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BULLETIN - APRIL, 2012 Bulletin Electric Railroaders’ Association, Incorporated Vol The ERA BULLETIN - APRIL, 2012 Bulletin Electric Railroaders’ Association, Incorporated Vol. 55, No. 4 April, 2012 The Bulletin THIRD AVENUE’S POOR FINANCIAL CONDITION LED Published by the Electric TO ITS CAR BUILDING PROGRAM 75 YEARS AGO Railroaders’ Association, Incorporated, PO Box (Continued from March, 2012 issue) 3323, New York, New York 10163-3323. THE HUFFLINERS struction than the alloy steel or original alumi- num body. But the bodies were stiffer than Cars 551-625, the only center-exit cars For general inquiries, ever operated by the company, were nick- the original aluminum car. contact us at bulletin@ named “Huffliners” in honor of Slaughter W. Steel car 601 was placed in revenue ser- erausa.org or by phone Huff, who had been Third Avenue’s President vice immediately. We saw it operating on at (212) 986-4482 (voice since 1918 and who was in favor of trolley Broadway on November 13, 1936. Car 551 mail available). ERA’s was equipped with a trolley pole, PCM con- website is cars. Huffliners were lighter in weight, faster, www.erausa.org. and more modern than the 100– or 300- trol, and track brakes. It was tested in Mount series cars. Vernon and New Rochelle, and finally ap- Editorial Staff: When the engineers were designing the peared in revenue service several years Editor-in-Chief: Huffliners, they tried to produce a car that later. Center doors were opposite each other Bernard Linder News Editor: was lighter than the 300-series cars, which on 551 and offset on all other cars. Randy Glucksman weighed 38,100 pounds. The company con- Unfortunately, we have no record of the Contributing Editor: sulted the Aluminum Company of America’s date the Huffliners were placed in service. Jeffrey Erlitz engineers and agreed to build an aluminum However, we observed the Broadway Line at least once a week and we recorded the dates Production Manager: alloy car. At the same time, in late 1936, it David Ross was also building a car made of high tensile we saw each car, as follows: Steel cars 602- alloy steel. The aluminum 551 weighed only 625, September 23, 1937-January 31, 1938; 34,000 pounds, but the steel car, 601, was Aluminum cars 552-600, December 3, 1937- 1,200 pounds heavier. The two car bodies March 1, 1939. Company records reveal that 24 center-exit cars were running on Novem- were compared carefully on a cost-weight ©2012 Electric basis, and Third Avenue felt that the addi- ber 29, 1937. Railroaders’ tional cost could not be justified by the weight Third Avenue’s management tried to save Association, saving. It ordered 24 alloy steel cars, 602- money by using second-hand parts in its new Incorporated 625, which included many aluminum parts, cars. Its engineers selected a lighter motor such as roof sheets, headlining, and bulk- with sufficient power, 25 HP Westinghouse heads, in addition to stanchions, grab han- #508A, which was readily available on the dles, seat handles, and sash. There were used market. By rewinding the armatures about 1,000 pounds of aluminum in the alloy with two-turn windings instead of the original In This Issue: steel cars. three-turn windings, reducing the turns in the History of the ALCOA’s engineers revised the design to field coils, and converting the motors to 300 A Train reduce the weight and fabricating cost to the volts, current was increased and speed was increased from 25 to 40 miles per hour. The (Continued) minimum consistent with safety. Company officials were satisfied with the plans and or- rewound motors were rated at 38 HP. ...Page 2 dered 49 aluminum cars, 552-600. The new Because automatic acceleration was too car bodies were considerably lighter in con- (Continued on page 4) NEXT TRIP: NJ TRANSIT MEADOWS1 SHOP, SATURDAY, APRIL 14 NEW YORKERA DIVISION BULLETIN BULLETIN - APRIL, OCTOBER, 2012 2000 HISTORY OF THE A TRAIN—ERRATA AND ADDENDA as submitted to and edited by George Chiasson Subsequent to publication of “A History of the A pulleys to string the spinning cable immediately Train” starting in the May, 2011 edition of the Bulletin, beneath track level and be threaded among the tops much newly-found historical information was provided of the steel support columns. This in turn required to the author by elevated railway historian Joe Brennan, that the columns thus far installed be modified and who has separately published historical articles related strengthened with “pass-through’ and pulley reten- to New York City’s early rapid transit development. Joe tion bracketing. The first of the company’s real car- was able to mine first-hand editions of various New riages arrived in August, 1869, though it is unclear York City newspapers of the day, which have been digi- exactly how copious this acquisition was to