Transfusion required

[fitz]

Transfusion or infusion of new stuff required on this forum! Seems like every time we get it started, it goes for a while then trickles down to nothing.
I have tried quizzes and things like that, and know that Hank, Ron, Watash, Roger, Tom and a few others remember some of the great days of the New York Central. How about some of you younger guys who might model the NYCS but really never saw it?
Ron and I have discussed the incredible number of different configurations of a given class of locomotives, just for grins let's say Hudsons. Modelers, have you spotted differences in:
Kinds of Drivers
Kinds of feedwater heaters
Kinds of valve gear
Size of sand domes
Locations of air tanks
Type of tender
Location of feedwater pumps
Anyone who wants to add to this list or report any observations of their own, please do!! We need to revive the deceased NYCS! :rolleyes: And if you have any photos, please post them.

[rhensley_anderson]

Infusion you say? Hmmmm...

A friend just mailed me drawings of two Big Four cabooses (cabeese?). The early caboose was used before 1925 and had an offset cupola and the other was a centered cupola and was in use until the NYC steel Bay Window came on the scene. After I go over some of the details, I'll post the drawing if there is any interest. They are about HO scale.

Also, WrightTrak has just released a NYC Bay Window caboose in resin if anyone is interested in that.

[Hytec]

What percentage was the grade west out of Albany, NY? Also, weren't there some severe curves in the middle of that grade? I know many westbound trains received helpers in Albany station, but where did they cut off, and were they cutoff on the fly?

I rode 4 or 5 westbound trains out of Albany during the 40's, but it was always at night and I wasn't allowed to stay up that late :(

[ 25 January 2002: Message edited by: fitz ]

[signalguy]

There was a big curve as you left Albany station but I don't remember any other to the top of the hill at West Albany. Don't know the % but it was a short distance. In the late 70's when I was with FRA at Albany the Rohr turbo could not make track speed up the hill. At that time the ATK station was in Rensselaer across the river. Track went north out of station and turned west to cross river on the drawbridge then north short distance then west up the hill. The Feb Trains has a chart showing a 3 pusher grade out of Albany westbound.

[fitz]

Roger, of course there is interest. I vaguely remember all three types, but that was a long time ago.
Welcome to the forum and to Trainboard, Gil. How did you end up where you are after working AMTK in Albany?
Since we have this new Poll feature available, I'm going to start one. Guess what the topic will be? :D

[Hytec]

Gil, now you have me wondering about the RR bridges in the Albany/Troy area ... :confused:

This question is for anyone ...
In 51 or 52, I caught a train (D&H, I think?) in North Hoosick, Eagle Bridge, or Hoosick Jct. (can't remember which :( ) that took me to Troy on B&M tracks. Then the car I was in was transferred to Albany and hooked to the rear of a Central train for GCT. Do you have any idea which bridge the transfer might have used?

My gut feel is that the Rensselaer bridge was too far south and out of the way. Wasn't there a bridge further up river nearer Troy that went into the north end of Albany?

[signalguy]

Hank
The old NYC had a line that went down the east side of the Hudson to Rensselaer and over the drawbridge to Albany. Are you sure that was D&H or was it Rutland RR?
Gil

[signalguy]

fitz
Never worked for ATK. I was with B&M then FRA. They transferred me from Boston to San Francisco. Moved to Redding after I retired for the 3rd time.
Gil

[signalguy]

Hank
I did some checking to refresh my memory. The Rutland came in at Hoosick Jct. and there was a D&H connection at Eagle Bridge so it could have been either. At Troy the D&H had a bridge across the Hudson to Green Island but I don't believe there were any passenger trains on that branch, at least when I worked in that area in 49.
Gil

[fitz]

Sorry Gil, that's what happens when you post a reply and can't view the message you are replying to. I knew I made a mistake as soon as I went back to the forum. Welcome, anyway, as we need more contributors to the NYC mainline. ;)

[Hytec]

