Headend in PDF - The New York Museum of Transportation

HEADEND
The Journal of the New York Museum of Transportation
SUMMER 2012
DIESEL TRAIN VISITS NYMT
For the last several years, the volunteers at the Rochester &
Genesee Valley Railroad Museum have been restoring their
former Rochester Gas & Electric Company GE diesel for
operation on the museum rail line. With that work essentially
finished, a test run was made on August 11, 2012 over the
entire distance between RGVRRM’s Industry Depot and the
New York Museum of Transportation. With a small army of
volunteers carefully watching for coupler bind or anything
else that could hinder operation around the tight curves at
the north end, the diesel and two cabooses successfully made
it to the trolley boarding platform with no trouble.
the way, is numbered for the year it was built). The Chris
Hauf paint job and replicated period RG&E logo are the visible
signs of the restoration, but there was a lot that went on
under the hood to bring the loco up to a standard of reliable
service. Prior to RGVRRM’s acquiring the 45-ton diesel in
1991, it was used by RG&E to switch coal cars for the Beebee
Power Plant near the Genesee River. The trucks on the diesel
utilize side rods, which add a unique visual interest when the
loco is in motion, and the two six-cylinder engines generate
380 horsepower that easily handle the two-caboose train.
Restoration of the diesel wasn’t the only thing that allowed us
to make the successful test run. Before operating all the way
to the loading platform at NYMT, 25 crossties, several gauge
rods, and 20 tons of ballast were installed on the portion of
track between the loading area and the driveway grade
crossing. NYMT hired Giambatista Railroad Contractors for
this work, and RGVRRM contributed the ties and use of their
backhoe. In addition to the Giambatista crew, several of our
own volunteers put their backs into it too, for a successful,
one-day track restoration project.
RGVRRM’s diesel 1941 and train pause at the loading platform,
easily demonstrating the potential for end-to-end train rides.
This test run was a major milestone event for the two
museums. It has now been clearly demonstrated that the
diesel train offers a viable way to carry passengers between
our museums. Now, instead of relegating the diesel train to
shuttle service between Midway and Industry Depot on
selected days of the operating season, we can envision use of
the train over the full length of the shared rail line on a
regular basis.
This new addition to our capabilities offers many possibilities.
We might imagine the diesel and the trolley alternating to
enhance a visitor’s day at the museums; we could consider
“train days” that give the trolleys a day off in favor of a trainsonly operation; we might even foresee an arrangement where
we could be open both days of the weekend, with trains on
one day and trolleys on the other.
Yet another benefit comes from this new resource. Our
RGVRRM friends will finally be able to see themselves as full
and equal partners in the public operation, with the hope that
more of that museum’s members will join in the many tasks
that need staffing, from the train operation itself and on to the
ticket desk, the model railroad, and Officer of the Day.
Joe Nugent and his motive power team can be proud of their
accomplishment in the restoration of diesel 1941 (which, by
With a radio control box in hand, Joe Scott of Hanson
Aggregates slings the ballast. Sure beats the manual method.
Track is literally what our
ride operation is built on,
and we are putting a lot of
money
and
time
into
guaranteeing a safe and
comfortable ride. Read more
about our efforts in the track
department
“Remelts-Giles
Curve Improved” and “Shop
Reports” later in this issue.
New ties, new ballast…new
railroad!
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No. 63 in a series
XZWYZYXXZWYZYXXZWYZYXYXXZWYXXZ
by Charles R. Lowe
One of the most unusual of car reconstructions
undertaken by the St. Paul Street shop were those in 1914
for a group of seventeen open cars. These cars, numbered
25-29, 31-37, 39-42 and 44, had been built by G. C.
Kuhlman Car Company of Cleveland in a lot of twenty cars
(25-44) during 1904. By 1913, the transverse-bench open
car configuration was considered dangerous for street
operation, especially when considering the conductor had
to walk the running boards of moving cars to collect fares.
Three cars—30, 38 and 43—of the original group of twenty
cars had been rebuilt as standard closed cars. For the
remaining seventeen cars, though, the answer was to
enclose the sides except for a center door on the curb side. Since many of Rochester’s streetcar lines had finally been rebuilt for
single-end cars with the addition of loops at the ends of the lines, the formerly double-end open cars were rebuilt as single-end
cars. This shaved some weight as only one set of controls was needed. The cars remained summer-only cars since side windows
did not have glazed sashes. Our photo of rebuilt car 26 dates from about 1914.
