This came up as a result of the first diesels posting. As a youngster, the Put fascinated me. In a New York City of electrified main lines, steam handing over to electric in Jamaica, Queens, New Haven, Harrisburg, Washington, Newark, NJ (actually at Albine, the Lehigh Valley trains), Pearth Amboy, NJ, and Harmon (now Harmon-Croton), the single-track steam operated Putnam as far south as Sedgewick Avenue station in the Bronx across from the Polo Grounds and not far from Yankee Stadium, the Put was a joyful anachornism. Single-track, hand-throw switches, semafore signals only at junctions and at train-order stations. And a fleet of 4-6-0 steam enginers. If I remember correctly, some still had slide-valves and Stephenson gear. In my youth I never so the steam freight, it ran at night. But up through the WWII years there was regular passenger service, a few trains running through to Brewster, maybe only two each way, and most terminating at Lake Mahopac. There was mid-day service, not just commuter hours, up through WWII. Coaches were mostly the Bradley arch-roofed cars also used at the time on Boston and Albany commuter trains out of Boston to Framingham and to Riverside on what is now the “D” MBTA Green Line light rail. Similar to what the Northwestern had in Chicago. Until June 1940 a commuter had two choices, he could transfer to the frequent Harmon-Grand Central mu trains at High Bridge in the Bronx or continue to Sedgewick Avenue and get a Ninth Avenue Express elevated train for a fast ride to the west side of downtown Manhattan, including the Financial District. The unification of the NYC subway-elevated system in June 1940 meant the closing of the Ninth Avenue Elevated, and the commuter would find a shuttle train at Sedgewick Avenue to take him to 155th Street, Polo Grounds station for a paper transfer downstairs to a CC local which he then use to transfer to an express at 145th or 1225th Street stations, much less convenient. But the loss in ridership to the Put was more than made-up b
The engine change for the NJCL took place at South Amboy NJ not Perth Amboy NJ as you posted. [:o)][:D]
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Originally posted by daveklepper
I stand corrected, and also I left out Danbury as a change point for Pittsfield New Haven trains, and Wilmington, DE for the Cape Charles PRR trains.
Any other corrections? Or additions? Why not?
You’ve covered the Put pretty well. I assume you have the book on the Putnam Div., don’t you? In case you don’t, here are the particulars. “The Putnam Division” by Daniel R. Gallo and Frederick A. Kramer. It was published by Quadrant Press in 1981. My copy is soft cover, 8.5" x 11". [Gallo was an old NYC man]
It’s been out of print for years, but you likely can find it from some of the used book dealers.
Hey daveklepper,
Did you get this stuff? Important! That’s why I brought it up again, just for you, babe!
Why did they end service on the Ninth Avenue elevated, if it was so more convenient for the passengers (customers)? Did the elevated structures suffer from deferred maintenance and became unsafe to ride on?