Welcome to my Blog. The scope of this blog is to record the trials and tribulations of building and maintaining an HO scale layout, the trains and all of the ancillary projects that go with it. In 2017 New York Central subsidiary short line Empire Belt Railroad came into existence. The New York Central / Penn Central and Empire Belt are now the major railroads featured.
PCCM #94 is a three layout one weekend coal op with a twist. Instead of our usual empties to the NYCTL for loading at Hudson Coal both Neal's Atlantic Pacific RR and PC Ralph's Kings Port Division will be forwarding loaded coal hoppers for export overseas via Pier 16 on the NYCTL.
In a recent article from T.R.P. magazine from White River Publications author Mike Bednar described the that coal loadings in the 1970s were up on the Lehigh Valley RR with most of the coal going to overseas export. Big Mike specifically mentions 1972 as a big year for coal export.
We know from history that Hurricane Agnes roared thru the eastern part of the United States in June 1972 decimating many railroad rights of way. Particularly hard hit was the Erie Lackawanna whose right away and infrastructure was so badly damaged the EL filed bankruptcy two days later.
As tragic and destructive as Hurricane Agnes was railroaders kept the trains rolling that were often being detoured onto other railroads to keep the nations commerce moving.
We open the op on the NYCTL as a detoured EL train that came thru the Atlantic Pacific RR's Rock Ridge Yard comes thru Empire City with PC GP40 #3175 leading EL GP35 #2570.
Extra 3175 East heads to Terminal Yard.
The Extra 3175 East engines have cut off from their train and prepare to head to the engine terminal. A pair of ex NYC switch engines are busy working the Pier 16 yard.
The locomotives head into the engine terminal for service and turning.
Meanwhile back at Empire City unit coal train UTP-2 includes a pair of B&O F7As with a combined coal train from the B&O and LV. The PC unit on the head end was added at West Mill for signaling purposes and the train is entering the High Line for Bedford NY.
Train UTP-2 heads to Terminal Yard.
The UTP-2 power has cut from their train and prepares to head into the engine terminal. The ex NYC switch engines are hard at work loading the unseen ship docked at Pier 16.
The UTP-2 power arrives at the fuel pad.
A Pier 16 switch engine brings empty ore hoppers to Terminal Yard as Big Mike pulls the cabooses from both inbound coal trains and Kar Knocker is ready to blue flag and inspect the trains.
A couple of hours later ex NYC switch engine 9608 shoves the coal hoppers brought in on Extra 3175 East towards Pier 16.
Catch 9608 in action with the Extra 3175 coal hoppers.
A short time later the EL and APRR coal hoppers are shoved onto the pier for unloading.
The last of the Extra 3175 East coal hoppers are shoved onto the pier.
A bit later the switch engine starts pulling the now empty coal hoppers from Pier 16.
Another cut of empties from Extra 3175 East are pulled out of Pier 16.
Empties are brought to Terminal Yard and loads shoved towards Pier 16.
Ex NYC caboose 21667 will bring up the markers on the return train to Rock Ridge Yard.
Switch engine 9622 shoves the empties for Rock Ridge Yard into Terminal Yard Track #4.
Over at Pier 16 switch engine 9608 is shoving a cut of cars from train UTP-2 onto Pier 16 for unloading.
While the 9608 is busy getting the ship loaded switch engine 9622 retrieves a block of empties from Pier 16 holding track #1 for return to the Kings Port Division.
An ex NYC caboose will bring up the markers on this train.
Empty hoppers for return to West Mill are shoved into Terminal Yard track #2.
Over at the engine terminal engine hostler Wet Willie has done his job getting the engines serviced and turned. The B&O and EL locomotives have drawn railfans from around the area.
The power for empty hopper trains Extra 3175 West and UTP-1 are coupled on.
Extra 3175 departs Terminal Yard.
Extra 3175 passes Bedford Tower. Next stop Selkirk!!!
Train UTP-1 departs Terminal Yard.
Train UTP-1 passes Bedford Tower. Next stop Selkirk!!!
This closes out the NYCTL's portion of PCCM 94 and we turn the op back over to Sir Neal's Atlantic Pacific RR and PC Ralph's Kings Port Division. Be sure to catch the final car movements!!!
Today's focus will be on the Atlas model D&H #451 which I found had a very interesting prototype history.
Model Information:
Delaware & Hudson #451 is an Atlas-Kato yellow box model of an Alco C424 that I picked up in the great train store haul on June 3rd, 2022. The as purchased model was like new, came with the horn hook couplers and looked to be run very little if at all.
The model is readied for service with the installation of Kadee #5 couplers.
The 451 ran smoothly and flawlessly in local switching and transfer train service. Below it switches a boxcar at Empire City Produce.