Originally posted by signalguy:
Hank
I did some checking to refresh my memory. The Rutland came in at Hoosick Jct. and there was a D&H connection at Eagle Bridge so it could have been either. At Troy the D&H had a bridge across the Hudson to Green Island but I don't believe there were any passenger trains on that branch, at least when I worked in that area in 49.
GilGil, thanks for the input. Now that you have given me two options, I don't have a clue if I was on a D&H or a Rut connection into Troy. :confused: I think I caught the train around noon, I know I never got off the coach from Troy to Albany, and it was still daylight (in April) when I was met at Harmon. I think I remember catching it in Hoosick Jct, so as you say it was probably a Rut train through North Bennington.

If someone has a Central passenger schedule from around 1950 that shows trains into GCT from Rutland, Montpelier, and/or Montreal ... ?

As to the bridge .... you're probably right about the Green Island crossing being only freight. It just seems like such a long way around from Troy to Albany by way of the Rensselaer bridge. Now if someone has a Central employee's timetable for that period, it might mention the connecting route .... ?

[ 28 January 2002, 03:08: Message edited by: Hank Coolidge ]

[signalguy]

Originally posted by fitz:
Sorry Gil, that's what happens when you post a reply and can't view the message you are replying to. I knew I made a mistake as soon as I went back to the forum. Welcome, anyway, as we need more contributors to the NYC mainline. ;) fitz
At various periods I have inspected signals on the old NYC from GCT to Cleveland but the last time was between 71 and 79. It wasn't 100% but enough to know much of the territory. Not sure just how good the memory is now after 20 years.
Gil

[Hytec]

Originally posted by fitz:
Sorry Gil, that's what happens when you post a reply and can't view the message you are replying to. I knew I made a mistake as soon as I went back to the forum. Welcome, anyway, as we need more contributors to the NYC mainline. ;) Fitz, If you use Internet Explorer (maybe other browsers also?) you can use the "Back" and "Forward" buttons while you are typing your Reply. What you are typing is saved with "Back", then restored with "Forward" after viewing the message you are replying to. smile.gif

[ 28 January 2002, 14:36: Message edited by: Hank Coolidge ]

[fitz]

Gil, did you ever cross paths with a signal maintainer on the Mohawk Division by the name of "Dutch" Mosher? My brother-in-law's dad, now deceased.
Hank, why didn't I think of that?
You know, I went to school in Troy and haven't a clue about all those bridges and lines. We need to ask "Harron" (Corey Lynch) who is a moderator and currently a student at RPI in Troy. :D

[Hytec]

Gil, did you ever run across a young Mechanical Engineer named Phil Williams in the late 40's and early 50's? Phil graduated from RPI in either 47 or 48, immediately hired on with the Central, and was assigned to one their rail profile cars. He told me its number, but I forget. I could ask him if you're interested, he lives only a few miles down the road.

He said that he occassionally worked the entire system including the Big Four, but mostly the Water Level from GCT to Chicago. He left the Central in the early 50's when he got married and his new wife objected to being left alone.

[ 29 January 2002, 02:33: Message edited by: Hank Coolidge ]

[Hytec]

Originally posted by fitz:
We need to ask "Harron" (Corey Lynch) who is a moderator and currently a student at RPI in Troy. :D Which Forum does Corey usually monitor, I can ask him about the bridges? The RPI Club also may have a history file of Central, D&H, and Rutland stuff that he or one of the other Club members could research if they have time. I believe Corey graduates this Spring, so we better hurry :eek: ... sure hope he sticks around the TB afterwards.

[ 29 January 2002, 02:32: Message edited by: Hank Coolidge ]

[signalguy]

Hank & fitz
I was on B&M from 48 to 71 so would not know Phil Williams. Might have met Mosher if he was there between 73 and 77 when I was stationed in Albany. I started with FRA in 71 at Pittsburgh, then to Buffalo, Albany, Boston and ended in San Francisco from 80 to 89 when I retired. I did consulting for next 6 years including a very short period in Sydney, AU. Met Paul there.
Gil

[Harron]

I have another year guys.

