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The Bulletin CENTENNIAL of NEW HAVEN ELECTRIFICATION Published by the New the First Electric Train on the New Haven Phase 11,000-Volt, 25 Hertz A.C

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The Bulletin CENTENNIAL of NEW HAVEN ELECTRIFICATION Published by the New the First Electric Train on the New Haven Phase 11,000-Volt, 25 Hertz A.C TheNEW YORK DIVISION BULLETIN - JULY, 2007 Bulletin New York Division, Electric Railroaders’ Association Vol. 50, No. 7 July, 2007 The Bulletin CENTENNIAL OF NEW HAVEN ELECTRIFICATION Published by the New The first electric train on the New Haven phase 11,000-volt, 25 Hertz a.c. to eight sub- York Division, Electric Line ran 100 years ago. Electric trains started stations. Rotary converters changed the high Railroaders’ Association, Incorporated, PO Box operating before the company was ready voltage a.c. to 650 volts d.c. 3001, New York, New because of the great demand for this service. Because the New Haven’s electrification York 10008-3001. Test trains started running on April 18, 1907. was much longer than the New York Cen- The first electric passenger train departed tral’s, 60 miles from Woodlawn Junction to from New Rochelle at 7:50 AM and arrived at New Haven, the railroad’s engineers decided For general inquiries, contact us at nydiv@ Grand Central at 8:28 AM on July 24, 1907, to install overhead trolley energized at 11,000 electricrailroaders.org after which 12 electric local trains were in volts a.c. At this high voltage, power could be or by phone at (212) service each day. When service was ex- transmitted efficiently for long distances. 986-4482 (voice mail tended to Port Chester on August 5, 1907, 23 At Cos Cob, 18 miles from Woodlawn Junc- available). ERA’s website is electric local trains were in service. Electrifi- tion and 42 miles from New Haven, the rail- www.electricrailroaders. cation was extended to Stamford on October road built a coal-fired power house with four org. 6, 1907 and to New Haven in 1914. When 11,000-volt steam turbine generators. Three construction was in progress, trains changed generators were rated at 3,750 kVA single Editorial Staff: from electric to steam locomotives at the sta- phase and one supplied 6,000 kVA three- Editor-in-Chief: Bernard Linder tions listed above. Most or all of the local ser- phase. (It could also supply single-phase News Editor: vice was provided by MU electric trains. a.c.) New Haven’s power distribution circuits Randy Glucksman Electrification was recently extended to were much simpler than New York Central’s Contributing Editor: Boston and through service is being operated circuits, but their locomotives and the MU Jeffrey Erlitz between Boston and Washington. Steam lo- cars’ control circuits were more complicated Production Manager: comotive-hauled trains had been operating in because they had to operate on two different David Ross the Park Avenue Tunnel to Grand Central voltages — 11,000 volts a.c. from the over- since the 1870s, and there were several colli- head catenary and 650 volts d.c. from the sions in the smoke-filled tunnel. The January third rail on the New York Central’s tracks 8, 1902 collision was the worst. The smoke between Woodlawn Junction and Grand was so thick that the Engineer could not see Central. ©2007 New York the red signal of the train ahead. As a result After studying his electrical engineering Division, Electric of this accident, the State Legislature passed textbook dated 1937, your Editor-in-Chief Railroaders’ a law prohibiting steam operation south of was able to explain how these dual voltage Association, Incorporated the Harlem River after July 1, 1908. Manage- locomotives and MU cars operated. This col- ment adopted electric traction and met the lege textbook reveals that the single-phase In This Issue: deadline. The last steam locomotive oper- series traction motor includes all the principal Storage Battery ated to Grand Central on June 27, 1908. electrical features of a d.c. series motor. The New York Central decided to install Therefore, a well-designed a.c. motor is an Street Car third rails to supply power for its electric excellent d.c. motor and will operate on direct Operation in trains. From Grand Central, the electrification current as well as, or better than, on the fre- New York extended 24 miles to White Plains North and quency for which it was designed. When op- City...Page 2 33 miles to Croton-Harmon. The railroad built erating under the catenary, the motors re- two power houses and transmitted three- (Continued on page 18) Next Trip: LIRR Arch Street Shop and1 West Side Yard — September 15 NEWNEW YORK YORK DIVISION DIVISION BULLETIN BULLETIN OCTOBER, - JULY, 2007 2000 STORAGE BATTERY STREET CAR OPERATION IN NEW YORK CITY by Stephen L. Meyers EVOLUTION both the offending line and the city in which they oper- In the scheme of things in the development of the ated as “old fashioned,” and this was a fatal negative. street car in America, the road was originally straightfor- So the search for an inexpensive alternative continued. ward. First came the use of