any New Haven fans ....

Im liking the black and white effect

briansilvermustang posted:

nmp....

Gee Brian, you must have been on the other side when I was taking this photo,

john f penca jr posted:

Im liking the black and white effect

John, B&W does not do the McGinnis  paint any justice.

Attached photo, taken by me on September 12, 2017, shows a girder bridge in Waterbury, Connecticut lettered for "New Haven Railroad." The bridge and lettering are certainly original to the New Haven Railroad.

MELGAR

Acquired this week, NIB MTH Premier AAR Box Car in 1955 McGinnis era black body and orange door.  Prototypical for that car.   Not too sure about the orange ladders and grab-irons.

This car screams of Halloween.

Will be great companion to my much older MTH Premier 40' box cars in McGinnis era paint from the same 1955's.

Love the mix and match paint schemes.

Peter

The New Haven RR bridge over the Cape Cod Canal.

Peter

This is one of my favorite threads. And I think what I find most appealing (other than the proliferation of colorful McGinness paint schemes) is the mix of real trains/locales and scale models. And the addition of historical info is a great additional benefit.

Keep 'em coming!!!

For those who have not seen it before, my rendition of the Mercer Coal towers located along the NH line in Stratford, CT.

Very nice Don.  You and I have driven by them plenty of times.

First picture shows the former New Haven Railroad main line (now Metro-North New Haven Division) where it crosses the Byram River – the state line between Port Chester, New York (on the left) and Greenwich (Byram), Connecticut (on the right). Note catenary and support towers built by NHRR around 1906.

Second picture shows the New Haven-built girder bridge which carries the main line across US Route 1 in Port Chester, New York.

MELGAR

MELGAR posted:

First picture shows the former New Haven Railroad main line (now Metro-North New Haven Division) where it crosses the Byram River – the state line between Port Chester, New York (on the left) and Greenwich (Byram), Connecticut (on the right). Note catenary and support towers built by NHRR around 1906.

MELGAR

MELGAR;

Never got to ride the New Haven Branch, but did frequent the Harlem line for several years and on the way north, I usually noticed where the NH branched off from the Harlem (somewhere around Woodlawn if I remember correctly). There were some pretty impressive catenary towers shortly after the split, but I never saw the pantographs in use. Do you know if the cat towers in that area were also from 1906 and do you know where the MN trains started using the overhead power???

Thanks.

Apples55 posted:

MELGAR;

I usually noticed where the NH branched off from the Harlem (somewhere around Woodlawn if I remember correctly). There were some pretty impressive catenary towers shortly after the split, but I never saw the pantographs in use. Do you know if the cat towers in that area were also from 1906 and do you know where the MN trains started using the overhead power???

The New Haven's 1906 high-voltage AC electrification and catenary system began at Woodlawn Junction, twelve miles from Grand Central Terminal, and ran 21 miles to Stamford, Connecticut . Sometime later (I don't know when), the New York Central Railroad's DC third-rail system was extended to a point about two miles east of Woodlawn near where the New Haven (now Metro-North) main line crosses the Hutchinson River Parkway between the Mount Vernon East and Pelham stations. Although they are no longer in use, the New Haven's catenary towers through this stretch are still in place. Pantographs are lowered in third-rail territory and pickup shoes on the trucks draw DC current from the third rail. New Haven electric locomotives serving Grand Central Terminal were unique in that they were capable of running on overhead AC power through the pantographs or DC power through the pickup shoes, with the changeover effected on the fly...

MELGAR 

From the home layout:

Peter

 

briansilvermustang posted:

Really neat image find!

Sure would like to see this made.

Ron,   Sunset / 3rd Rail has announced this locomotive.

rheil posted:

Ron,   Sunset / 3rd Rail has announced this locomotive.

Thanks for the info.  Will have to check this out.

Ron

MELGAR posted:

Apples55 posted:

MELGAR;

I usually noticed where the NH branched off from the Harlem (somewhere around Woodlawn if I remember correctly). There were some pretty impressive catenary towers shortly after the split, but I never saw the pantographs in use. Do you know if the cat towers in that area were also from 1906 and do you know where the MN trains started using the overhead power???

The New Haven's 1906 high-voltage AC electrification and catenary system began at Woodlawn Junction, twelve miles from Grand Central Terminal, and ran 21 miles to Stamford, Connecticut . Sometime later (I don't know when), the New York Central Railroad's DC third-rail system was extended to a point about two miles east of Woodlawn near where the New Haven (now Metro-North) main line crosses the Hutchinson River Parkway between the Mount Vernon East and Pelham stations. Although they are no longer in use, the New Haven's catenary towers through this stretch are still in place. Pantographs are lowered in third-rail territory and pickup shoes on the trucks draw DC current from the third rail. New Haven electric locomotives serving Grand Central Terminal were unique in that they were capable of running on overhead AC power through the pantographs or DC power through the pickup shoes, with the changeover effected on the fly...