New York State Railways, Rochester Lines 26
photographer unknown
Alas, the hopelessly outdated Brill 22E maximum traction trucks were retained. These seventeen cars served for a few years but
the onset of World War I diminished the need for summer-only cars operating to resorts such as Sea Breeze and Ontario Beach
Park. In 1920, all seventeen semi-open center-entrance cars were rebuilt as unpowered trailers. A total of eleven such cars,
numbered 1400-1410, served Rochester while six others, 1411-1416, were sent to Syracuse. All were withdrawn from service by
the early 1930s.
Rochester’s only surviving open cars came from the 1400-1410 group. One car, its number unknown, still serves as part of a
cottage. Car 1406, once a resident at NYMT, survives to the extent that its front end was saved. Car 1402, lacking its front end
(that 1406 can provide) rests quietly under a green tarp along the loop track at NYMT.
VOLUNTEER SPOTLIGHT
In the basement of her Brighton home, tracks of a tinplate
model railroad twist and turn, a reflection of the busy life of
our Volunteer Spotlight subject this time…Florence Wright.
We’ll get to that train layout, but first we have to travel back
to Burma in the early 1930s. There, a Baptist Missionary
couple celebrated the birth of their daughter, Florence. But
their joy was clouded by Japanese fighting in China, unrest in
Europe, and the worldwide Great Depression. When the
every-seven-years furlough came for the family, they returned
to Granville, Ohio, home of Baptist-founded Denison
University. Interestingly, although Florence’s father liked
preaching to the flock, he was not an ordained minister. Her
mother was, however (in fact, she was the first woman to be
ordained a Baptist minister in Rhode Island).
The economic conditions of the time, as well as her father’s
health issues, caused Florence’s parents to decide to stay in
Granville rather than take on another foreign assignment. By
this time, Florence was in grade school and had many friends
among the children of other missionaries. She grew up in
Granville and attended Denison University studying science
and intending to become a nurse.
That career was
foreshortened in 1951 when Florence married Norm Wright
whom she had met in college.
While Norm initially had an interest in the ministry, time
spent in the Air Force in Japan during the Korean War
introduced him to the field of journalism. He edited the base
newspaper while stationed overseas, and on returning to the
U.S. edited two more at stateside bases. Back in Rochester,
he attempted to find work in that field, but the local Democrat
& Chronicle and Times-Union didn’t have an opening for him.
Florence and Norm went to visit college friends in Connecticut
and met the friends’ landlord there who worked for the
Sikorsky division of United Aircraft.
The landlord
recommended Norm for a position as a technical writer at the
famed helicopter manufacturer, and in late 1955, after
trailering their worldly possessions to the east, the Wrights
began 16 years in Milford, Connecticut. The Sikorsky hitch
lasted less than a year, after which Norm moved on to local
newspapers, eventually editing the Southington News, for
example. Florence worked from home, writing society news,
church news, and so on for local papers. All five of their kids
were born during the Connecticut years…Norman (“Ned”),
Nancy, Nita, Noreen, and Norma. In a nod to the couple’s
journalism work, each child was given a middle name starting
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with “E”, so altogether the family was considered “the NEWS”.
A job opening at Rochester’s suburban Wolfe Publications
brought the Wrights back to our area, and Florence quit the
journalism field for a job with the Town of Brighton. Norm
went on to work at Rochester Institute of Technology and
eventually returned to his early career interest, ministering to
people and saving lives by founding five local alcohol
treatment centers. Florence’s job was secretary in the town’s
Sewer Department, where she basically ran the office. She
also had part time positions at libraries in Brighton and
Henrietta before finally joining Norm in retirement in 2000.
Norm had always had an interest in trains, and model
railroading was a hobby back in the early days in
Connecticut. The “NORMANED Railroad”, named for Norm
and son Ned, got its start in 1965 and can be viewed in all its
glory at http://home.online.no/~jdigrane/normaned/. That
enthusiasm for trains led to a trip Florence remembers fondly,
from Rochester to the west coast and back.
Florence at NYMT representing the Casey Jones Railroad Unit
last summer for our “Owney the Rail Mail Dog” event in
conjunction with the Postal Service. She responded to our
pleas for volunteers, and now does frequent duty in the gift
shop. We’re glad her journey has led her to us, and we thank
her for adding NYMT to her “itinerary”!
IN THE GALLERY
The museum gallery is an ideal location to install temporary
exhibits of transportation images. Over the years we’ve held
shows about the Rochester Subway, a hundred years of Main
Street views, stereo images of early Rochester street scenes,
and several exhibits of artistic works. The current exhibit
demonstrates the artistry of the late William Aeberli.