be. tized and are preserved through the archives at Colum- Trial trips were made on the length of the route bia University. Other corrections, clarifications and addi- April 9 and 12, 1870, but (contrary to earlier, long- tions were made at the behest of contributor Andrus held information) the line was obviously not yet Kristopans, Mr. Thomas Appell, and senior ERA mem- open at that time. A second car had been delivered ber Henry Raudenbush. Space does not permit publish- by the latter date and regular inspection and qualifi- ing entire paragraphs. Instead we will list the date pub- cation had by then commenced. A(n engineering) lished and paragraph, column, and line numbers. load test of the structure then collapsed one span MAY, 2011 ISSUE on May 16, which required assessment, repairs, and THE FOLLOWING TWO PARAGRAPHS REPLACE even further inspection before service could begin. THE FIRST TWO PARAGRAPHS ON PAGE 2: According to The New York Times, regular service The Ninth Avenue Elevated, as originally opened un- (finally) started on Saturday, June 11, 1870 between th der the auspices of the West Side & Yonkers Patent Dey and W. 29 Streets, using three cars running Railway Company, has the distinction of being the very separately and just minutes apart, with the elevated’s first rapid transit installation on the North American con- cables being drawn by stationary steam engines at four tinent, following initial establishment of the world’s first wayside locations. From a practical standpoint, its pur- subway in London, England in 1863 by just seven pose was mainly to haul suburban commuters between years. Even so, it had been a long financial road for the the Financial District and the terminal of the Hudson inventor, Charles T. Harvey, from incorporation in July River Railroad (later known as the Hudson Division of 1866 to construction, which began in July 1867, to the the New York Central Railroad) which was then on W. th first practical demonstration on December 7, 1867 30 Street just west of Ninth Avenue. As opened, the which consisted of Mr. Harvey riding a single truck on a railroad had been required to use teams of horses, and short stretch of track above the sidewalk of Greenwich not steam engines, to draw its trains north from the th St., being pulled along by a cable. By mid-1868 the sin- original terminal at Chambers Street to 30 Street, gle-track elevated structure was completed along which made for a long, slow trip through the West Side Greenwich Street, from Battery Place (Bowling Green) of Manhattan to start or end a journey that was poten- to Cortlandt Street in lower Manhattan (a location now tially much longer. To put things further in perspective, th occupied by the World Trade Center site) and over the the Hudson River terminal at 30 Street was located at next two years the line was extended up Greenwich what at the time could be considered an edge of the Street to Ninth Avenue, then Ninth Avenue all the way city, and bore absolutely no relationship to the area to W. 29th Street. On February 5, 1868 an presently in the shadow of Penn Station (a plot that “experimental car” was placed on the structure wasn’t even surveyed for such purpose until 1903), but which may have been scratch-built by Harvey, de- rather was associated with a predecessor right-of-way scribed as being iron and wood, with a row of re- of the former West Side freight line that is being rede- versible chairs "in the middle of and running down veloped into the “High Line” pedestrian walkway in the car," with a capacity of about 40 persons. Its 2012. presence was noted again on May 1 and it made a On many succeeding dates, mechanical problems short inspection trip on June 6, 1868 but was then shut down operations, with the line reported to be never heard of again. In the following interim, the “closed indefinitely” as of August 25. It then was infant structure’s cable propulsion system was re- evaluated and repaired once again, reopening to designed, which forced extensive changes to the attendant media fanfare on November 14, 1870 with work already performed. Whereas the original lines just one car in service, but the whole installation were run down from the elevated and returned evidently broke down yet again that same day and through conduit beneath the sidewalk, a newer (and the cable-powered line was then shut permanently. perhaps more reliable) design provided for return (Continued on page 3) 2 ERA BULLETIN - APRIL, 2012 History of the A Train Page 3, column 2, paragraph 3, last line — add: 21stStreet. (Continued from page 2) SECTION 6, PARAGRAPH 1 Subsequently it entered bankruptcy and was sold off to Page 4, column 1, last paragraph, line 3 — Add: from bondholders, thereby reorganizing as the West Side Rector Street to 59th Street after Ninth Avenue.
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