The New Haven Railroad’s predominant predecessors were the Hartford
& New Haven Railroad and the New York & New Haven. The H&NH
had its beginnings in 1833 and connected New Haven, Connecticut with
Springfield, Connecticut (via Hartford).
The NY&NH was built to connect its two namesake cities. Naturally
operating so close to one another these two lines became rivals
although ironically they would merge in 1872 to form the historic New
York, New Haven and Hartford Railroad. From this point the NYNH&H would continue to expand its system purchasing other smaller lines, eventually stretching out across most of
Connecticut, Rhode Island, and southern Massachusetts (along with
serving NYC, of course, it reached cities such as Poughkeepsie,
Pittsfield, Waterbury, Worcester, New Bedford, and the southeastern
coastline of Massachusetts along Nantucket Sound).
Related Reading And Surrounding New England Railroads
The Sweeping Poughkeepsie Bridge, An Important Interchange Connection
New York City's Hell Gate Bridge, Providing New Haven Access To Manhattan
Boston & Maine, "Route Of The Minute Man"
Central Railroad of New Jersey, "The Big Little Railroad"
Central Vermont, "The Green Mountain Route"
Erie Lackawanna, "The Friendly Service Route"
Lehigh & Hudson River, "The Bridge Route"
Lehigh & New England, "Industry's Freight Route"
New York, Ontario & Western, "Route Of The Mountaineer"
Rutland Railroad, "The Green Mountain Gateway"
New Haven's Many Passenger Services
Bankers: (New York - Springfield)
Bar Harbor Express: (Washington - Ellsworth, Maine)
Bay State: (New York - Boston)
Berkshires: (New York - Pittsfield)
Bostonian: (New York - Boston)
Colonial: (New York - Philadelphia)
Commander: (New York - Boston)
Day Cape Codder: (New York - Hyannis/Woods Hole)
Day White Mountains: (New York - Berlin, New Hampshire)
East Wind: (Washington - Bangor, Maine)
Federal: (New York - Philadelphia)
Forty-Second Street: (New York - Boston)
Gilt Edge: (New York - Boston)
Hell Gate Express: (New York - Boston)
Merchants Limited: (New York - Boston)
Montrealer/Washingtonian: (Washington - New York - Montreal)
Murray Hill: (New York - Boston)
Narragansett: (New York - Boston)
Nathan Hale: (New York - Springfield)
Naugatuck: (New York - Winsted)
New Yorker: (New York - Boston)
Night Cap: (New York - Stamford, Connecticut)
Owl: (New York - Boston)
Patriot: (New York - Philadelphia)
Pilgrim: (New York - Philadelphia)
Puritan: (New York - Boston)
Quaker: (New York - Philadelphia)
Roger Williams: (New York - Boston)
Senator: (New York - Philadelphia)
Shoreliner: (New York - Boston)
State of Maine: (New York - Portland, Maine)
William Penn: (New York - Philadelphia)
Yankee Clipper: (New York - Boston)
The NYNH&H’s strength was in its ability to haul thousands of passengers and commuters along its high speed main line between New York and Boston (which continues to this day), and points in between. While the railroad did have a strong presence hauling freight, especially during the early 20th century, it also had a very strong passenger/commuter market because of the fact that it offered the only direct Boston-New York rail connection (and it naturally marketed this quite heavily). While the railroad did have a few bankruptcies over the years it did well through the first part of the 20th century. In terms of freight the biggest problem for the railroad was the fact that it served markets extremely close to together, the result of which was short-haul freight, something not very profitable (typically, the longer haul, the more profitable).
Through World War II, following its bankruptcy during the Great Depression era, the NYNH&H did quite well under the guidance of Howard Palmer, who did away with unprofitable ventures (such as its steamship and bus services) and quickly switched to diesel and electric locomotive operation in place of steam locomotives. However, following the 1948 takeover of the company by Frederic Dumaine and Patrick McGinnis, the New Haven had little hope of ever remaining profitable again. Under
their “pencil pusher” leadership they slashed costs wherever possible
(taking this to extremes whereby it hurt the company more than it
helped), cut down the work force laying off even the most veteran
workers, and began deferring maintenance to save costs.
Such tactics typically only work for a short period of time and it did not take the deferred maintenance and other “cost savings” ideas long to begin to affect the railroad in a negative way. In 1956 the railroad directors had had enough of the McGinnis and Dumaine leadership and replaced them with George Alpert. However, along with the failed ideas of the previous leadership, a freight and passenger market that was drying up, and a Northeast rail market that was too heavily populated to support all of the railroads in place Alpert had a very hard time keeping the railroad profitable and the New Haven went bankrupt in 1961.
