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October 2014 ERA Bulletin.Pub The ERA BULLETIN - OCTOBER, 2014 Bulletin Electric Railroaders’ Association, Incorporated Vol. 57, No. 10 October, 2014 The Bulletin THROUGH SERVICE FROM CONEY ISLAND TO THE Published by the Electric BRONX BEGAN 60 YEARS AGO Railroaders’ Association, Incorporated, PO Box On October 30, 1954, IND D trains provid- Effective November 1, 1954, Culver trains 3323, New York, New ed through service from Coney Island to the terminated at Ditmas Avenue. From 6 AM to York 10163-3323. Bronx for the first time. To operate this 8 PM, trains operated via Nassau Street to through service, the track layout at Ditmas Chambers Street in non-rush hours and via For general inquiries, Avenue was rearranged. After 10 PM Octo- Nassau Loop in rush hours. Locals were contact us at bulletin@ ber 29, 1954, Culver trains from Coney Is- turned at 36th Street at other times, including erausa.org. ERA’s land terminated at Ditmas Avenue and buses weekends. Rush hour trains operated over website is th www.erausa.org. provided service to the 13 Avenue and Fort the same route as previously, but service Hamilton Parkway stations. Buses continued was reduced from an 8– to a 12-minute Editorial Staff: running until Culver service to Ditmas Ave- headway. Rush hour Kings Highway to Co- Editor-in-Chief: nue was resumed early in the morning on ney Island shuttles were discontinued. The Bernard Linder Tri-State News and November 1, 1954. After the track work was track layout at Ditmas Avenue made it diffi- Commuter Rail Editor: completed several hours behind schedule, cult to add or cut cars there. After the AM Ronald Yee the first northbound D arrived at Ditmas Ave- rush, all 6-car trains from Manhattan termi- North American and World nue at noon October 30. It was followed by nated at Ninth Avenue and were replaced by News Editor: Alexander Ivanoff the last Culver train about a minute later. The 3-car trains operating to Ditmas Avenue. The Contributing Editor: last southbound Culver train, which departed reverse procedure took place before the Jeffrey Erlitz from Ditmas Avenue at 11:45 AM, was fol- evening rush. lowed by two light Culver trains and the first Effective October 30, 1954, D trains provid- Production Manager: D at 11:57 AM. ed service between the Concourse and Co- David Ross The following schedule was in effect before ney Island at all times. Alternate weekday the tracks were rearranged at Ditmas Ave- rush hour trains were turned at Church Ave- ©2014 Electric nue: Culver subway trains operated via Nas- nue. Railroaders’ sau Street at all hours. Non-rush hour locals Service was extended and rerouted several Association, were routed via tunnel and Nassau Street times after trains started operating on Incorporated from Chambers Street to Coney Island. Gravesend (McDonald) Avenue more than a Weekday rush hour trains operated between century ago. In This Issue: Kings Highway and Chambers Street via June 19, 1875: Steam locomotive-hauled Toward bridge and Nassau Loop, returning to Brook- trains whose running time was 15 minutes lyn via tunnel. Trains operated on the Fourth started running from Gravesend Neck Road Underground Avenue express tracks, bypassing DeKalb and Gravesend (McDonald) Avenue to Ninth (and Avenue (in both directions) and Myrtle Ave- Avenue (Prospect Park West) between 19th Underwater) nue. They also operated on the express track and 20th Streets Rolling Stock between Kings Highway and Ninth Avenue in June 27, 1875: Extended to Coney Island (Continued) the direction of light traffic. Three-car C-type June 7, 1890: Rerouted to Union Depot weekday rush hour shuttles provided service (now the site of Jackie Gleason Bus Depot), ...Page 2 on an 8– and 10-minute headway between 36th Street and Fifth Avenue Kings Highway and Coney Island. (Continued on page 4) NEXT TRIP: METRO-NORTH/NJ TRANSIT PORT1 JERVIS RIDE, SATURDAY, NOVEMBER 8 NEW YORKERA DIVISION BULLETIN BULLETIN - OCTOBER, OCTOBER, 2014 2000 TOWARD UNDERGROUND (AND UNDERWATER) ROLLING STOCK: THE ALL-STEEL REVOLUTION by George Chiasson (Continued from September, 2014 issue) FROM DUBIOUS TO UBIQUITOUS, PART vated Railroad of Chicago provided the first practical FOUR: JUICE JACK PROTOTYPES, THE GAR- rapid transit application of electric propulsion in 1895, DEN CITY CATENARY TEST OF 1908, AND THE with the last steam-operated trains on that city’s entire PENNSYLVANIA’S DD-1 LOCOMOTIVE “L” system being supplanted in 1898. The Brooklyn Ele- Between October and December of 1908, five miles of vated Railroad then began the concurrent transfor- the former (and largely idle) main line of the Central mation of its existing system of lines, plus its expansion Railroad of Long Island were acceded to an engineering via former excursion railroads, which was completed in group consisting of staff and outside consultants under 1906. Meanwhile, the senior Manhattan Railway Com- the employ of the Pennsylvania Railroad, to establish pany shrewdly waited to benefit from experience else- and operate a virtual and experimental railroad. This where and finally undertook its own electrification