavern by the Tracks - but it appears as if we did indeed do that very thing!
Lars, glad to learn that you have overcome this latest bout of adversity. Seems that someone may have painted a Bull's Eye on your homes - both on "the island" and "upstate." Nevertheless, that is history and I would not be overly concerned about missing one day at the bar - it WILL survive, given the likes of you and several others who have demonstrated a willingness to make it so!
Doug, Rob and Pete provided some very interesting photos for the Sunday Gala and the Encore! Event for Saturday was highlighted by Captain Tom's excellent renditions of those British Railway advertisements! The visits from Sir Nick over in West Wales have continued, leaving us all with some side splitting laughter - which is always good tonic!
Must say that the likeness of Boris is splendid! Very appropriate and good show to you, Doug for finding "it"!
Today, I must make specific mention of that fine piece by Coalminer 3 CM3 - splendid offering and one that illustrates your mesmerizing way of telling a story in a manner very much lost in the world of Blogging and so forth. We really enjoyed your chronicles and look forward to more! The only thing missing were photos, but the piece was followed up quite nicely by Wanswheel Mike's URL compilation.
Of course, Doug began the morning with a fine piece on the electrification of the New Haven, followed by a Fallen Flag (Encore) from Captain Tom. Nice fit as well.
Add us to the "list" of those with emergency generator capability!
Also, Lydia thinks "Phil" would be a great name for that Penguin contest. So, please add it to the offerings.
Now, for my humble submission, with credit to my bride! These are POSTERS advertisements for the NH:
Enjoy the remainder of this "Theme for the Day!" event at the Tavern by the Tracks.
Appears as if Sir Rob has posted "on top" of mine - wonder if he will see this straight away As Captain Tom has repeatedly advised - use the Reload/Refresh feature and stick around just a bit after posting - it does help.
Good morning Ruth, a thermos of coffee and a mixed cold cut job on a toasted sub roll if you please,I'll help myself to the pickel jar aas well. No I'll leave the saucer of brine for Lars to give to Tex,it's tradition donchaknow.
Well so far so good , the New Haven has taken root so far on this fine tuesday morning and afternoon
Tom-Good morning sir, so Boris say'd the pengins a boy eh sounds as though our local cyclops has been teaching him some bad habits already.There are a couple grainy old photo's from that magazine article I dug up on the airline, I'll see if I can clean them up,they are shot in front of the massive carbarn they built in Gary.Nice starter offer to get the ole ball rolling today as well sir,all New Haven all the Time today 5x
Doug-Great starter offer article on the NYNH&H loved it. The shots of Park avenue were amazing,.nowonder most cities ( big one's ) wanted the coal fired steamers banned from their downtown cores. You wouldn't want the high and mighty to get all sooty now would you <grin>
CM3-Great write up sir all the sounds and sights, and smells down to the most minute detail, loved it. Ah the golden age of passenger trains, when you could actually get some where from somewhere else and be able to relax and enjoy the trip. Sounds like some wonderfull memories that you have from when you wre a kid. truly great stuff
Mike -Hey nice to see you pop by. I see your usual selection of right on urls were in tow as well. Thanks for helping out on this weeks theme day
Back in a bit
Hi Tom and everyone, a round for the house
Grand Central is an excellent point of departure
http://memory.loc.gov/award/mhsdalad/230000//230062r.jpg
Just go west on the IRT shuttle to Times Square
http://memory.loc.gov/award/mhsdalad/020000//020077r.jpg
Then south to the Pennsy at Horseshoe Curb
http://memory.loc.gov/award/mhsdalad/020000//020069r.jpg
Long Island City
http://memory.loc.gov/pnp/habshaer/ny/ny1300/ny1317/photos/119194pr.jpg
Hell Gate Bridge
http://memory.loc.gov/pnp/habshaer/ny/ny1300/ny1317/photos/119207pr.jpg
Mamaroneck
http://memory.loc.gov/pnp/habshaer/ny/ny1300/ny1317/photos/119238pr.jpg
Cos Cob
http://memory.loc.gov/pnp/habshaer/ct/ct0300/ct0338/photos/024041pr.jpg
Bridgeport
http://memory.loc.gov/pnp/habshaer/ct/ct0300/ct0338/photos/024077pr.jpg
New Haven
http://memory.loc.gov/pnp/habshaer/ct/ct0300/ct0338/photos/024095pr.jpg
http://memory.loc.gov/pnp/habshaer/ct/ct0300/ct0338/photos/024103pr.jpg
East New Haven
http://memory.loc.gov/pnp/habshaer/ct/ct0300/ct0338/photos/024113pr.jpg
http://memory.loc.gov/pnp/habshaer/ct/ct0300/ct0338/photos/024116pr.jpg
New London
