January 2013 ERA Bulletin.Pub
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The ERA BULLETIN - JANUARY, 2013 Bulletin Electric Railroaders’ Association, Incorporated Vol. 56, No. 1 January, 2013 The Bulletin THE WESTCHESTER’S LAST DAYS Published by the Electric Westchester riding kept increasing, but it the celebration was cut short by rain. Railroaders’ Association, never increased as rapidly as the designers During the 1920s, the company operated Incorporated, PO Box or the New Haven anticipated because it ter- frequent non-rush hour service with one– or 3323, New York, New York 10163-3323. minated in the Bronx, and was unable to fur- two-car trains, but there were only a few peo- nish a one-seat ride to Manhattan. It hoped ple in each car. Five-car trains provided ade- that it could use its profit to finance a Man- quate rush hour service. Although it charged For general inquiries, hattan extension. Because money was not a cheaper fare than the New Haven, the contact us at bulletin@ available, it found a cheaper alternative — company was still unable to make a profit. erausa.org or by phone at (212) 986-4482 (voice the Port Chester extension. The Westchester never carried very much mail available). ERA’s This portion of the railroad was constructed freight. There were only six industrial sidings website is on the New Haven’s right-of-way, which was on the entire line, and the company’s only www.erausa.org. wide enough to accommodate two tracks on interchange with any other railroad was with Editorial Staff: its west side. The railroad constructed inex- the New Haven in the lower Bronx and New Editor-in-Chief: pensive high-level wooden platforms. Service Rochelle. The company was able to handle Bernard Linder was extended gradually to the following sta- all freight, shunting, and maintenance of way News Editor: tions: with one steeple cab locomotive equipped Randy Glucksman with four motors driving all eight wheels. Total Contributing Editor: DATE TERMINAL Jeffrey Erlitz horsepower was 655 and maximum speed 1921 Larchmont was 25 miles per hour. Work equipment in- Production Manager: 1926 Mamaroneck cluded 3 flat cars, 1 caboose, 1 work car, and David Ross a gasoline-powered line car. 1927 Harrison The Great Depression, which began in 1928 Rye 1929, grew steadily worse during the next four years and affected all railroads. Unfortu- December, 1929 Port Chester nately, New Haven was nearly bankrupt in ©2013 Electric We do not have the exact date for most of 1935 and was reorganized under the Nation- Railroaders’ Association, the extensions, but we were able to find two al Bankruptcy Act. It tried to divest itself and Incorporated newspaper articles with coverage of the spe- recoup the nearly $50 million it spent to fi- cial events at Harrison. On July 2, 1927, nance the Westchester and make it profita- trains started carrying passengers on the ble. Without New Haven’s support, Harrison extension. Westchester’s financial condition deteriorated On July 2 or July 3, 1927 (newspapers do rapidly. Because the company was losing 2 In This Issue: not agree), a Citizens’ Committee, railroad to 3 million dollars annually, it defaulted on officials, and guests started celebrating with the bonds’ interest due January 1, 1936. Two Development of a bus ride from Harrison to White Plains, receivers, who were appointed August 2, the Long Island where they boarded a train bedecked with 1937, were ordered to liquidate if they could Rail Road in the flags and placards. After departing at 11:20 not save the railroad. The railroad lost 4,000 Rockaways AM, a luncheon was served in the buffet car. riders when it complied with a court order for (Continued) The train was turned at Mount Vernon and cessation of NYW&B operation on New arrived at Harrison at 1:10 PM. Unfortunately, (Continued on page 7) ...Page 2 NEXT TRIP: NYCT CONEY ISLAND SHOPS (RESCHEDULED)1 — SATURDAY, MARCH 2 NEW YORKERA DIVISION BULLETIN BULLETIN - JANUARY, OCTOBER, 2013 2000 THE GENESIS OF “DASHING DAN” Part One—Rapid Transit and Early Electrification on the Long Island Rail Road by George Chiasson (Continued from November, 2012 issue) SETTING THE TABLE FOR ELECTRIFICATION cial trains that had been serving Aqueduct Race Track OF THE LIRR NUMBER 2 — BETTERMENTS since it opened in 1894, two new tracks (one on either TOWARD THE ROCKAWAYS side of the existing alignment) were added on the Rock- Meanwhile, some incremental improvements that away Beach Branch between early October, 1903 and eventually supported electrification of the Rockaway the end of March, 1904, from a point just south of the Beach Branch and its upgrade to an electrified subur- Ozone Park station to West End (the west end of the ban route had been going on over many years. As early Grassy Bay trestle, a location later known as Hamilton as the 1880s, excavated spoil from various LIRR im- Beach). In addition, the