Thanks Wanswheel, you are our resident historian, librarian and archivist!
What I would give to walk around that massive coach yard (Pg.10). It is unfathomable to me how all of those cars, let alone the NYC, is no longer.
The coach yard (Mott Haven) was for the long distance trains. They are now handled at Sunnyside yard.
David P. Morgan and A. C. Kalmbach in 1959, with George Gloff, Gordon Odegard, Ted Rose and Paul Larson in the baggage car. Milwaukee Road.
I knew of Al Kalmbach as a publisher but his writing only in the Model Railroader. His writing a Trains article is new to me. Began subscribing only in 1948, age 16.
More surprising was the use of "Dutch Drops" for incoming trains to eliminate smoke at the concourse end under the train shed of the old station.
Dave- Perhaps you could enlighten the great unwashed and explain what "Dutch Drops" are/is.
Thankfully Grand Central still stands. My first ever arrival into NYC was by train and arriving and entering into the station. These are great memories to have. Despite this I still feel a sense of loss with no real grand trains and all the variety of railroads and routes. Same thing in Toronto Union Station. I quite simply do not understand it..well familiar with the reasons but none of it makes sense.
MiningmanDave- Perhaps you could enlighten the great unwashed and explain what "Dutch Drops" are/is.
It's in the Kalmbach article, p.9, right bottom. The locomotive accelerates away from the train and is switched off, while the train continues into its arrival track and is braked (presumably from the last car) to a stop. A bit like slip-coaches on a grander scale...
I'm sure David's signed off for the day, but I'll take a crack at it.
Unless I'm mistaken, a "Dutch Drop" was a procedure where the steam locomotive of an incoming train was uncoupled while the train was still in motion (the locomotive scooting out of the way onto a side track) and the rest of the consist was allowed to coast into the station and braked seperately. This prevented smoke from accumulating under the train shed.
After electrification of the new Grand Central Terminal this became an unnessary procedure. I'm not sure if it's even legal nowadays.
Having ridden into GCT many times via the Metro-North, I knew the station was huge. Then one day, the lighting in the train went out and I could see a lot further than normal. Yeah, I knew it was big. I had no idea just how big! The tracks on either side of the train went on for blocks and I realised that the above-ground part of the staton houses only a fraction of the tracks. I recall the wide platform where the 20th Century used to leave from and I still miss the bar on the upper level where the Michael Jordan restaurant is.
Firelock-Thanks, that is what I suspected as well but it seems a bit of a risky practice, especially with all those people on board.
Firelock76 I'm sure David's signed off for the day, but I'll take a crack at it. Unless I'm mistaken, a "Dutch Drop" was a procedure where the steam locomotive of an incoming train was uncoupled while the train was still in motion (the locomotive scooting out of the way onto a side track) and the rest of the consist was allowed to coast into the station and braked seperately. This prevented smoke from accumulating under the train shed. After electrification of the new Grand Central Terminal this became an unnessary procedure. I'm not sure if it's even legal nowadays.
Not permitted in any Class 1 rule book that I am familiar with for either freight or passenger. That the operation was permitted with occupied passenger cars back then shows just how lightly life was valued.
Never too old to have a happy childhood!
BaltACD Firelock76 I'm sure David's signed off for the day, but I'll take a crack at it. Unless I'm mistaken, a "Dutch Drop" was a procedure where the steam locomotive of an incoming train was uncoupled while the train was still in motion (the locomotive scooting out of the way onto a side track) and the rest of the consist was allowed to coast into the station and braked seperately. This prevented smoke from accumulating under the train shed. After electrification of the new Grand Central Terminal this became an unnessary procedure. I'm not sure if it's even legal nowadays. Not permitted in any Class 1 rule book that I am familiar with for either freight or passenger. That the operation was permitted with occupied passenger cars back then shows just how lightly life was valued.
Oh, I'm not so sure about that, train crews lives maybe, dead passengers can cause problems, PR and otherwise. They probably just didn't know what else to do at the time.
As I recall reading somewhere, the only bad wreck with fatalities in the (old) Grand Central Terminal was due to an engineer missing a signal as it was obscured with smoke. It was a factor leading to GCT's electrification in addition to the outright ban on steam locomotives in Manhattan.
Only dangerous if you don't do it right, I've done that with freight cars in yards or on spurs, in Canada drops (called a "running switch" in the rulebook) are still permitted, but only with a 3-man crew. Not permitted with dangerous goods or passenger equipment.