http://memory.loc.gov/pnp/habshaer/ct/ct0300/ct0338/photos/024144pr.jpg
http://memory.loc.gov/pnp/habshaer/ct/ct0300/ct0338/photos/024148pr.jpg
Providence
http://memory.loc.gov/pnp/habshaer/ri/ri0300/ri0360/photos/145783pr.jpg
http://memory.loc.gov/pnp/habshaer/ri/ri0300/ri0328/photos/145693pr.jpg
http://naphotos.nerail.org/showpic/?photo=2004051712212418904.jpg
http://naphotos.nerail.org/showpic/?photo=200406051829363567.jpg
Boston
http://memory.loc.gov/award/mhsdalad/030000//030084r.jpg
http://memory.loc.gov/pnp/habshaer/ma/ma1200/ma1240/photos/076633pr.jpg
http://memory.loc.gov/pnp/habshaer/ma/ma1200/ma1240/photos/076632pr.jpg
http://memory.loc.gov/pnp/habshaer/ma/ma1200/ma1240/photos/076629pr.jpg
The Bay State, Clarendon Hills 1930
http://photoswest.org/cgi-bin/imager?00013731+OP-13731
The Bay Shore near New London 1937
http://photoswest.org/cgi-bin/imager?00013740+OP-13740
Electric
http://photoswest.org/cgi-bin/imager?00013744+OP-13744
Yankee Clipper
http://naphotos.nerail.org/showpic/?photo=2002033110352127698.jpg
Fairbanks Morse C-Line
http://naphotos.nerail.org/showpic/?photo=2005101716491229780.jpg
Bolton Notch
http://naphotos.nerail.org/showpic/?photo=2004022718342913323.jpg
http://naphotos.nerail.org/showpic/?photo=200510101947448863.jpg
ALCOs
http://naphotos.nerail.org/showpic/?photo=200512261021484152.jpg
http://naphotos.nerail.org/showpic/?photo=2004051611185517086.jpg
Return to Grand Central
http://naphotos.nerail.org/showpic/?photo=2004112002430228780.jpg
Good Morning Barkeep and all Present; coffee, please; round for the house and $ for the jukebox.
Rainy day today with temperatures in the 60s. Gas is at $2.56 for now.
A few acknowledgements and on to the NYNH&H.
Rob – Thanks for material on the Chicago-New York Air Line.
Pete – Thanks for pictures – lovely locomotives to say the least.
A note from Nick as well.
Tom: Boris, mobile? Yikes!
Enjoyed the shots of Kirkwood and KCS power. Also many thanks for the index. Penguins? That’s who we see a lot on TV during NHL season. I just hope this year I don’t have to have a matching bag for my Bruins hat. BTW, your NH intro appeared when I refreshed the screen - gotta love it!
Now we move to the theme of the day which ties in nicely with Barndad’s offering.
The catenary pictures were quite interesting. The arch-type structure was, indeed, an experiment on a relatively short section of the railroad. The shot with the semaphores was typical of the more common type of catenary. The semaphores were left-handed to allow them to clear the wires. Unfortunately there was no shot of an anchor bridge which looked like something out of a Frankenstein picture. The anchor bridge had all sorts of goodies on top which allowed certain portions of the wire to be shut off for maintenance, repairs, etc. The New Haven had a power plant at Cos Cob, CT which, IIRC, was coal fired. It is a National Engineering landmark.
Herewith some material from the notebooks; some of it has appeared here before, but some if it is new.
South Station was the end of the road, but most of our trips began and ended at Back Bay Station. It took five minutes for New Haven trains to travel from South Station to Back Bay Station. There were four tracks in Back Bay separated by a fence. The two tracks on the north side of the station belonged to the Boston and Albany Railroad. The B&A called their side of the station Trinity Place. The two tracks on the south side of the station belonged to the New Haven.
The trip to Back Bay was always exciting as we traveled through streets lined with brownstone houses only to suddenly come upon the station's parking area that was a sharp left turn off Gainsborough Street. My grandmother said the streets in this section of Boston reminded her of the streets in Bristol, England from when she was a young woman.
I remember Back Bay as cold, snowy, and damp as only areas near the ocean can be, especially in the winter. Wooden doors, handles polished from countless hands opening them, gave onto the station lobby which was a large square room of light colored stone. The ticket counter was on one side of the lobby which was hot, humid and smelled of smoke, wet winter coats, and steam heat. On the other side of the lobby stairs and an elevator led to trackside. The elevator was closed on three sides. The front was open with a cage-like gate that was closed once the passengers got on. This same elevator handled both baggage and passengers. I much preferred to ride with the loaded baggage carts instead of the passengers. I never thought I would see an elevator like that again until years later when I went started going into underground mines and encountered the same thing.