Bridges over the Mohawk:

- Stillwater (B&M) from Schagticoke to Mechanicville

- Troy-Green Island Bridge (Troy Union RR, jointly owned by B&M, NYC, D&H)

- Rensselaer Bridge (current bridge over the Hudson)

- South Rensselaer Bridge (yes, there were two over the Hudson between Albany and Rensselaer.

If you say you picked up the train then ran over the B&M, you probably came down the main to Johnsonville, then split to Troy (the other way is to Mechanicville, which is the freight main).
The D&H used to have trackage rights over the B&M for their branch which split at Eagle Bridge (still exercised today, a D&H local two nights a week runs to Eagle Bridge for the Battenkill RR).

Back to the bridges...
The Troy Union RR ran a series of commuter trains, roughly 30 daily by the early 50s, that ran in a racetrack to Albany.

Up from Albany to Watervliet on the west side, across the Green Island Bridge, into Troy, back down to Rensselaer and across to Albany.

Trains ran both ways on this loop, and this service didn't end until the station in Troy was torn down in '58.

However, I HIGHLY doubt you crossed the river in Troy, as that was mainly commuter or local passenger traffic. Most likely your coach was changed out in Troy, as only NYC ran through passenger trains south on the east side.

Besides, wouldn't you come down the East side into GCT anyway? That was the passenger main, so why bother crossing the river?

And btw, I have one more year here after this one.

[Hytec]

Thanks Corey, that's great info. I guess I was making an assumption about my crossing to Albany ... as I age I find that "good memory" tends to merge with "what might have been". redface.gif

It's quite possible that I was on a joint D&H/NYC or Rutland/NYC train that used only Troy as its Tri-Cities stop, then went straight on to GCT :confused: However, I DO remember it was steam all the way, although we may have changed engines in Troy.

It don't ever remember seeing "Foreign Lines" engines at Harmon. Also I doubt if any were on the Harlem Division, except possibly in Summer of '43 when the Naval gun went crossways in the tunnels near Cold Spring, and all(!) Hudson Division trains were re-routed onto the Harlem for about 24 hours, including both Century's! :cool:

[signalguy]

Contacted a friend (retired B&M dispatcher) who told me ATK and state of VT are planning a train over B&M to Hoosick Jct and up to Manchester, VT on Vermont Railway with possibility of extending to Rutland or Burlington. It would eventually replace the train now running on D&H to Whitehall to Rutland.

[Hytec]

Corey, different subject.

Does the old B&M/Rutland connection at North Hoosick (or Hoosick Jct.) into North Bennington still exist? A few years ago I read something about Amtrak considering a train from Penn Station up the Hudson and into Vermont. I think the article mentioned a route through North Bennington, but I can't be sure.

Gil, I just read your post as I posted my question to Corey. I guess two "Great" minds think alike :eek: :D

[ 29 January 2002, 13:54: Message edited by: Hank Coolidge ]

[Hytec]

Gil, are you aware of two very good books about the B&M by Robert Willoughby Jones?

They are "City and Shore" covering the Eastern Mass lines, North Station, and Boston Engine Terminal; and "Forest, River and Mountain" covering the Fitchburg Division, Conn River Line, NH Mainlines, and NH North Country. I have both books and think that they are very well done. Excellent, mostly color photos, interviews and short write-ups by retired B&M employees concerning issues from the 30's through the 50's ... including a "not-too-complementary" piece about Patrick McGinnis :mad: , and a good job of authoring by Jones that logically connects the photos with the lines. (The photos provide excellent reference for painting my engines and cars)

Trains magazine has been advertising them for the past year. They are a bit pricey ($70+/- each), but a local library might have them. Pine Tree Press is the publisher.

[ 29 January 2002, 14:23: Message edited by: Hank Coolidge ]

[Harron]

Yes, the Hoosic Jct. connection is in service, and has been rebuilt completely for the reroute of the Ethan Allen (the aforementioned Vermont-bound train). All of the trackwork for this train over the B&M has been completed to Bennington. I am unsure as to a startup date, but I can keep you guys posted.

