Anyone have an answer?? Usually, when an "M" is added on it stands for "modified." In this case, I am not sure what the modifications were.
Just a quick note from another New Haven Fan this time down under in Australia. I'm interested in the New London Area, any one know where I can get a track layout diagram for New London. regards Wombat
There seem to be more non-American New Haven fans than American fans. But no, I do not know where to find trackplans. I am looking for them myself and haven't found them yet.....
Last post: June 7, 2006 New Haven FL9 Pic Would hope to see more posts / topics in this forum else we might see this forum vanish as a seperate forum and be lost into our general FF forum shown before for those FF Railroads that don't have enough traffic to have seperate forums. Please, if you have "NYNH&H" information, photos, stories, whatever please post topics to keep the NYNH&H Forum alive. Ghost, Regional, & Other Fallen Flags Railroads which do not fit into the other forums.
I will be in New Haven on the 1st of August to visit family. I was planning to start photographing at the train station in New Haven and end up in New London. That also depends on how many plans my mom has already made. Usually, she has more days planned for me to do than the days I'm there. There are a bunch of nice places along the water for picture taking. If I get the chance for pictures, I will post them.
Hi friends, we are from 9.07 - 19.07 in Danbury / CT vacation ( because of youth / juniors baseball friendly game in Danbury) and Railway museum have visit. Picture:http://www.pixum.de/viewalbum/?id=2191625
Well, I have a bunch of NH in N scale waiting for me to build a layout, as well as Erie, EL, Dand H, PC, NYC, B&M. I grew up going under the Poughkeepsie rr bridge most my life, and have explored Maybrook, Beacon, Danbury, etc. I have a few books, too. FL9m means the unit was reconditioned, I think in Harmon Shops and also Morrison Knudsen. All are now retired if I recall correctly.
New Haven East pictures Thieu, I posted a few of my photos over at railimages,com. The file size is too large to attach here. Sorry about the quality but it was over 100 degrees and very hazy.
Here are a few pictures take on the New Haven shoreline east. It is commonly refereed to as Amtrak's northeast corridor. I have a few more pictures that I need to get developed from the Hartford branch of the New Haven that ran down to the shore. I will post them here hopefully by the end of next week. The old roundhouse is being rebuilt along with the restoration of the turntable.
Here is the Providence & Worcester RR and CSXT working New Haven. Hope these are good enough. I have more but the quality stinks due to the heat and haze.
Connecticut Eastern Railroad Museum Thieu, Here are a few more from the museum. I can give you a more detailed about the museum if you wish. Much of the literature I was provided at the museum is not online, so I will have to type it. I am more than happy to do it. Here is a link to the museum.
Roundhouse history From literature provided by the Connecticut Eastern Railroad Museum. The Columbia Junction Roundhouse Was constructed in 1892 by the New York, New Haven 7 Hartford railroad as part of its “Airline Division”. The Airline route started near the railroads busy Cedar Hill Yard, just outside the city of New Haven Connecticut. From there it went in a diagonal direction to the northeast through Middlefield, Middletown, Portland, East Hampton, Amston, Lebanon and on to Willimantic. From Willimantic, The New York & New England railroad went through Putnum and into the outskirts of Boston Massachusetts, The line originally operated as the New Haven, Middletown & Willimantic Railroad until 1875 when it was reorganized as the Boston & New York Airline railroad. This railroad was eventually leased to the New York, New Haven & Hartford railroad in 1882, ten years before construction would begin on the roundhouse. A second railroad which formed a junction with the Airline Division was the New York & New England Railroad. This line operated from Providence Rhode Island to Hartford Connecticut, and to the west into New York State via Willimantic. Its roots came from many railroads as the result of mergers, failures, and reorganizations. The New York & New England went bankrupt in 1893 and emerged as the New England Railroad, this time under the full control of the New York, New Have & Hartford Railroad. The full takeover by the New Haven occurred in 1898 and became the “Midland Division”. Another railroad in close proximity with the New Haven’s two divisions was the New London Northern Railroad. This line was leased to the Vermont Central in 1871. Eleven years later in 1882, the lease was transferred to the Central Vermont Railway. The exact history isn’t too clear, but the roundhouse was destroyed sometime around 1927. The walls were bulldozed into the six pit tracks inside the roundhouse. The site sat dormant for the next thirty six years. A local group of rail enthusiasts and historians joined forces to form the Connecticut Eastern Chapter of the National Railway Historical Society in November 1991. The chapter leased a 45 acre site from the state of Connecticut and city of Willimantic that included sections of both the Airline and Midland division and the remains of the roundhouse and turntable pit. The roundhouse walls and roof were reconstructed in 2000 and the doors were fabricated and installed in 2001. Rails and a brick paver floor will be completed in the future. Total cost for the reconstruction will exceed $600,000. A $400,000 grant was received from the State of Connecticut Department of Economic Development that has funded most of the roundhouse reconstruction cost thus far. The museum is a combination of the restored and reconstructed original facilities (roundhouse, turntable, and ash pit), and historic buildings from around eastern Connecticut. So far, the Chaplin station, the Groton freight house, the Versailles operators’ shanty and a Willimantic section house have been obtained and moved to the site. These have been arranged to create an authentic railroad setting for the display of railroad locomotives, cars, and artifacts. Eventually more than two mile of track will be laid.