Until the late 1970s they used to drop an entire loaded iron ore train into the yard at DOFASCO in Hamilton, ON. Once the cars were past the switch the Conductor would pull the air with the emergency valve in the caboose to stop.
Greetings from Alberta
-an Articulate Malcontent
Model Railroader, January 1936
Imagination as your silent partner by A.C. Kalmbach
Is yours a model railroad or a collection of railroad models? Equipment is fascinating. The flashing rods of locomotives, the moving valve gear, the sight of passenger trains speeding around curves, the beauty of mathematically perfect trackwork and finely kept roadbed lure many of us into model railroading. But behind all of these there is the still more fascinating maze of schedules, competition for business, the planning of new trains, and new methods.
You are the chief engineer of your railroad. You choose and build the locomotives and the cars, plan and lay the track. But you are also president, board of directors, division superintendent, trainmaster, and traffic agent. Do you make use of your many jobs and enjoy your position to the full?
While you look over attic or basement with a practical eye, figuring on how to get around that furnace or low rafter, do you also let your imagination wander? You are also the board of directors of what will soon be an important road serving an important territory. Where can best connections be made to bring in foreign traffic? Will adding a few miles and some grade here be compensated for by additional business from a hitherto untapped city? Does this route really deserve double tracking at once, or will it be cheaper to grade for two tracks but wait for the second one till business has actually made it necessary?
As you indulge your personal taste for ten-wheelers by planning one as your first locomotive, let your imagination in. This is lightly settled country, and as traffic manager you argue with yourself as board of directors that with light power there can be several small trains a day rather than one or two heavy ones. That will produce business. Or you prefer Mallets, so imagination provides the setting of a country rich in minerals, which can be best hauled in solid trainloads whenever a heavy enough train can be made up.
You like Pullmans and diners and fancy observation cars. As passenger traffic agent you go into conference with officials of connecting roads over the possibility of jointly putting on a fine through train that will show up the competing big roads. Or if you like gas-electrics or multiple unit cars, imagination can also supply the setting. Suburban business can be had for the asking by providing frequent, attractive service into your main terminal.
Even if your actual layout is too small for some sort of schedule operation, imagination can fill the miles beyond and you can have a timetable. Name your passenger trains, number your freights, and even though they run 'round and 'round they'll mean more to you. And why not a bulletin board with the fun of posting notices to yourself about new rules, special orders, and so on?
Let imagination be your ally. Don't let it take you away from the building of the railroad, for after all you need the railroad to imagine things about. But let it furnish a background of reasons for action. Let it add the touch to your model railroading that makes this hobby so different from just building things in a shop. You aren't just a hard-working man home relaxing in your hobby. You're James J. Hill, the empire builder, or Daniel Willard, in the thick of the eastern competition. You're the big boss. Take adantage of it.
My surprise at the use of flying switches to bring in loaded passenger trains for years was replaced with disbelief at there never being an issue with the practice. Human activities are seldom problem-free.
Firelock76...a "Dutch Drop"...
After seeing a video once of an engine change in steam days, wherein things were still moving as crew members were dodging in and out to make breaks (three step? We don't need no stinking three step!), I'd certainly believe that a Dutch drop might be done with loaded passenger cars.
And that the passengers might be none the wiser...
Larry Resident Microferroequinologist (at least at my house) Everyone goes home; Safety begins with you My Opinion. Standard Disclaimers Apply. No Expiration Date Come ride the rails with me! There's one thing about humility - the moment you think you've got it, you've lost it...
Interesting
Man, didn't Al Kalmbach look like a happy guy!
Who wouldn't be, getting to play with and write about trains all day long?
wanswheel David P. Morgan and A. C. Kalmbach in 1959, with George Gloff, Gordon Odegard, Ted Rose and Paul Larson in the baggage car. Milwaukee Road.
dknelsonGee David P. Morgan looks like he skipped out of 11th grade study hall for this picture.
And look how skinny everybody is. It would take about three of those guys to make the average railfan today
Well, I guess I will simply have to accept being a below-the-average railfan. Perhaps one of the above the average fans can join company with me and we will make two average fans? Not naming any names, of course
Johnny
Charles Kalmbach and his father, who once was on TV with Eddie Rickenbacher.
https://news.google.com/newspapers?nid=1499&dat=19490303&id=dkMaAAAAIBAJ&sjid=pCMEAAAAIBAJ&pg=5195,1358364&hl=en
https://www.paleycenter.org/collection/item/?q=court+of+current+issues&p=1&item=T85:0150
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