When the railroad wasn’t occupying Norm’s time in his
retirement, he did part-time work at Andy Hale’s stamp store
in Brighton, where he developed a topical section (stamps
organized by topics, such as flowers, dogs, or…trains). Norm
drilled into that latter category and wrote the definitive
handbook on the subject. He also edited “The Dispatcher”,
the newsletter of the Casey Jones Railroad Unit of the
American Topical Association, and its “new issues” list.
Since Norm’s passing in 2011, Florence has taken over that
list, keeping the Unit’s more than 200 worldwide members up
to date as new train stamps are issued. She points out that
many countries have jumped on the bandwagon, issuing
stamps more for their appeal to collectors than for use in
actual mailing. While many rail-theme stamps have been
issued around the world over the years, the U.S. Postal
Service has only done one true train series—the 1999 fivestamp collection featuring Ted Rose watercolors.
NYMT joined with
the West Henrietta
Post Office for a
special event to
celebrate the new
train stamps, and
to honor 162 years
of railroad history
in western New
York State. Here’s
NYMT’s
souvenir
cancellation
from
that event.
Stamp collecting was more Norm’s thing, but once all their
kids were out of the nest Florence started collecting stamps
featuring women. She has since moved on to collecting
Christmas Seals and served as Secretary of the Christmas
Seal and Charity Society. This group publishes a quarterly
book to its 300 members (and guess who exercises her
journalism background doing the proofreading!).
From the Orient to Rochester to Connecticut and back to
Rochester; from journalism to the Town of Brighton Sewer
Department to stamp collecting. Along the way, five children,
several happy train trips with Norm, and a big model railroad
in the basement. The latest turn in this long journey had
A winter storm is gathering over the B&O’s engine terminal at
Lincoln Park in this atmospheric work by Bill Aeberli.
Bill was a railroad enthusiast and history buff, but among
many other talents were writing and pictorial art. He wrote
two series for the Greece Post newspaper, one on the New
York Central “Hojack” line, and the other on the Buffalo,
Rochester & Pittsburgh Railway. Thanks to his niece, Karen
Mulcahy, his papers and railroad artwork are now part of the
museum’s archives. The twelve water colors and oil paintings
now in the gallery depict railroad scenes in Upstate New York,
and are worth a visit to see.
THOUGHTS ON ACQUISITIONS
From time to time the museum happily finds itself on the
receiving end of item donations—things that enhance our
collection, help us maintain our facility or contribute to the
bottom line by re-selling in the gift shop. Here’s a rundown
on the interesting additions at NYMT.
We can start with something that represents much more than
is immediately apparent. A quick history: back in the late
1950s, a teenager with a special affection for transit and the
then-abandoned Rochester Subway passenger service took it
upon himself to save what he could from the defunct line. We
told you in a past issue how John H. Eagle saved the station
signs from Times Square and the outlying stations on the
west end of the Subway as the facilities lay derelict and
abandoned. John brought some of these home on his bicycle,
and his parents kindly let him store the signs in the garage.
In 2006—the 50th anniversary of the end of Subway passenger
service—John brought the signs to NYMT from his home in
Ohio, donating them so they could be assured of safe keeping
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for future generations. The signs now adorn the main hall at
the museum, and bring back memories for our older visitors.
Recently, John came for a family visit, and brought with him a
stool to donate that was retrieved from Rochester Subway car
number 2010.
Until we find better photos, or hear from a reader, we are at
least glad to have another part of the history of the Rochester
Subway. The message here is that sometimes seemingly
small and insignificant things can become valuable parts of
the bigger picture. Let’s all keep that in mind when it’s time
to “clean house”, sorting out our own things or handling the
estate of a relative who has passed away. And, remember the
museum in your estate planning, assuring that your
collection of transportation images and memorabilia will have
a safe home for the future.
R&E 157 tidbit
John H. Eagle visits the Rochester Subway exhibit area with
the donated stool in hand.
It’s not clear whether the stool was used by the motorman or
the conductor, but we find a tantalizing clue in an interior
photo of sister car 2002 taken during initial stages of
scrapping:
In this view toward the rear of the car, we can make out the
center door opening on the left, and on the right we note the
curved railing behind which the conductor was stationed to
collect fares. Against the car wall in that railed enclosure we
see a round seat, provided for the conductor’s convenience,
but it looks like it was hinged so it could be flipped up out of
the way. A similar interior shot of car 2000, looking toward
the front of the car, seems to confirm this, but perhaps 2010
had a different arrangement. We do know the motormen in
the 2000-series cars operated from a seated position, so the
stool could also have been in that service.