horse-drawn omnibuses, STORAGE BATTERY CARS which was common in most larger American cities. The most successful candidate for low-cost propulsion They ran on unpaved streets, with passengers entering was the storage battery (S/B) car. Once storage batter- via a door in the center of the back of the vehicle open- ies had been developed to a level where their endur- ing directly onto the street, often resulting in the soiling ance and maintenance could be measured and con- of the passengers’ clothes, an obvious negative for po- trolled, they seemed to be the natural choice. An early tential riders. By putting the horse-drawn cars on rails pioneer in this concept was the Edison-Beach Com- and permitting passengers to enter or leave via rear pany, which produced a series of small S/B cars used platforms instead of directly into the car’s interior, many mostly on shortline rail routes and with moderate suc- of the objections of commercial street travel were over- cess on lightly traveled street railway lines where eco- come. Although the horse cars also ran in the mostly nomical operation, not speed, was the issue. unpaved roads, the ride was smoother, passenger com- Storage battery cars were powered by electricity sup- fort increased multifold and their presence often led to plied by banks of wet cell storage batteries usually lo- the paving of their rights-of-way and the adjoining road- cated under the seats of the cars and were easily re- way. placeable. The batteries supplied sufficient electricity to During the later years of the 19th century, transit op- run a car for about 110 miles at speeds of between six erators recognized the shortcomings of animal- and eight miles per hour before requiring recharging. propelled vehicles. The number of animals required for The recharging of the batteries usually took place at large scale operations was staggering. Also huge were night in car barns with special equipment designed to the direct costs of maintaining the huge fleet of horses generate sufficient power to quickly recharge multiple including massive stables, the feeding, the cleaning sets of batteries. and, most offensive of all, the clearing of “animal waste” Ultimately both the fledgling New York Railways and from both the car barns and the streets. the widespread Third Avenue Railway System realized So the transit companies spent huge amounts of that the S/B technology might well be the answer to money trying to invent or discover new ways to move mechanizing some of their horse car lines that were not passengers without animal power. Many types of vehi- heavy enough to support conduit construction but were cles were tried, including rudimentary internal combus- still too important to be left with horse power. These two tion motors, magnetism, compressed gas, etc., but huge companies approached the S/B concept from originally only one seemed to fill the bill: the cable car. completely divergent directions. Convenient as it was and as great a leap forward as it OPERATIONS seemed, the cable car concept had two tremendous New York Railways drawbacks: its workings were dreadfully expensive to When the wreckage of the Metropolitan Street Railway build and, it was soon discovered, complicated to oper- was reorganized as the New York Railways Corpora- ate. So alternate modes were still sought, and one was tion, the new owners and management turned out to be finally found that was so successful that within about a the Interborough Rapid Transit Corporation. It was decade it had virtually destroyed the cable car industry. quickly recognized that the new company was still per- That new mode was the electric street car. ceived by the public as just a reincarnation of the old The electric street car’s success was overwhelming Metropolitan Company, so the company decided to take and widespread, and it had the almost immediate effect a chance to create a whole new image. The managers of allowing towns and cities to quickly expand. But even in charge of equipment, Messrs. Hedley and Doyle of this new concept had its drawbacks. In Manhattan the the IRT, in conjunction with the major street car builders, electrified lines used remarkably expensive-to-build came up with a whole new concept — the stepless conduit power transmission. Therefore, operators of street car. large horse car networks discovered it was still too ex- This bold design developed three street car designs pensive to convert all their lines to electric power. Many utilizing the low-level doors apparently as a practical horse car lines were still important as feeders but were answer to the then-fashionable “hobble skirts” univer- just barely economically viable on their own. However, (Continued on page 3) the image of horse cars plying city streets still branded 2 NEW YORK DIVISION BULLETIN - JULY, 2007 Storage Battery Street Car Operation in NYC as two-man units and were not capable of being modi- fied for one-man operation, the newly retired cars were (Continued from page 2) unusable and also impossible to sell to other street car sally in favor with women.
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