daveklepper wrote:So you are telling me that the New Haven never used Long Island DC power until the occasional FL-9 pair ran into Penn Station with the double-sprung EMD shoes? Even thought the EP-2 and EP-3 electrics could have used the LIRR third rail before 1933?
More claification: So you are telling me that the New Haven never used Long Island DC power until the occasional FL-9 pair ran into Penn Station with the double-sprung EMD shoes? Even thought the EP-2 and EP-3 electrics could have used the LIRR third rail before 1933?
Also, the demonstration by Westinghouse on the Camden and Ambay line that led to the adoption by the New Haven of AC high-voltage electrification; had it been preceded by any other such demonstration or operating system?
timz wrote: I looked again at "NH Power"-- it says steam ran to SS2 on some NH trains until 1927, but a power change "was required" there until 1933. Was SS2 just the NH designation for Harold? The same book mentions the short piece of AC-powered third rail at Cos Cob. Doesn't say when it was removed.
I looked again at "NH Power"-- it says steam ran to SS2 on some NH trains until 1927, but a power change "was required" there until 1933. Was SS2 just the NH designation for Harold?
The same book mentions the short piece of AC-powered third rail at Cos Cob. Doesn't say when it was removed.
timz wrote: Does someone claim that NH electrics ever ran on overrunning third rail (except for that Cos Cob AC installation that NH Power mentions? By the way, NY to Philadelphia was electrified early 1933; did that not extend to Harold and the NH?
Does someone claim that NH electrics ever ran on overrunning third rail (except for that Cos Cob AC installation that NH Power mentions? By the way, NY to Philadelphia was electrified early 1933; did that not extend to Harold and the NH?
daveklepper wrote:Thanks for the quick reply. I think you mean that Pacifics and Mikes ran under the wires from New Haven to New Rochelle (Shell interlocking tower), not Woodlawn (except possibly the occasional local freight to interchange with the NYC). The question still remains between the post WWI electrification and 1936, did DD-1's ever haul for the New Haven with power swap at Harold to electrics and not steam?
1. It was in 1903 that the New Haven engineers decided on AC, 25Hz, 11000 Volt electrifcation for New York (Woodlawn) to Boston (finances ran out at New Haven). The first locomotive, an EP-1, was tested in 1905. The first Grand Central electric trains rolled in 1904, but the first New Haven electrics ran in 1907, first only to New Rochelle, than later that year to Stamford, and to New Haven in 1915. Was there any experience anywhere in the World (Germany, Switzerland?) with high voltage overhead wire electrificaiton before 1903? The only prior New Haven electrification experience was with trolley-like dc 600 volts. The original Sprague Richmond, VA trolleys ran in 1887.
2. A very good basically picture book on the New Haven's electrified zone, which taught me details about the equipment that I had not known, says that after the New York Connecting RR (the Hell Gate Bridge route) was electrified, the practice in the steam days was continued at Harold Tower (or nearby) and side-rod Pennsylvania (or Long Island) DD-1's took the New Haven trains into Penn Station until the Pennsy electrification was extended from Trenton to Sunnyside Yard in Queens and a connection with the New Haven's at Harold in 1936. I'm sure this is not completely true. The EP-2, EP-3, and EP-4 power (not sure about the "Jets" or the EP-1's) had a shoe that could pick up third-rail power from both the overrunning LIRR third rail and the New York Central's underrunning, so they could have run into Penn on dc power.
Speculation might suggest that originally they did hand over the trains to DD-1 power until WWI and a vast increase in traffic and the B&O trains added to the mix taxed the available DD-1 fleet, and the practice of running through continued after WWI. Any information on this question will be appreciated.
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