Back at Rochester’s East Ridge High School a halfcentury ago, Mr. Eagle turned his friend, Ed Faust, on to
trolleys. Ed has since become a dyed in the wool
traction enthusiast, and is a trolley modeler. Years later,
Ed’s older brother, Eugene, bought a home near
Irondequoit Bay that had been the summer cottage of
Msgr. Edelman of St. Louis Church in Pittsford. The
good father was a trolley enthusiast too, and had bought
the car body of Rochester & Eastern 157 as a guest
house. Eugene Faust realized the trolley body had to be
removed to make way for expansion of the home, and the
car body stood the risk of being destroyed.
Quite
possibly having been sensitized by his younger brother’s
deep interest in trolleys, contact was made with Ed
Blossom, then at the Magee Transportation Museum in
Bloomsburg, PA, and the car body was saved. 157 is
now the “crown jewel” of NYMT’s collection, resplendent
in dark green paint, gold leaf, and polished mahogany.
Perhaps a high school friendship played a part in
assuring that the car will someday ride the rails again.
So what else has arrived, thoughtfully donated for the benefit
of the museum and its visitors? A set of eight metal signs
turned out to be destination signs, and one “no smoking”
sign, from 1920’s-era electric trains of the New York,
Westchester & Boston Railway.
According to NYMT member Otto Vondrak, who maintains an
informative website about the NYW&B, 2012 is the centennial
year for the line, although its operations ceased in 1937. Do
check out Otto’s website to learn more about this interesting
railroad, and note one of the photos that shows how these
signs were positioned in windows beside the entry doors. Go
to http://nywbry.com/gallery_people.php, and thanks, Otto,
for the identification of these signs.
(Continued…)
5
Another sign arrived, reported to have originally come from a
shop on Lyell Avenue in Rochester.
Although Rochester,
Lockport & Buffalo interurban cars ran into and out of the
city on Lyell Avenue, we’ll have to do some digging to learn
more about this sign and where it was used.
ONE MORE CUNNINGHAM . . .
In part II of our history of Rochester’s James Cunningham,
Son & Company, we described the firm’s struggle to keep up
with changes in the automobile marketplace that eventually
led it to pursue other fields entirely. One such direction was
prompted by the post-World War II boom in suburban home
building, suggesting manufacture of equipment for lawn and
garden maintenance.
The company designed a walk-behind tractor with large
pneumatic tires, and in 1946 announced it in the form of a
sickle bar mower and a tractor that could be fitted with
plowing and tilling attachments.
It’s ironic, given
Cunningham’s early years as a maker of fine carriages, that
the walk-behind concept was actually a throwback to the era
of horse-drawn plows. Given their design and size, the
Cunningham machines found less favor with homeowners
than with commercial operators.
For gift shop sale, the museum received donations of 13 VHS
video tapes, two dozen books, and eight model automobiles.
Anna Thomas, our resident seamstress, donated six stuffed
bears dressed in railroad outfits she made by hand.
NYMT has in its collection one of Cunningham’s sickle bar
mowers that was originally used by Herbert H. Morse at one of
three filling stations he owned in Rochester. Morse’s Broad
Street location had an adjoining half-acre lot, and the mower
was used to keep the weeds down to the neighbors’
satisfaction. Morse’s son, Gary, bought the mower, used, in
the early 1960s and restored it to operating condition. In
1976 he sold it to a local Pierce-Arrow auto enthusiast who
wanted the mower saved as a piece of Cunningham history.
The mower was donated to the museum about ten years ago.
Our 3-rail O-scale model train exhibit case is now complete
with the arrival of a Pennsylvania Railroad GG-1 electric
locomotive and a New York Central Aerotrain. Finding a place
on exhibit in the museum are two antique spike mauls, a
Dietz “Jr. Wagon Lantern”, and a collection of Cairn Studios
“woodspirits” complete with documentation.
Gary Morse is a long-time NYMT member who did that great
restoration of our Casey Jones speeder from the Rochester
Subway, and Gary’s son, Steve, is also a member, working at
the ticket desk and producing our annual financial statement.
Gary’s brother Ted is also a member, and he handled the
delivery of the mower to the museum.
The mystery sign awaits further research, but represents yet
another small but valuable glimpse of transportation history.
Imagine wheeling this mower around in your front yard...
Popular collectibles in the 1990s, each of the Cairn railroadseries “woodspirits” demonstrates a connection to trains.
Member Steve Hamlin, one of the original founders of the
museum came by with a folder of papers pertaining to the
mid-1970s, including some interesting correspondence
pursuing a foreign source for an operating trolley at the
museum. A 2-wheel baggage dolly, six model ships, a book
for our library, and a framed 1895 certificate from the
Brotherhood of Locomotive Firemen have all joined the
museum collection and will do their part in enlightening our
visitors on transportation history.