MELGAR 

MELGAR;

Thanks for all the history. My brother lives in Westchester and one of these days I am going to have to do a train watching safari when I am over there.

Lionel New Haven Alco set#1608, "Merchants Limited", circa 1958....

There already have been pictures of ALCO FAs on this thread - but I might as well add mine. 

Pictures show my MTH Premier New Haven Railroad ALCO FA A-B-A locomotive set with PS-2. The New Haven purchased 15 ALCO FA-1/FB-1 A-B-A sets (class DER-2a/2b) in 1947 and used them for hauling freight on its line to Maybrook, NY. They were delivered with 1500 HP V-12 engines and replaced 2-10-2 steam locomotives on the route. In 1951, New Haven purchased five 1600 HP B-units and ran A-B-B-A sets on the Maybrook line, also upgrading some earlier FAs and FBs to 1600 HP. Some units lasted until 1973 on Penn Central and became Long Island Railroad power cars in 1974.

To those New Haven fans attending - have fun at York... 

MELGAR

I have a lionel new haven HO set available

Great pictures, Brian!

A couple of similar models from Atlas O and Sunset/3rd Rail...

MELGAR

Very nice, Mel !  they look great !!

In December 1945, shortly after the end of WWII, the New Haven decided to buy 75 new cabooses. Steel shortages, labor issues and a change of car builder delayed production until the railroad eventually contracted with International Car Company in 1947 to buy 75 NE-6 steel cabooses at a cost of $6,335 for each standard caboose and an additional $350 if equipped with steam heat. The first NE-6 arrived on November 10^th, 1947 but by March 1948, due to higher than anticipated production costs, the New Haven agreed to an increased price of $7,775 for five express cabooses and $7,250 for the remaining standard cabooses, the last of which was received in August 1948. The NE-6s had riveted steel sides, rode on Barber-Bettendorf swing-motion trucks, weighed 47,000 pounds and were numbered from C-635 to C-709. They were delivered in caboose red with a black roof and underbody but were repainted into the McGinnis scheme beginning in 1955. They were used in through and local freight service, and work service. Many New Haven NE-6s lasted to the end of the railroad and received Penn Central paint and numbers in the early 1970s.

The pictured New Haven NE-6 caboose models were made by Atlas O in several runs between 2003 and 2015.

MELGAR

MELGAR posted:

 by March 1948, due to higher than anticipated production costs, the New Haven agreed to an increased price of $7,775 for five express cabooses and $7,250 for the remaining standard cabooses,

Stupid question: What is an "express caboose"?

Pat Kn posted:

MELGAR posted:

 by March 1948, due to higher than anticipated production costs, the New Haven agreed to an increased price of $7,775 for five express cabooses and $7,250 for the remaining standard cabooses,

Stupid question: What is an "express caboose"?

In the New Haven's terminology, an "express caboose" was one equipped with steam and air signal lines so that it could be operated in a passenger train. In the steam era, passenger cars had steam lines which received steam from the engine to heat the cars. Some passenger trains had a caboose in the consist and thus had to have steam lines. In the New Haven's case, this applied to cabooses operated to Montreal with Canadian passenger cars. Five of the seventy-five NE-6 cabooses were equipped as such.

MELGAR

MELGAR posted:

In the New Haven's terminology, an "express caboose" was one equipped with steam and air signal lines so that it could be operated in a passenger train. In the steam era, passenger cars had steam lines which received steam from the engine to heat the cars. Some passenger trains had a caboose in the consist and thus had to have steam lines. In the New Haven's case, this applied to cabooses operated to Montreal with Canadian passenger cars. Five of the seventy-five NE-6 cabooses were equipped as such.

MELGAR

Thanks

briansilvermustang posted:

OH Henry's ...on Engle Rd.

briansilvermustang posted:

          ???

Fairbanks Morse 'John Quincy Adams' locomotive (class P-12-42). Pulled a set of Talgo cars of Spanish design (thinking that they were built on contract by ACF in the US).Boston and Maine tried a set as the 'Speed Merchant.'.

One of several ventures the NH made into lightweight trains in order to try and suppress their growing deficits from passenger service. Joined by the 'Train X' (NH Train name Daniel Webster) from Baldwin, and the Roger Williams (Budd car set with a bulldog nose).  Only one that survived that era were the Budd cars, Amtrak ran them for quite a few years.