D&H #451 brings a train thru Bedford NY. The prototype D&H #451 had white number boards and black numerals.
The D&H specified that the protruding rear number boards be removed during rebuilding and replaced with a smooth contoured rear.
Prototype Information:
The prototype information for D&H #451 draws heavily from the Alco Treasury edited by Steve Barry and Otto M. Vondrak and published by White River productions. Excerpts from the articles "When Alcos came from GE Parts 1 and 2" by Jim Rowland were used to follow the D&H #451's very interesting story.
D&H C424m #451 History
D&H #451 started life as Erie Lackawanna C424 #2401 similar to the EL #2405 seen below in this photo.
Photo: Rails4me courtesy of Creative Commons.
EL C424 #2401 would be conveyed to Conrail on April 1st, 1976 and be renumbered CR #2475. from what I can see it did not receive a CR blue paint job. Conrail Cyclopedia reports that CR #2475 was retired in 1978 and sold to General Electric.
Enter General Electric
As Railroads were transitioning from first generation to second generation power GE, a one time Alco partner, received a substantial amount of traded in Alco units that contained their own equipment. With a surge of traffic and expanded territories in the mid 1970s GE entered the locomotive refurbishing market opening the former Erie RR locomotive shop located in Hornell, NY.
The ex EL #2401/ CR #2575 was rebuilt in June 1980 by GE at Hornell as D&H C424m #451. The rebuild was part of a six car order (#451-#456) by the D&H that specified among other things that the 16 cylinder C424 prime movers be replaced with Alco 12 cylinder prime movers. This was preceded by a similar three car order for the D&H (#461-#463) in May 1980 that was financed by interchange partner Genesee& Wyoming RR.
Guilford Rail System Takes Over
In 1984 the D&H became part of the Guilford Rail System. The D&H C424ms retained their numbers until 1987 when Guilford began transferring some assets to its Springfield Terminal subsidiary. D&H #451 would become Springfield Terminal #70 in 1987 and get a full Guilford / Springfield Terminal paint job. Guilford Rail System MEC and Springfield Terminal paint jobs as seen in this 2007 photo.
Photo: Voluntary Amputation courtesy of Creative Commons
D&H Placed into Bankruptcy / NYS&W Takes Over
In 1988 the Guilford placed the D&H into bankruptcy and the rebuilt C424ms were returned to home rails with the NYS&W becoming the court ordered operator of the D&H.
Canadian Pacific Buys the D&H
In 1990 Canadian Pacific began to take over the day to day D&H operations. For a short time the active C424ms found themselves coupled to CP red units as they hauled freight from one end of the system to another. The sale became official in 1991 however the CP declined to accept the C424ms.
Back to Guilford Rail System
The remaining C424ms were court ordered back to Guilford who had initiated the bankruptcy and they were assigned to Guilford's Maine Central (MEC) RR. D&H #451, ST #70 would now become MEC #450.
In 1995 the C424ms 15 year lease was ending the units were withdrawn from service. In preparation for end of lease return the operable rebuilt C424ms, #450, #451, #452 and #454 were stored at East Deerfield, Mass with a murky future.
East Deerfield Yard 2009. Photo: traingeek. Courtesy of Creative Commons.
Livonia, Avon & Lakeville to the Rescue:
Western NY short line LAL expanded significantly in 1996 and was in need of additional motive power. Learning that the Guilford C-424ms were available the LAL chief mechanical officer went to inspect the units. Pleased with what he found the LAL was able to purchase all four units from the leaseholder. The ex EL #2401, Conrail #2475, D&H #451, Springfield Terminal #70, Maine Central #450 would be painted as Livonia, Avon & Lakeville #424. The LAL #424 was last photographed in service at Avoca NY on May 2nd, 2017 as reported on the RR picture archives website.
The bargain basement purchase price for the used Atlas 1:87 scale D&H C424m #451 seems quite prototypical after reading the Alco Treasury articles. The story of the GE rebuilds was very interesting and I highly recommend the Alco Treasury book for its excellent articles and photography.
The D&H C424m #451 model is a fine running engine but it faces an uncertain future in this livery. It's 1980-1987 era paint job puts it well into the Conrail era which is pretty much beyond my modeling scope.
Giving the D&H running rights to my Terminal Yard in a 1980-1987 operating session is something that can be considered but I'm really not set up for the years 1980-1987. When I purchased the model my intent was to repaint it but after learning about its history I'll keep the model in D&H paint for the time being. Knowing the history is however a double edged sword. Now when I look at the model it clearly states 1980-1987.
Lets take a look at these two premier passenger trains that once offered opulent first class sleeper car service between New York City and Chicago.