As great as the sickle bar design was, especially for tall, tough
weeds, reel-type mowers were the norm for home lawn care in
the 1940s and 50s, and several companies began selling
motorized versions. Your editor recalls his family having such
a machine made by none other than the Fairbanks Morse
Company of diesel locomotive notoriety. Of course, today
motor driven reel mowers for home use have been supplanted
by rotary mowers, and Cunningham’s role in the struggle to
keep grass under control is just a memory. Perhaps someday
we’ll find the time and space to properly display this sidebar
to transportation history, and maybe even use it to keep our
own weeds down to a dull roar.
6
music and we have two CDs of the tunes for sale in our gift
shop. Stop by and pick them up. Volumes I and II sell for
$15 each, or both for $25 (and remember your 10% member
discount).
THE SUN ALSO SETS
MORE TRACKWORK
Not all of the railroad track at the museum is the 80 or 90
pounds per yard variety in use on our mainline. There are
roughly 5 scale miles of model railroad track in service too.
The guys in charge of our three layouts are not only keeping
up with maintenance of these lines, but are actually adding
mileage to enhance the visitor experience in the model
railroad room.
At Midway, Rich Fischpera puts up the pole by lantern light as
161 prepares for its return run to NYMT. photo by Chris Playford
We have another “Trolleys at Twilight” event under our belts
(literally, for those who enjoyed the delicious ice cream that
Scoops had on sale), and a lot of visitors went home happy
after experiencing the Genesee valley countryside in the cool
of the evening. Over 200 attended, keeping the trolley crew
busy. Rochester & Genesee Valley Railroad Museum’s diesel
train crew were busy too, meeting the trolley at Midway for
the continuation of the trip to that museum on our shared rail
line. The weather cooperated and everything went smoothly.
Kevin Griffith installs a barrier to inquisitive fingers, while Will
Lafferty, Bill Chapin and Roger Harnaart troubleshoot a switch.
There’s always been an unsightly gap between the ramp and
the end of the HO layout. Vern Squire put forth an idea to
extend the layout to close off the gap and add new interest for
our visitors. A multi-track freight yard was then designed
that provides a way to demonstrate switching freight cars.
The yard also serves as one end of a point-to-point set up so
trains can be made up in the yard and operated over to the
other yard near the passenger station.
Scoops owner Bob
Singleton serves up
cool treats for Tom
O’Donnell and granddaughter Alex (great
granddaughter
of
NYMT volunteers Bob
and Marie Miner).
A regular feature at our Twilight event is NYMT’s calliope, but
operating it live can be problematic. It’s so loud as to be
painful unless parked far away from the building (remember,
calliopes were originally the way circuses announced their
arrival and they were designed to be heard all over town). So
this year we decided to play a recording of our calliope on the
PA system, which preserved both the ambience of a trolley
park on a summer evening and the hearing of our guys in the
model railroad room.
Our calliope can be played manually, but it’s also a “player”
machine—like a player piano—and came to us with a number
of large paper rolls of old-time popular tunes and marches.
Charlie Lowe and his father recorded the calliope playing this
With the new yard close to the ramp, an acrylic window has
been installed to keep busy fingers from interrupting the rail
action. Along with all this, additional scenery has been
created by Kevin Griffith, with lots of tiny details to capture
the imaginations of our visitors.
One secret to growing our visitor headcount is continually
refreshing our exhibits and adding new features. All the
additional “trackwork” on the HO layout does just that.
SHOP REPORT by Charles Lowe
Track: By mid-June, all 26 ties on the east leg of the loop
track were spiked in place with only ten or so requiring
additional ballast. Two ties were inserted on the mainline in
the S-curves to replace two that were in such poor condition
they did not lift when the track was re-ballasted last year.
Among those participating in this work were Rich Fischpera,
Rick Holahan, Mike Rizzella, and Tony Mittiga.
The RGV track crew began its season of tie replacement in
mid-June with the installation of a mainline tie just south of
Reid’s Crossing. Previously, this crew had been working for
7
several weeks replacing and tightening track bolts. In July,
the crew installed three new ties just north of Reid’s Crossing.
The RGV track crew works primarily on Tuesday nights as
has been a tradition for many years.
Track motor car TC-1: The all-important brake shoes on
this car reached the end of their working lives and were
replaced on August 2 by Rich Fischpera.
The major track project for 2012 was completed in early June.
The story of this work is given in a separate article in this
edition of HEADEND.