Please, share everything you have! I do not think that I will be able to visit New England very soon :-(((
Thieu, This history is from the Railroad History Archive at the Thomas J. Dodd research center at the University of Connecticut. There is a ton of information. Here is the link and a sample of what can be found. I hope you enjoy the reading, I found it fascinating. http://railroads.uconn.edu/ During the centennial celebration of the New York, New Haven, and Hartford Railroad in 1926, President E. J. Pearson boasted that the "...history of the New Haven system was a history of transportation in this country." Had he limited his claim to the New York - Boston corridor, Pearson would have been substantially correct. For almost one hundred years the New York, New Haven, and Hartford Railroad, better known as the New Haven Railroad, was the primary means of passenger and freight transportation in Southern New England. Chartered in 1872, this merger between the New York & New Haven and Hartford & New Haven railroads later included the long desired rail link between Boston and New York. Approximately one hundred small independent railroads were built in southern New England between 1826 and the 1880s. By 1904 the majority were absorbed into the vast New Haven system. At its peak in 1929, the New Haven Railroad owned and operated 2,131 miles of track throughout New York, Connecticut, Massachusetts, and Rhode Island. The local railroad lines that eventually became part of the New Haven system developed in response to local business and transportation needs. Unlike the Western states, where railroads preceded and shaped settlement, in the Northeast they served primarily to link existing towns, businesses, and markets. The New Haven system thus developed as a result of numerous consolidations and mergers. The New Haven traced its founding to 1826, when one of its predecessor companies originated, but the New York, New Haven and Hartford was not chartered until 1872. The company followed the pattern of consolidation established by the Pennsylvania Railroad and other companies, particularly after 1889, when major lines in Connecticut, Rhode Island, and southern Massachusetts provided a strong network linking New York and Boston. By 1890, company revenue exceeded $100,000,000 per year, and the New Haven employed 4,000 people to serve twelve million passengers annually. This success led a wealthy group of New York investors, headed by J. P. Morgan, to seek and gain control of the New Haven's board. In 1903, Morgan installed Charles Mellen as president of the railroad. Together Morgan and Mellen set out to achieve a complete monopoly of transportation in New England. Substantial improvements to the system were made during the Mellen years, including electrification of rail lines between Woodlawn, New York, and New Haven, Connecticut, and construction of a power generating plant in Cos Cob, Connecticut. These accomplishments, however, were overshadowed by Morgan's ambitious schemes to dominate all modes of transportation in New England. Steamboat lines, trolley companies, and other railroad lines were purchased regardless of price and incorporated into the New Haven system. An investigation of the New Haven's activities by Louis Brandeis in 1907 revealed the overextended railroad was on the verge of financial collapse. Morgan's death in 1913 and Mellen's subsequent resignation brought to a close a stormy period in the New Haven's history. During the First World War all of the railroads in the United States, including the New Haven Railroad, were operated by the federal government. After the war, under Edward Pearson, President through 1928, the railroad was able to recover partially, despite increasing competition from automobiles, by sharing in the national economic growth of the 1920s. The company tried to meet this transportation competition by forming the New England Transportation Company, which operated a fleet of trucks and buses. Recovery of the New Haven, however, was cut short by the Depression of the 1930s, and in 1935 the New Haven plunged into bankruptcy. The company remained in trusteeship until 1947, when it returned to private ownership. A series of struggles for control of the company in the post World War II period severely weakened the management of the company and its ability to adapt to changes in the transportation industry. The completion of the Connecticut Turnpike and other superhighways and the start of air shuttle service between Boston and New York intensified competition. The company's historic liability as a railroad overburdened with many short, costly branch lines further accelerated its decline. On July 2, 1961, the New Haven Railroad once again went into receivership. A seven year trusteeship period followed, culminating in the absorption of the New Haven in the Penn Central system on January 1, 1969. Three years later the Penn Central itself collapsed into bankruptcy. The former components of the New Haven Railroad were divided among several entities. Freight service was assumed by Conrail when it was formed in 1976, although the Providence & Worcester also provided freight service on portions of the former New Haven, as did a few other operators. Passenger commuter service was funded by the New York Metropolitan Transit Authority and the Connecticut Department of Transportation. Long-haul passenger service was provided by Amtrak beginning in 1971. After 1976 passenger commuter service was operated by Conrail. In 1982 the United States Congress passed legislation that forced Conrail to divest itself of its commuter rail lines. On January 1, 1983, Metro-North Commuter Railroad, under joint ownership of the states of New York and Connecticut, took over all commuter passenger service. Amtrak continued to handle all long-haul passenger service. The history of the New Haven Railroad reveals a company formed by one of the classic merger and consolidation patterns of the late 19th century, which was later unable to respond effectively to major changes in the transportation industry. The company's rapid growth, collapse, temporary recovery, and final dissolution offer a dramatic story, with government regulation, internal management decisions, and market competition playing important roles in the company's history.