Thinking again on my comments from earlier (written at 2am!) you probably came down on a Rutland train, especially if you went over the B&M, since they had trackage rights over the B&M after their Corkscrew Division was abandoned. It then was most likely tacked onto a NYC train, but it probably crossed into Albany to get to the station (which was on the west side) then back to Rensselaer to travel down the east shore (the passenger main).

Just theoretical stuff, but this makes more sense to me now that I am awake.

[Hytec]

Thanks very much Corey ... now I can think about trusting my memory again :D

By the Rutland's "Corkscrew Division", are you refering to their line from North Bennington, through Bennington, Petersburg Jct (B&M x'ng), Berlin, and into Chatham, where it connected with the Central's Harlem Division. If so, that line was still active in the summer of '53 when I moved from Hoosick.

That line carried one steam-powered milk train each way, 7 days a week. Loads southbound in the late-afternoon and empties northbound in the morning. This train was called "The RUT Milk" by the Harlem, which ran it both ways at night to not interfere with their very(!) heavy commuter traffic.

I know the Rutland did not carry passenger traffic over that line after WW-II, and probably not for many years before. I believe I read in the book "The Coming of the New York & Harlem Railroad" that any Rutland/Harlem passenger service was dropped in the 20's. The Troy connection for the Rutland was probably much more efficient, and the Harlem ran its through trains to Western New England up to Pittsfield over the B&A.

[ 29 January 2002, 15:28: Message edited by: Hank Coolidge ]

[fitz]

I asked for a tranfusion and got it! This is great stuff guys, I love hearing this history and learning about the new stuff. Had no idea about AMTK Hoosick to Vt. I did know they started the "Downeaster" from Boston to Maine, I think, but are speed limited on Guilford track. Keep it going! :D

[Hytec]

Originally posted by fitz:
Had no idea about AMTK Hoosick to Vt. I did know they started the "Downeaster" from Boston to Maine, I think, but are speed limited on Guilford track.What I find strange is that Guilford fought the Downeaster tooth and nail for years and is still being a pain in the butt with their speed restriction on the old B&M trackage from Lowell, MA to Portland, ME. :mad: However, based on what Corey has just said, Guilford upgraded trackage for the Ethan Allen between Hoosick Jct and Albany, Rensselaer, or wherever in the Capitol district without so much as a peep. :eek: I doubt if Guilford re-installed the 16 mile passenger route from Johnsonville to Troy, especially since the Troy station was razed in '58. Corey, do you know the planned route from the B&M to the NYC?

I would love to know what political and financial forces were involved in the two cases and why was one so different from the other? :confused: Corey have you heard anything on this subject in your area? smile.gif

[ 30 January 2002, 02:53: Message edited by: Hank Coolidge ]

[Hytec]

Originally posted by fitz:
I asked for a tranfusion and got it! This is great stuff guys, I love hearing this history and learning about the new stuff.Fitz, my only concern is that all the interesting stuff between Gil, Corey, you and me is buried within the original "Transfusion" topic. I doubt if it would be seen by a member or guest just browsing looking at topic titles. I'm afraid that they would see "Transfusion" and say to thenselves "Oh yeh, I know where they are going with that topic" and just keep on browsing.

Oh well, I guess I can't solve ALL the World's Problems, can I .... :(

[fitz]

Hank, the way I look at it, if anyone is interested in the New York Central, they will look at all forums. Hmmm, having said that, I see what you mean, since many other roads, both old and new have been mentioned. Maybe I could rename it Northwest rail history or something? :confused:

[NYCentral]

Fitz is correct if you are interested you will read.

I have a particular interest in the references to Chatham because of my summers spent there with my grandparents.

My grandfather was an engineer on the Harlem and was assigned the Rutland Milk. I remember sitting out on the porch of their house on Hudson Street and watch the train pulling off of the departure tracks and heading south. Because it was it was my grandfather I was allowed to stay up late, about eleven I think. I also remember the military materiel shipments during the Korean War that originated at the GE plant in Schenectady. Flatcars loaded with M4 Shermans and others with canvassed crates. I believe that is where they came from, there was something about GE supplying the drive motors for the turrets.