be- represented the “end of the beginning,” so to speak, in tween 1901 and 1903, well after construction of the first PRR’s operational planning ahead of the long-awaited subway had started. In its final incarnation, the concept opening of its New York Terminal, an event of such su- of electric traction made the mode of rapid transit feasi- preme importance in the annals of both the company ble in both Boston (1901) and Philadelphia (1907), and national railway system that it engendered a level where it was previously restrained, either by statute or a of technological innovation unto itself. Through the lack of investment owing to the detrimental necessity of years surrounding the construction of Penn Station, the using steam power for propulsion. Pennsylvania maintained a corporate eye ahead by ob- When charged with marshaling the (still) largely con- serving outside advancements in the field of electric ceptual endeavor of Penn Station into a viable, operat- traction. It also undertook the development of prototype ing reality in 1902, the Terminal’s “Board of Engineers,” passenger cars and locomotives, as well as the means which actually ascended to the level of a separate, vot- to operate and maintain them, that the nascent New ing “board” under PRR corporate governance by 1905, York terminal would require. As incidental fortune dictat- was guided by the renowned expertise of George ed, the railroad was able to expedite and judiciously Gibbs, who was regarded as one of the few individuals finance this important background work by engaging in qualified to see through the maelstrom of ongoing tech- the urgent, external needs of two outside parties nological developments and cull those which would pro- (specifically the Interborough Rapid Transit Company vide optimum results for the railroad. In turn, Gibbs up and the Long Island Rail Road) that provided an excel- to that time had only the handful of U.S. rapid transit lent framework for attaining the necessary experience utilizations to peruse for potential suitability, along with from which it also would ultimately benefit. (to that point) the first, sole application of electric trac- As has been widely recognized over time, the field of tion to the field of Class I railroading, that of the Balti- electric traction evolved radically through the latter dec- more & Ohio’s Howard Street Tunnel. There an over- ades of the 19th century, prompted by several noted in- head third rail system had been initiated in 1895 to im- dustrial pioneers. Of this group, perhaps the most rec- prove the operation of trains through a two-mile under- ognizable inventors remain American Thomas Edison ground passage connecting its Camden and Mt. Royal and German Ernst Werner von Siemens, but neither stations. By 1905, construction of the New York Termi- was directly involved with its ultimate manifestations in nal and its associated tunnels had already advanced to the United States. Rather, it was U.S. Navy Ensign the point where a further, prolonged period of techno- Frank J. Sprague, a young protégé of Edison, who im- logical development was virtually out of the question, so plemented the first successful mass transit electrifica- it should be no surprise that Gibbs (and by extension tion on the system of surface cars in Richmond, Virginia the Pennsylvania) embraced much the same regime of beginning in 1887, where it was employed to completely electrification solutions as were already in existence replace horse power (quite literally) in 1888. Identical or elsewhere. Being reactive to the advancing state of similar applications (though not strictly subscribing to construction at Penn Station was what basically drove Sprague’s) then rapidly followed across the North Amer- the earliest round of electrifications for the Long Island ican street railway empire in the next several years, and Rail Road in 1905 and 1906, while by 1903 the other the technology of traction developed at an astounding two railroads already operating into New York were pace, soon to be applied in an ever more expansive forced into a similar position, having to implement some means. As cited above the Metropolitan West Side Ele- (Continued on page 3) 2 ERA BULLETIN - OCTOBER, 2014 Toward Underground (and Underwater) Rolling was collectively numbered 3400-34, including the origi- Stock nal prototype, and bore almost a complete resemblance to the 6000 itself. They were placed in regular service (Continued from page 2) that December and while otherwise reliable, the unfortu- form of electrification to comply with the statutory prohi- nate, fatal derailment of a train near Botanical Garden bition of steam-operated railways into Manhattan. station in February, 1907 did force a major truck modifi- First to transform idea into a preliminary reality (and it cation to a “2-D-2” arrangement in the immediate after- should come as no surprise), was the New York Cen- math, which included relocation of its current collectors tral, which was up against a firm requisite that its opera- to the extreme ends of the vehicle at the “pony” trucks.
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