A final track project for the season was developed as we were
going to press. It was decided to have 25 ties installed on the
loop track between the R&E shelter and the loading area. On
Thursday, August 2, a load of ballast was slung onto this
section of track in preparation for this work.
Electrification: In late June, Bob Achilles and Charlie Lowe
installed the span wire, backbone attachments and downguy
for the two pairs of poles just south (railroad south) of Forest
Lane.
Philadelphia and Western 161: Bob Miner and Tony Mittiga
lubricated journals on the axles and traction motors. Bob
also inspected the brake shoes and worked on rebuilding
power contactors. Dave Coon replaced some metal screws on
the loose paneling above the bus door in late June. A severe
bend in the trolley pole on one end of the car was repaired by
Ted Strang, Charlie Lowe and several other volunteers.
Charlie Lowe and Ted Strang insert the straightened pole in the
base atop car 161.
photo by Dave Mitchell
Genesee & Wyoming caboose 8: Boards at both ends of the
roof were found to have rotted where the ladders were bolted
to them, so replacement boards were cut using the old boards
as patterns, and secured with proper square-headed bolts.
Don Quant and Bob Pearce test fit a new roof end on Genesee
& Wyoming caboose 8.
It has to go, but it also has to stop. Rich Fischpera installs new
brake shoes on the TC-1 motor car.
REMELT-GILES CURVE by Charles Lowe
Nick Giambatista’s track crew was hired for four days in early
June to improve the alignment and condition of the curve
between Remelt’s Stop and Giles Crossing. This curve was at
the bottom of a long 3% southbound downgrade and required
work on a safety as well as condition basis. The curve was
sharp and averaged about 24 degrees throughout. A major
kink, located about halfway through the curve, was so sharp
it was noticeable inside the trolley car at even moderate
speeds. Superelevation was uneven and, for the lower twothirds of the curve, practically non-existent. Ballast was thin,
especially unfortunate in that heavily ballasted shoulders are
needed to hold the curve. Tie condition, even after the spot
replacement of 10 ties in 2011, was still poor in general. Rail
joints were failing, with inside joints causing under-gauge
measurements as low as 55 inches and outside rail joints
causing over-gauges of 58 inches.
The decision was made to install gauge rods at every rail joint
and at intermediate locations where needed. Push rods were
used at inside-rail joints and pull rods were used elsewhere.
The NYMT track crew installed these rods loosely prior to the
arrival of Nick’s crew. Building up low shoulders with ballast
and marking the 30 ties slated for replacement was also
accomplished in advance.
(Continued…)
Roosevelt Greer rakes ballast while Matt Ventura and Doug
Munn have the superelevation set with track jacks.
8
Nick’s crew was scheduled for four days’ work. A total of 30
new ties and 40 tons of new ballast were used in this project.
All old ties were removed and new ones inserted. At this
point, the gauge rods were all set at the desired gauge. A few
spikes on adjacent ties had to be removed to obtain smooth
gauge throughout the curve. Once gauge was set, ties were
tamped and spiked. With new ties in place, the curve was
smoothed with the use of the backhoe by pulling or pushing
on the ends of selected new ties. The final step was to
increase superelevation by lifting the outside rail with track
jacks and tamping additional ballast in place. The few ties
which did not lift with the rail were individually lifted, tamped
and re-spiked as needed.
As completed, the Remelts-Giles curve has the following
characteristics:
z Gauge widened to 56-7/8 inches +/- 1/8 inches
z Curvature of 24 degrees (radius of about 239 feet)
z Design speed of 15 miles per hour
z Superelevation of 3-3/4 inches
z Thanks to Phil McCabe, we have a replacement for the
north face of our highway sign. The Thursday team will be
installing this in the next few weeks.
z Doug Anderson is working with another Eagle Scout
candidate, and the project will be restoration of the crossing
shanty at Forest Lane. This will be our eighth Eagle project.
z Dick Holbert has completed installation and testing of voice
and data wiring, including Cat5e data drops in the Office,
Model Train Room, Gift Shop, Crew Room and Gallery.
REMEMBRANCE OF SHELDEN KING
With the passing of Shelden King, our museum and the world of
traction history at large have lost a unique treasure trove of
knowledge in a man dedicated to sharing that knowledge. Here’s a
personal remembrance from Charlie Lowe.
Now that’s what a curve should look like!
Photo by Rich Fischpera
No improvement was made on the average curvature, and the
curve continues to be approached by a steep grade. The
design speed, and therefore the required superelevation, was
selected to permit motormen to be a little more aggressive
running uphill and to reduce fears of overturning by a
southbound runaway car. Of course, the new ties, gauge rods
and ballast all added stability to the track structure which will
ensure that the work performed will have a long life.