Well, it is past eleven, time for bed.

Sorry for getting off topic, this certainly isn't modeling the Central.

[Harron]

Yes, the Rutland line to Chatham was known as the "Corkscrew Division" and it was passenger service I was referring to, as you are right about the milk train.

A note about the Downeaster and the recent track upgrades here on the west end of the B&M. Guilford paid absolutely nothing for the upgrading of the track from Plaistow, NH (where the Downeaster comes on their track) to Portland, ME. They have fought it for over 10 years now. Now they have a nice speedy 45 mph freight main that they didn't pay a penny for, and they want Amtrak out, so it doesn't interfere, basically (they think it'll fail at 60 so that Amtrak leaves, but they get to keep the track. So far it has been sold out every day).

The upgrades from Mechanicville to Eagle Bridge on the west end were paid for by NYDOT, and from Eagle Bridge to Bennington by VTDOT. So once again, Guilford has a 40 mph freight main at no cost. There will be no speed issue here though, as passenger speed does not really exceed 60 on the current route.

I won't get started on Guilford, that's another RR and another forum (not sure which one as of yet, but we can work on it), but I wanted to make clear what was going on.

[Hytec]

Hi NYCentral, anything to do with the Central is certainly not off the topic. smile.gif

The book about the Harlem that I mentioned earlier has a few photos of engine crews. What was your Grandfather's name, I'll see if he might be in one of those photos.

I believe my Grandfather was the architect for the Chatham station. I remember it as a good looking field stone building when I went through (or changed trains) on my way from Bedford Hills to North Adams.

[Big Al]

The new routing of the Ethan Allen from Rensselaer to Vermont will be NYC(CSX) to Schenectady, D&H(CP) to Mechanicville, B&M(ST) to Hoosic Jct, Rut(VRS)to Bennington and eventually Rutland. I have read on other forums that the initial plan includes a train to Bennington and a train to Rutland on the current Whitehall route until the Bennington-Rutland section is upgraded. No firm start date has been mentioned, but target is sometime this year.

In times past the bridges between Rensselaer and Albany were at Maiden Lane on the south and Livingston Ave (still there) on the north. I recall track plans that show a wye arrangement on the east side of both bridges but not on the west side. A train from Troy to Harmon would not be able to make a through move so most likely the scenario was an engine change or a coach added from the Hoosic Jct. connection to the NYC train at Troy.

I may be wrong about no wye on the west end of the Livingston Ave bridge,but this would be crucial to a run-thru from Troy to Harmon without a back-up move.

[signalguy]

Originally posted by Hank Coolidge:
Gil, are you aware of two very good books about the B&M by Robert Willoughby Jones?
I have one of his earlier books titled Boston and Maine, Three colorful decades of New England Railroading that covered the entire RR. My dispatcher friend did some proof reading on the 2 you have but I did not buy them. I did find a 1922 D&H map by Rand McNally. In the tri city area there was an extensive system of electric lines, probably trolleys, owned by D&H and others. They went all the way to Warrensburg via Glens Falls and from Troy east to Averill Park. Also had trolleys at Plattsburg.
Correy, would you know what route the planned ATK to Manchester, VT will take. Last I knew there was no connection at XO tower in McVille so perhaps via Schenectady?

[signalguy]

The STB over ruled Guilford on the Boston/Portland route and said they can run at 79. Sure glad I left before Guilford took over but I did survive Pat McG. He went to jail before I left.

[fitz]

Welcome, New York Central. I think we all have our memories of the Central. Wish we had a time machine. Big Al, glad to hear from you again. How is the hogger business going and what's happening in Saratoga Springs? smile.gif

[Harron]

The route will be as Al stated, up to Schectady as normal, then after passing through Mohawk yard, it will continue east on the Freight Main, rather than turn north on the Canadian Main. At CPF 477 in Crescent, NY, it runs on JOINT B&M/D&H trackage until XO tower in Mechanicville (CPF 467) where it splits over to the B&M. The on to Hoosic Jct (CPF 422 I believe) a line swings up to Bennington, where they will make the connection with the VRS.