connecting tracks coming off provement projects was used to fill or repair elevations the Atlantic Division main line at Woodhaven Junction or low spots at other locations, which in this case in- were relocated and extended through the Ozone Park cluded 40 bents on the long trestle to the Rockaways in station to facilitate intense train movement at higher 1891 and portions of the original trestle between Jamai- speeds, an action that enlarged the railroad at that point ca Avenue and Woodhaven Junction during 1892. In from two tracks to three. As construction subsequently 1902, output from the Atlantic Avenue tunnel excavation continued to disrupt the Brooklyn “Triangle” of Atlantic & was also used to create a large tract next to Hammels Flatbush Avenues, electrical distribution facilities were Wye for a substation and battery house; to ease the installed, and operational details were hashed out, a descending ramp from Woodhaven Junction toward fuller picture of the electrified Long Island Rail Road Ozone Park, and also to raise and level the rough grade began to take shape. of the combined Far Rockaway Branch east of Ham- AND SO IT BEGINS: STEP ONE—ELECTRIC mels. The same raw material was also responsible for TRAINS TO THE SEA laying out the large plot of land that would be required In 1900 the Pennsylvania Railroad assumed a long- for the master powerhouse in Long Island City after its standing role as financial parent of LIRR, capping dec- groundbreaking on November 8, 1903, a facility that ades of financial peril and protection. More than any- would ultimately be used to provide energy for both the thing this was an obvious positioning by the master Long Island Rail Road and the Pennsylvania Tunnel & company to prepare for the future construction of its Terminal project. Other invaluable enhancements were terminal in Manhattan, an event that would no doubt the early electrification of the Beach Channel draw- shape its commercial fortunes for many years to come. bridge using storage batteries on July 9, 1900 and the As a direct result of this corporate intertwining, on April addition of semaphore-type automatic block signals, 11, 1902 noted Civil Engineer George Gibbs (First Vice both on the main stem from Ozone Park to West End, President of the Manhattan firm Westinghouse, Church, the future site of Hamilton Beach (June, 1901) and on Kerr & Company, and also consultant to PRR) was del- the Rockaway Peninsula from Rockaway Park to Mott egated with the task of designing the equipment and Avenue (August, 1902), which were extended to Valley facilities to be utilized on the Long Island Rail Road that Stream by August of 1904. Similarly, a second track went along with its electrification. At the same time he was opened on the Far Rockaway Branch in Nassau was enjoined as a special expert by the Interborough County from Valley Stream to Hewlett in June of 1903, Rapid Transit Company, with which LIRR enjoyed a to Lawrence on August 1, then finally as far as Mott Av- very constructive relationship, and through which it was enue on August 15. This effectively completed double- projected that LIRR might finally reach Lower Manhat- tracking of the entire “circular” route through Far Rocka- tan of its own accord. As things later developed it be- way from Glendale Junction to Mott Avenue and back came only natural, as well as technologically expedient, by way of both Hammels and (old) Jamaica. that his existing design for a steel rapid transit car, by As demonstrated above a third track was added be- then being delivered to IRT for its new subway system, tween Mott Avenue and Hammels in June of 1904, be chosen as the initial rolling stock deployed on the which first provided LIRR with a runaround of the electric-powered lines of LIRR’s Atlantic Division. Ocean Electric, then mainly dedicated to use by the This was even more imperative given the incredibly streetcar starting in December of 1905. To provide addi- short time frame available to LIRR before its first electri- tional capacity for meets at speed, and to park the spe- (Continued on page 3) 2 ERA BULLETIN - JANUARY, 2013 The Genesis of “Dashing Dan” -electrified test facility of sorts, where personnel could grow qualified in rapid transit-style control, signals, (Continued from page 2) communication, and general operating practices, fied trains were projected to begin operating. The basic measures that could be greatly different from those long construction of facets associated with the initial electrifi- experienced in the steam-powered past. Also brought to cation, particularly its large substations, had actually the “Springfield Sheds” were the 55 open-vestibuled begun in May of 1904. The purchase of car equipment “Gate cars” that LIRR had originally acquired for its ex- for same was not finalized by the parent Pennsylvania pected service across the Brooklyn Bridge in 1898-9.