The total cost of this project was about $9,500 and
constituted by far the largest single expense for the museum
this year. Having a contractor perform the work, in concert
with preparation work by volunteers, insured a rapid
completion of the project that would not have otherwise been
possible. The improved riding quality of this curve, coupled
with the improvements to the track structure and to safe
operation, will benefit the museum and its visitors for years to
come.
DID YOU KNOW?
A lot happens at the museum that we just don’t have space to
tell you about. Here are a couple of glimpses…
z The Tony Mittiga Picnic Table has been given new legs by
the Thursday team. Group tours and Sunday visitors give our
three tables a good workout, and we’re glad to have the “heavy
one” back in service.
SHELDEN S. KING (1931-2012)
I met Shelden King, trolley fan extraordinaire, in 1981. Bill Gordon was
leading a trip along the route of the Rochester and Eastern. Bill had
intended to run the trip the year before, on the 50th anniversary of the
cessation of R&E operations but ended up delaying the trip one year. I had
already gotten on the bus, and sat down in the back, when I saw a whitehaired man working his way back through the bus, introducing himself to
those he didn’t know and saying hello to those he did. It turned out that
Shelden sat down across the aisle from me. Once the ride began, I noticed
that the trolley fans, almost none of whom I knew, were talking about all
manner of fascinating trolley subjects. I felt I was in the midst of experts!
As we drew near to Bushnell’s Basin, the bus hushed a bit. Here, it was
hard to see traces of the line. I knew the way and pointed out an
embankment here, or noted the tracks would have been in the pavement
there, as we passed through the Basin. Here, at least, I could hold my own
with the experts since I had grown up in the area. We departed south on
route 96 but then suddenly and unexpectedly we veered to the right and
went down Park Road into Powder Mill Park. I recall calmly mentioning to
Shelden that this was definitely not along the route of the R&E, to which
Shelden observed that it would be interesting to see Bill get himself out of
this mess! As it turned out, Bill figured out he should have turned right
onto the next road beyond Park Road, but ever after that Shelden and I
always referred to a tour host lost in his way as “pulling a Gordon.” And
that was how I met Shelden.
(Continued…)
9
My quest at that time was to write a history of the R&E. Shelden took great
interest in the project and helped me early on with information and photos.
Shelden was all about sharing what he knew and had in his collection. I
have never known a more generous railfan than Shelden. Over the years, he
was always aiding rail historians with their projects. It would be a
fascinating study to find all the books in which Shelden King has been
listing in the acknowledgements.
One of Shelden’s recent such efforts was aiding the late Jim McFarlane
with his epic TravElectric. This book, the story of the Rochester, Syracuse
and Eastern as well as associated lines, was Jim’s life work as a rail
historian. Shelden knew that Jim had not lived in Upstate New York since
the 1940s, and eagerly formed a local team of reviewers which included
Charlie Robinson and me. Together, I think we materially aided Jim. It
was yet another example of Shelden’s legendary generosity.
Shelden loved factual correctness. If you read one of his books or articles
you could be 99.99% sure what you were reading was correct. He set very
high standards for himself in hunting down the facts. Shelden’s research
methods rubbed off on me. I think I spent a total of several years’ worth of
evenings reading through microfilm editions of every newspaper along the
route of the R&E during the years 1903 to 1930. Shelden, of course, told
me several times how he really preferred the ancient books of newspapers
which were a staple in libraries during his youth.
Shelden thought of himself as a late first-generation trolley fan. He was
around early enough to have seen and ridden many streetcar lines which
would not make it to the temporary prosperity of World War II. One of my
favorite Shelden stories was of his adventure at age 8 with Grandpa King.
The elder King worked in Syracuse for the New York Central, and had an
employee pass. Shelden, one of his brothers and Grandpa King journeyed
from Syracuse to Rochester on the mighty NYC at which point they all took
a streetcar ride on the long Lake Avenue line to Charlotte. This was during
the summer of 1939, near the end of surface streetcar operations in
Rochester. Shelden recalled riding north in one of the sleek Peter Witt cars
but returning south in a 600-series deck-roof wooden car with brakes that
grabbed and made a horrendous screeching noise with the lightest
application of air. Be that as it may, Shelden actually rode one of
Rochester’s legendary wooden deck-roof streetcars! Another memory
Shelden had of that trip was of an orange car on a railroad flat car in
Goodman Street yard. No doubt, Shelden told me, this was one of the
Fonda, Johnstown and Gloversville’s Bullet cars being shipped west to Utah
for continued use on the Bamberger Railroad.
