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NYC Electric Locomotives and MU Cars by Robert A Liljestrand and David R Sweetla
NYC Electric Locomotives and MU Cars by Robert A Liljestrand and David R Sweetland
Soft Cover
48 Pages
CONTENTS
MAP3
INTRODUCTION 4
S-1 5
S-2 6
S-3 9
Q 12
R-1 14
T-1a and T-Ib 15
T-2a 17
T-2b 19
T-3a21
RA24
R-226
DES-3 29
DES-232
P-la 33
P-2a36
P-2b37
MU CARS40
HEATER CARS46
ELECTRIC ROSTER47
INDEX48
In 1901, the New York Central & Hudson River retained electrical engineer and transportation planner Bion J. Arnold to conduct a feasibility study for electric train operation to Grand Central. However, the events of January 8, 1902, moved electrification to the forefront. On that date in the Park Avenue Tunnel, a NYC train rear-ended a New Haven train because smoke in the tunnel had obscured a signal, killing fifteen people and injuring forty-one more. A New York State Act, dated May 7, 1903, ordered the NYC&HR and NY, NH&H to operate their trains by July 1, 1908, by other-thansteam in Manhattan. Under contract from the NYC, Alco-GE built a prototype 1-D-1 locomotive in October 1904 for the five mile test track along the NYC main at Scotia, NY. Electric locomotive #6000 (page 5) began testing for the October 1904-June 1906 period. A severe ice storm during winter operations convinced the NYC to change from an over-running to an under-running third rail pick-up shoe.
After completion of the tests, Alco-GE built the production run of thirty-four class T-2 1-D-1 "motors" in 1906 numbered 3401-3434 (page 6). Tracking problems with a nosing problem on curvature caused a redesign to a 2-D-2 wheel arrangement and a change in class to S-2. The first electric locomotive-hauled train departed Grand Central on September 30, 1906, at 3:19 PM with T-2 #3405 pulling the train. Electric service reached High Bridge in September 1906, North White Plains in March 1910 and Croton, NY in February 1913, with through trains to Harmon by June of that same year. On top of all of this DC electrification, the NYC&HR started construction of the new Grand Central Terminal, designed to accommodate 1,500 trains per day. Completed in 1913 at 42nd Street, Grand Central Terminal had 42 tracks for through travel on the upper level and 25 tracks on the lower level for local trains.
The third group of "S motors" were delivered with the new 2-D-2 wheel arrangement numbered from #3255 to 3246 (page 9) and equipped with a train-heating boiler for road-haul service. The B-B+B-B "T-1 motors" of 1913, #1147 (page 15) and 1148-1156 (page 16), replaced the S-1, S-2 and S-3 units in road service. Class T-2a units #1157-I162 (page 17) arrived in 1914 and class T-2b units #1163-1172 (page 19) a few years later in 1917. Larger A Ico-GE T-3a "motors" #1173-1182 (page 21) were delivered in 1926. Two other new designed "motors" appeared on the NYC roster in 1926, box cab B-B twin units of the RA class, # 1200A&B and 1201 A&B (page 24), and steeple cab class Q electric switchers #1250-1256 (page 12).
In the New York City area, the NYC needed a tri-powered (Diesel-Battery-Electric) locomotive. Alco-GE and IR furnished test unit #1525 in 1928 plus improved production units #1526-1562 (page 29) and MC #7530-7533 in 1930. R-2 C-C electric freight motors #1202-1243 (page 26) joined the increasing NYC roster in 1930 and 1931.
The final third-rail electric locomotives were not new, but rebuilt former 3000 volt DC Cleveland Union Terminal class P-1 a "motors" (page 33) originally built by Alco-GE in 1929 and 1930. With a 2-C+C-2 wheel arrangement, CUT #218 was rebuilt at Harmon Shops into class P-2a 600 volt third rail motor #222 (page 36). This was followed by twenty more in 1955 rebuilt by GE at Erie, PA and given a new class of P-2b (page 37). These new "P" class units replaced many older "T" and "S" class units on the Electric Division. These 2-C+C-2 "motors" lasted into the Penn Central era.
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