The New York Central launched the 20th Century Limited and the Pennsylvania RR launched the Pennsylvania Special on the same day, June 15th, 1902. Many historians consider this the birthday of the Broadway Limited as the two arch rivals began what came to be known as "the great competition".
Pullman Sleeper Car Palisade stands in for the Century.
Pennsylvania Sleeper Car Paul Revere does the honors for the Broadway.
Arch Rivals New York Central and Pennsylvania race out of Empire City Station for Englewood IL where they would again race side by side as they traveled to Chicago.
The Pennsylvania Special was renamed the Broad Way Limited in 1912 to highlight the PRRs "Broad Way" of Americas Transportation System, a reference to the PRR's multiple track main lines. The Broad Way would later become the Broadway Limited and advertise it's connection with New York City's Great White Way.
Observation car Philadelphia brings up the markers on the Broadway. The Philadelphia, car #180 would become Penn Central Business Car 180 assigned to the Vice President of Transportation. The car would be retired in 1969, sold to a private owner and renamed Philadelphia Starr.
Rival NYC has a numbered observation car standing in for the Century.
In 1938 the Century was upgraded with new equipment. The 1938 Century was designed thru the combined efforts of of industrial designed Henry Dreyfuss and the NYC's engineering department.
In 1938 the PRR introduced the "Fleet of Modernism" streamlining the Broadway and other passenger trains. The new Broadway featured five types of private room accommodations. A Fleet of Modernism baggage car takes on baggage.
GG1 4910 will take the Broadway, Train #29, from Pennsylvania Station in New York City to Harrisburg, PA where it will be swapped for diesel power to continue the trip to Union Station in Chicago, IL.
Continuing a tradition started in 1902, the 20th Century Limited received a full complement of Pullman-Standard Built cars in 1948. interspersed into the Century were some of the newly refurbished 4-4-2s from the Imperial series like this Imperial Fleet 4-4-2 sleeper.
The 1948 Century was inaugurated by none other than General Dwight D. Eisenhower, then president of Columbia University in New York City.
Both the Century and Broadway offered coast to coast through sleeper service via the Santa Fe "Chief" until 1954 when service was transferred to the Santa Fe "Super Chief". The Century ended this service in February 1958.
As passenger losses mounted the New York Central sought to get out of the passenger business which was dragging the railroad down towards bankruptcy. Coaches would be added to the Century for the first time in 1957 and again in 1958.
With little publicity on December 2nd, 1967 a half full west bound train #25, The 20th Century Limited, left Grand Central Station Track 34 and Train #26 left La Salle Street Station for the last time and the Great Steel Fleet passed into history.
On December 3rd, 1967 the NYC instituted Empire Service trains when a coach train left Grand Central Station track #36 for Buffalo NY.
Meanwhile in 1967 after the Century made its last run The Broadway was consolidated with the General and coaches were added and observation car removed. The consolidated train carried the name Broadway Limited but it was renumbered as trains 48 and 49.
In February 01, 1968 the Penn Central took over operation of the Broadway Limited (trains 28 and 29) and continued to operate it with little fanfare. Ex PRR and NYC E7s and E8s handled the train west of Harrisburg.
A handful of coaches and sleepers received the PC green but by March 1970 the PC clearly wanted out of the passenger business. 10-6 Sleeper 4350 "Octoraro Rapids" was part of the Broadway Limited consist and lensed at 21st Street in Chicago on April 23, 1971. Below we see the 1:87 scale version on a different date at Empire City Station.
On May 1st, 1971 Amtrak took over many of the nations intercity passenger trains. The Broadway Limited retained its name and was now numbered as trains 40 and 41. Below Penn Central E8A 4300 powers an Amtrak era Broadway Limited out of Empire City Station.
The Broadway Limited leaves Chicago.
On the 75th anniversary of the Broadway Limited on June 15, 1977 GG1 4935 restored to its earlier splendor thru the efforts of the "Friends of the GG1" brought the Broadway from Penn Station in NYC to Harrisburg PA. GG1 4935 below is seen bringing the Broadway thru Empire City on its 75th Birthday.
The Broadway Limited made its last run on Saturday, September 09, 1995. FP40PHs handled the train laden with headend cars between Philadelphia and Chicago.
Enjoy the New York Central Layout 's 120th Anniversary tribute.
Sources
New York Central's Great Steel Fleet 1948-1967 by Geoffrey H. Dougherty.
The Broadway Limited by Joel Rosenbaum and Tom Gallo.
Passenger Train Annual 2016 from White River Productions.
Penn Central Color Guide to Freight and Passenger Equipment by James Kinkaid.
Non layout photos courtesy of Creative Commons / WordPress.org