The GM Aerotrain was another entry into the lightweight train craze. As with the Talgo cars, they ran rough and literatlly bounced teh passengers out of their seats on rough track. The Rock Islan kept some of the Aerotrains, just to punish their commuters.

thank you Jim...

RDC in Sharon, Mass, 1966:

Great photography...

Steven J. Serenska

Picked up a new in box Williams F7 last night to go with some NH cars that I’ve accumulated over the years.  A very nice runner!

A reprise of my recent purchase and repaired EP-5 with NH three car consist.

And as probably stated earlier extending with two PRR ribbed streamliners.  The Pennsy and NH had a tight relationship.  In the January 14,1953 crash of "The Federal" three NH cars followed GG1 motor 4876 into the basement of Washington Union Station.  In fact 9 of the 16 cars consist were NH's.

And the tail end will be completed with some combinations of these.

The first New Haven 8200 series passenger car was delivered in 1934 from Pullman Standard in Worcester, Massachusetts, The New Haven purchased 205 such cars which served before, during and after WWII and for years were pulled by I-5 Hudson locomotives between New Haven and Boston. They were modern streamlined air-conditioned lightweight cars, 84-feet 6-inches in length, weighing 54-1/2 tons compared to 73 tons for the New Haven's 8100 class heavyweight cars. They became known as "American Flyer" cars after the A.C. Gilbert Company of New Haven, Connecticut made American Flyer S gauge models of them in the 1950s. One-hundred-and-thirty-five cars remained on the New Haven roster when Penn Central took over in 1969. The photos show car 8227 on my 12-by-8 layout. The O scale model is 21-inches in length and was manufactured by Weaver Models.

MELGAR

Always loved those Osgood Bradley coaches but don't have the room for the Weaver ones. Hence i built 6 of them - 5 in NH markings and 1 in Lehigh Valley markings, including a NH Cafe car. I've posted these pics. before. I started with KLine 13" coaches, removed the window areas, bought a bunch of "junker" American Flyer coaches at train shows,  very carefully removed the AF window sections using a fine toothed band saw, grafted them into the KLine cars, painted them with Scalecoat Hunter Green, and had the decals custom made. The coach shown here with the red markers has a "Merchant's Ltd." lighted drumhead in the rear vestibule.

A New Haven passenger consist on my 12-by-8 O gauge railroad... The New Haven often ran different types of passenger cars within a train. This one has an 8700 postwar series streamlined passenger car #8701, the prewar heavyweight parlor car "Flying Cloud," both by MTH, and American Flyer car #8227 by Weaver. The locomotive is EP-5 #371, an old model from the first run of MTH EP-5s with PS-1. Runs nicely in conventional without speed control and has "Jet" blower sounds and horn.

MELGAR

Thanks for this thread.. I just viewed all 7 pages.. May even inspire me to go down to the layout this weekend. haven't felt much like going downstairs for awhile...I could use some rr time!

I may even need to post some pictures of my NH collection..Once I learn how to do that!

  bptbill

Brand new fan, as soon as my custom painted Box Cab comes in.  Thanks to Peter Carbrey, OGR Forum Member.

My first New Haven engine.

Chris Sheldon

MELGAR posted:

The first New Haven 8200 series passenger car was delivered in 1934 from Pullman Standard in Worcester, Massachusetts, The New Haven purchased 205 such cars which served before, during and after WWII and for years were pulled by I-5 Hudson locomotives between New Haven and Boston. They were modern streamlined air-conditioned lightweight cars, 84-feet 6-inches in length, weighing 54-1/2 tons compared to 73 tons for the New Haven's 8100 class heavyweight cars. They became known as "American Flyer" cars after the A.C. Gilbert Company of New Haven, Connecticut made American Flyer S gauge models of them in the 1950s. One-hundred-and-thirty-five cars remained on the New Haven roster when Penn Central took over in 1969. The photos show car 8227 on my 12-by-8 layout. The O scale model is 21-inches in length and was manufactured by Weaver Models.

MELGAR

Those are nice looking cars.  They run comfortably on O27 curves, right?  

Steven J. Serenska

Serenska posted:

Those are nice looking cars.  They run comfortably on O27 curves, right?  

Steven J. Serenska

Steve,

Absolutely impossible!!! They are the only true-scale New Haven passenger cars that I own. Atlas O bought the tooling from Weaver and is now offering a new run of these cars and says they will run on O-45. The outer loop on my layout is O72...

MELGAR