Mechanicville still has the connection, but only in the North (east) direction. Trains can not go to or from Albany off of the B&M without having to make a long reverse move.

[Hytec]

I don't suppose any government or private organization would support the re-building of the Rensselaer-Troy-Johnsonville connection. :( It sure would save AMTK a bunch of miles and time. smile.gif

Corey, you and BigAl keep saying "Bennington" in regard to the upcoming Ethan Allen service. I thought that the line from the B&M at Hoosick Jct came into the Rutland yard at "North Bennington", not "Bennington". I believe that the North Bennington yard had 3 accesses, one west to Hoosick Jct., one north to Rutland, and one south to Bennington via the Corkscrew. I don't remember Bennington having anything more than a station, a team track, and a few industry sidings.

Of course I haven't been in that area since 1953, and I have to admit it is very possible that Bennington has annexed the North Bennington area and that the name "North Bennington" has long since ceased to exist. :eek:

[NYCentral]

Hank,

In response to your question about my grandfather, his name was Clarence F. Gardner and as far as I know he is not mentioned in the Lou Grogan book on the Harlem Div., at least I have not found it. My uncle, Clarence L. Gardner, also an engineer was acknowledged in the book and was credited for one of the pictures taken in Pawling.

My grandfather was responsible for the writing of one of sections of the book due to an incident in which he was involved albeit involuntarily. As I said before he took the Rutland Milk south and the accident at Patterson was his train. I don’t know much about the circumstances prior to the accident or those that followed the accident. I do remember my mother stating the train crew was unaware of the train breaking apart until long past Patterson. The morning after the wreck we, (mother, father and grandmother) went to Patterson to see the damage done to the station. My grandmother is in one of the pictures of the people looking upon the wreck site.

When I next talk to my uncle I will try to pull out of him what took place. He has so many stories to tell but is so close mouthed about what he experienced or remembers of other people. He did provide something of his past in an interview for the “Boston & Albany Vol. II” by Robert W. Jones, that was the only time I remember him opening up.

Good night gentlemen.

[Hytec]

Thanks NYCentral ... that's interesting. What is most interesting is that, just 50 years ago, the head-end crew would not be aware that a train had parted even though I must assume the train line was loosing air pressure very quickly. Today's technology would place both ends in full emergency within seconds of the Glad Hands parting, with the crew scrambling back to their seats after being thrown into the forward bulkheads. :eek:

I look forward to more of your uncle's memories ... if you can pry any loose. smile.gif

[fitz]

http://www.pioneer.net/~fitzrr/nycsteam.jpg
How did this get here? From the NYCSHS Taylor collection, Buffalo, August 1953. I know it's hard to tell, but S-1b 6003 and J-3a 5445 are doubleheading while TH&B J-1 502 rolls by. Just want to keep the thread going.

[Big Al]

My grandfather, Harlem Div. 1924-1968 trainman , related anecdotes of the Rutland Milk wreck at Patterson. Although not involved he of course new those that were. Seems the engines were at full throttle. Even a wide-open trainline flow can be overcome by two units with good air compressors. The wreck was part of the reason that the Power Control Switch (PCS) became required equipment on diesel-electric & electric locos.

Saratoga is quiet right now. I am currently furloughed.

D&H biz to NY City is slated to increase soon, I hope.

[ 02 February 2002, 01:00: Message edited by: Big Al ]

[Hytec]

Al, I have never heard of the "Power Control Switch". What is its function?

P.S. Sorry to hear that you are on "Furlough" :( Hope you are back on the Board soon. smile.gif

[hudsonut1]

Jim
Good to see some action on the board.
I am interested in hearing more on NYC milk trains...anyone?