So while Shelden was not around at the origin of the trolley era, he was able
to see and remember the last fragments of the old order. Remembering was
one of Shelden’s great gifts. I think he might have been able to recall by car
number the entire all-time roster of New York State Railways (Rochester,
Syracuse, Oneida, Rome and Utica) as well as those of all predecessors.
Shelden was a vast compendium of knowledge which approximated a
walking, talking encyclopedia of trolley history. A conversation with
Shelden was liable to be filled with facts and take you on rides of long-gone
trolley lines.
Shelden traveled in his time to faraway places with trolleys such as San
Francisco and Chicago. During his Chicago trip in 1962, Shelden enjoyed
an 80-plus mile per hour run over the North Shore in one of that line’s
famous Electroliners. But it was Shelden’s trip of 1955, just before
beginning college in librarian school at Geneseo, which always amazed me.
His trip was in the form of a vast loop, taking in electric railway operations
in Rochester (August 23), Cleveland (August 24), Pittsburgh (August 24
and 25), Johnstown, Pa. (August 25), and Philadelphia (August 26 and 27).
Philadelphia, especially, fascinated Shelden; he was always happy to have
seen and ridden the Philadelphia Transportation Company’s system just
before its classic cars were replaced with PCCs or buses.
Shelden’s great legacies are his many friends, the many books he wrote and
the countless photos he made on all those trips. His great collection of
trolleyana is temporarily being enjoyed by me. However, there are several
of Shelden’s works which remained unrealized at the time of his passing.
There were three book projects at least partially underway: a history of the
Rome-Utica-Little Falls interurban, started by Bill Gordon; Chemung Valley
Trolleys, telling the story of the electric railways centered at his long-time
home of Elmira, N.Y.; and Route of the Black Diamond, an epic study of
the Lehigh Valley Railroad. Perhaps these can be finished and published
someday as a tribute to Shelden.
Shelden spent much time in his later years at NYMT cataloging archival
materials in the archive room, and a new and improved library room would
be a lasting memorial to him. Bob Sass and Jim Dierks have joined with
me to form a “Library Committee” to look into housing NYMT’s “paper”
artifacts in a manner which will best preserve the items and be most suitable
for serious research. Such an arrangement would be a fitting tribute to
librarian, trolley fan and friend, Shelden King.
Tom Dunham
We were saddened to learn that long-time volunteer and friend,
Tom Dunham, had passed away on June 22. Tom was
involved in NYMT activities for twenty years, originally helping
out wherever needed, and eventually settling on track car
operations for weekday group tours. A Navy man and a former
volunteer fireman, Tom also loved boating at his cottage in the
Finger Lakes. But very special to him was the track car routine
and sharing the fun with the children who came on group tours.
Tom’s work with us benefited the museum and his track car
ride passengers, and we’re sure it enriched his life as well.
Our condolences go out to Tom’s wife, Jane, and their family.
]
MEMORIALS
As we’ve seen in this issue, time marches on and our museum
continues to lose dedicated volunteers. We also recently
marked the passing of Lawrence Sass, father of NYMT trustee
Bob Sass, and an enthusiastic trolley fan.
As we reflect on these life transitions we note the generosity of
friends and families of the deceased. Memorial donations
made to the museum have provided welcome financial
support, and represent the thoughtfulness of both the donors
and the families involved.
Our sincere thanks go out to them all, and we especially
remember those who have passed on, not only for their years
of service to the museum and our visiting public, but also for
caring enough to designate us as recipient for memorial
donations.
As the busy whirl of museum activity continues to grow, it’s
well to be reminded of the importance the museum holds in
each of our lives.
We find gladness in knowing the
enrichment that museum work brings to our volunteers, even
as we mourn our losses.
Read this issue of Headend on line:
http://nymtmuseum.org/headends/12summerq8/
summer12.html
Have a comment? Suggestions for 2013 events?
Want to volunteer for one of the twelve(!) positions
required to operate our museum on a Sunday? Email
us at [email protected] or give us a call at (585)
533-1113. We look forward to hearing from you!
10
First Class Mail
HEADEND is published four times a year by the New York Museum of
Transportation, © 2012. All rights reserved. No portion of this newsletter
may be reproduced in any form without written permission from the
publisher. www.nymtmuseum.org (585) 533-1113
Editor and photographer..........................................Jim Dierks
Contributing Editors .......................................... Charles Lowe
Printing ................................................Bob Miner, Chris Hauf
Publication.................. Doug Anderson, Bob Miner, Bob Sass
If you aren't already a member of the museum, or if
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