The wet, dimly lit trackside smelled of salt air and decomposing offal from the nearby Fort Point Channel. The station platforms stretched westward into the distance and there were dwarf signals on the ground at the platforms. Eastward, toward South Station, the tracks ran in what had once been a white tiled tunnel.
I recall no announcements of arriving or departing trains but passengers knew that the train was coming because they could hear the locomotive in the tunnel. The train would suddenly emerge from the tunnel, its green and gold Alco PA's, Fairbanks Morse C Liners, EMD FL9s or GP9s passing in a thunder of diesel noise accented by the thick hard hissing of steam from underneath the cars and the "screeah" sound of the brakes.
The engines were scary but the cars were wonderful. The New Haven had an eclectic collection of passenger cars that included everything from ancient commuter coaches to up-to-date parlor cars, sleepers, dining cars, and grill cars. Through cars from the Pennsylvania Railroad operated via the New Haven as far as Pennsylvania Station where they were handed off to the P Company who carried them on from there. Examples of these trains were the “Senator,” and the “Federal.” The New Haven also originated and terminated Pennsy sleepers from Philadelphia and Pittsburgh. I didn’t see these very often, but knew about them from studying the maps and consists in the New Haven’s public timetable.
From the platform I could see stainless steel coaches with green or orange window stripes. Through the windows I could glimpse passengers stowing their suitcases and bags in the overhead rack and settling in for the trip. A bit farther back in the train were the elegant parlor cars and a diner (or two!) or a grille car.
You always wore a coat and tie when riding in the parlor car. A white coated attendant helped passengers board the parlor cars and stowed their bags for them. Inside were single rows of luxurious deep blue upholstered chairs that reclined or swiveled at the touch of a button. Small tables bolted to the sides of the car afforded a resting place for a book, a drink, etc. A glass partition at the rear of the car separated the smoking compartment from the rest of the car. The seats in the smoker were lined up parallel with the car walls and faced inward. Large metal smoking stands were placed at strategic points. These smoking stands had two disks around them; one on top of the other. The lower disk was solid and the upper had circles cut into it just big enough to hold a drink glass. The parlor cars also had rest rooms and some of them offered truly patrician accommodations in the form of drawing rooms, or day roomettes for passengers who wished to work, play cards, make deals, or whatever.
Pennsylvania parlor cars had drawing rooms, and the New Haven cars had day roomettes. Passengers who rode in these accommodations generally disappeared at the start of the trip and didn’t emerge until they reached their destination. The car attendant brought their drinks and meals to them. I rode in a drawing room once, with a friend, and we had our drinks and lunch brought to us; an experience I’ll always remember.
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 it all works. 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. It will 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!
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. 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.
The approach to Pennsylvania Station, on a so-called “Penn job,” was as gritty and spectacular in its own way as was the ride into Grand Central. The tracks of the New York Connecting Railroad swung away from the New Haven at Harold. From there, they passed through an area that was quite wooded for being so close to a big city. Then we would cross a couple of drawbridges and pass through a manufacturing area before starting the climb up to the Hell Gate Bridge. We could see the bridge from the left side of the train as we climbed and the New York skyline would be spread out in front of us on the right side of the train. I always tried to pick out the Empire State Building as we crossed the bridge and look for tugs and barges in the river. Once across the bridge, there was a lot of railroad to look at; the Long Island Rail Road was on one side and the Pennsy’s mammoth Sunnyside yard was on the other. Mott Haven was cramped, but Sunnyside spread out and it had a wider variety of cars then did its counterpart on the other side of New York. At Sunnyside, I could see cars from railroads that ran into the deep south such as the purple and silver painted Atlantic Coast Line, the stainless steel cars of the Seaboard, RF&P, and the Southern, and the patrician blue and yellow of the Chesapeake and Ohio. There were also cars from the west off the Burlington and the Santa Fe, of course, along with a handful of rolling stock from the New Haven. The predominant color, however, was the tuscan red and gold of the P Company. The Pennsylvania had a bewildering variety of cars in all styles. They also had some stainless steel cars with tuscan and gold trim. These cars ran on the Senator and also on the mighty Congressional Limited between New York and Washington. There were lots of electric locomotives such as the beautiful catlike GG1 and some ancient boxcab electrics. Most interesting were the little electric switchers that shuttled to and fro like bees in the yard as they broke down and made up trains. The last sprint into Pennsylvania Station was through a long tunnel which made my ears “pop” due to the pressure change.
Login, or register today to interact in our online community, comment on articles, receive our newsletter, manage your account online and more!
Get the Classic Trains twice-monthly newsletter