[Hytec]

Up through the 50's, a "Milk Train" (or "Milk Run") was generally the last passenger run of the day over a rural line. It stopped at every station to pick up 40 gallon milk cans from farms along the line. The empty cans were dropped off the next morning on the first run of the day back up the line. These trains had a lot of insulated milk cars, but only one coach or combine. The passenger load consisted of a sleepy Conductor nearing retirement, a few drunks, and one college student trying to finish his homework project. :D

I don't know what happened to the cans and their contents when the milk train reached its terminal, but I assume they were emptied into bulk tank milk cars for later delivery to Boston, New York, or (fill in the blank).

Milk transportation was controlled by different companies for the different regions. For instance the Hood company controlled the milk from New England for Boston, and Borden's controlled the milk from New York State and western Vermont for New York City.

By the way, the January issue of Model Railroader has good article on creating a "Dairy Products Car" written by John Nehrich of the RPI Model Railroad Club, of which "Harron" is Student President (I believe)

[Big Al]

The PCS is a device connected pnuematically to the air brakes and electrically to the control circuits. In simple terms the air system (train brake line) must have pressure in it to close the contacts and allow power to be developed. An emergency brake application results in 0 pressure in the trainline causing the switch to open and power to be cut.

Can be a real pain when trying to keep slack stretched in an emergency braking situation in order to avoid further damage/derailing. Some PCS equipment has a delayed activation for this purpose.

PCS will also affect dynamic braking, if equipped.

[hudsonut1]

Hank
I saw that artcle and I may do one in O scale. I have a question tho; the trucks on the prototype look like regular freight trucks with leaf springs added. I thought that they would have a high speed truck of some kind. Are they an early version of the Barber High speed truck?
Thanks for your reply.

[fitz]

Ron, I noticed those trucks on milk cars in some of the NYC photos I have. What were they called? They don't seem to resemble either freight or passenger trucks of the time. :confused:

[hudsonut1]

Jim
First off ,what's with the time/date on the board? By my calendar it is is still the 4th...and your last post says the 5th.....by my watch it is 5:44PM on the 4th.
Most milk/express cars that I have seen have a 4 wheel passenger style truck. I'm not familiar with the Maine Central so I can't coment on their operations.
The article goes on to say that the trucks are an "AAR cast-steel type with leaf springs" and leaves it at that.
Perhaps they weren't run at "high Speed" on the milk run it was used on .
At any rate it may end up on my layout.

[hudsonut1]

OK
Now to the NYC trucks you brought up. I don't know if they had a special name but they most often are refered to as an "express reefer" truck. They are very close to the Commonwealth passenger car truck in looks but just enough different so the Commonwealth truck won't look right under the reefer!
The express reefer truck had a lighter look to it,as it was, and the reefers were a lot lighter then the baggage/mail cars and other cars that used the 4 wheel truck.
That may not be a technical description but I think you may get the point (?)
In O scale Chooch made a beautiful express reefer truck in brass a number of years ago.
Anyone else have any better ideas on that?
AS in anything regarding the railroads,never say never about nuthin'.....

[Hytec]

Originally posted by hudsonut1:
..... First off ,what's with the time/date on the board? By my calendar it is is still the 4th...and your last post says the 5th.....by my watch it is 5:44PM on the 4th. HudsonNut1 ... The time posted with each topic is Greenwich Mean Time (GMT) or "ZULU", which is the Official Time for the World as measured at the Royal Naval Observatory in Greenwich, England. :cool: Since you are on the West Coast of the U.S.A., just subtract 8 hours (7 hours during Daylight Saving Time) to determine the posting time for La Mesa, CA.

So much for my B.S.! :rolleyes: :D :D

[ 05 February 2002, 02:46: Message edited by: Hank Coolidge ]

[fitz]

Ron, for all of us on the west coast, the date changes at 4PM, which sometimes causes me to miss everything that was posted for the day, unless I go through a tedious search of each forum. Alan is the only one who is real time. :(

[hudsonut1]

OH..OK