This was essentially the end for the NYNH&H. Seeing no
future means of profitability the directors of the railroad felt
merger was the only option and began looking at such an idea. With the
Penn Central merger itself looming just ahead between the Pennsylvania
and New York Central the ICC decided that it would be best for the
NYNH&H to be included into the merger as well. Unfortunately, aside from the fact that the Penn Central was not only unplanned but also entirely a bad idea, both the NYC and PRR were in no shape to take on a railroad as destitute as both were, particularly a marginal carrier like the NYNH&H.
On merger day chaos ensued and the new PC literally began to fall apart from the very beginning. To make matters worse the NYC and PRR could not have had more opposite corporate cultures. The management of the New York
Central System was more laid back, open to new ideas, and the chain of
command was “loose” so to speak (one reason for its renewed success in
the 1950s under Pearlman) whereas the PRR was extremely strict, new
ideas were shunned and looked down on (the railroad was still using
practices that had been out-dated since the 19th century!), and orders
came down through the chain of command. Naturally, then, these two
management teams did not get along at all and pure hell and pandemonium
resulted across the entire system.
The PC was losing over $1 million a day and trains were
becoming lost throughout the system, as dispatchers were not properly
trained on how to dispatch their trains. To make matters worse as the
red ink began to become an unstoppable flash flood maintenance was
deferred and derailments became the norm with large sections of main
line reduced to 10 mph slow orders.
After only two years of operation and financial assistance completely gone, the destitute Penn Central officially declared bankruptcy
on June 21, 1970. The result of this was a ripple effect throughout the
entire Northeast, as other railroads, which depended on the PC to ferry
traffic, no longer had a means to move their freight. It became so bad
that the Penn Central was facing total shutdown if financial assistance, any means of help at all, were not located.
Realizing the severity of the situation the federal government
stepped and setup the Consolidated Rail Corporation, which comprised the
skeletons of several bankrupt Northeastern carriers, and began
operations on April 1, 1976. With federal backing Conrail began to
slowly pull out of the red ink (it took many years) and by the late
1980s was a profitable railroad after thousands of miles of access
trackage was abandoned and/or upgraded.
Today the New Haven Railroad main line continues to be an important link to both freight and passengers between Boston and New York,
especially Amtrak where the line is part of the carrier’s Northeast
Corridor (or NEC for short). On an even brighter note the old
“McGinnis” livery (perhaps the best thing to come from his
leadership) has reemerged under the Connecticut Department of Transportation local commuter service operations. Certainly something worth seeing if you are in the area!
Diesel Locomotive Roster
The American Locomotive Company
|H16-44||560-569, 1600-1614||1950, 1956||25|
Steam Locomotive Roster
|A-1 Through A-3 (Various)||American||4-4-0|
|B-1 Through B-4 (Various)||American||4-4-0|
|C-1a Through C-22 (Various)||American||4-4-0|
|D-1 Through D-17 (Various)||American||4-4-0|
|E-1 Through E-15||American||4-4-0|
|F-3, F-5, P-1 Through P-5 (Various)||Consolidation||2-8-0|
|G-1 Through G-4 (Various)||Ten-Wheeler||4-6-0|
|H-1 Through H-4||Ten-Wheeler||4-6-0|
|I-1 Through I-4/e/f||Pacific||4-6-2|
|K-1 Through K-5 (Various), M-1 Through M-8, N-1 Through N-3-a/b||Mogul||2-6-0|
|R-1 Through R-3 (Various)||Mountain||4-8-2|
|S-1 Through S-8||Saddle Tank||0-4-6T, 0-4-4T, 2-4-4T|
|T-1 Through T-4||Switcher||0-6-0/T|
|U-1 Through U-5 (Various)||Switcher||0-6-0/T|
|V-1 Through V-5||Switcher||0-6-0/T|
|Y-1 Through Y-8||Switcher||0-4-0/T, 0-8-0|
|Z-1, Z-2||Saddle Tank||2-4-6T, 2-4-4T|
New Haven's Electrics
The New Haven's electrified operaitons would pioneer
the use of alternating current (AC) transmission, today the most
commonly used form of electricity to power electrified rail lines. Of
all the Northeastern railroads the New York, New Haven & Hartford,
better known as simply the New Haven,
carried the most electrified territory per capita on its system, even
more than the mighty Pennsylvania Railroad. Of the NYNH&H's
1,800-mile railroad, over 670 miles were eventually electrified, or
about 37% of its entire system! This electrification
had a very practical and useful purpose, however, as the New Haven
derived a considerable amount of its profits from passenger and commuter
traffic with its main line operating between the densely populated
cities of New York and Boston. Today, the NYNH&H's electrified lines
remain almost entirely intact and its main line to Boston is an
integral part of Amtrak’s Northeast Corridor connecting Massachusetts’
largest city with Washington, D.C.
The NYNH&H had considered electrifying its railroad as early as
the late 19th century when the B&O electrified
its Baltimore Belt Railroad in 1895. The catalyst that eventually
spurred the NYNH&H into stringing wires was the ability to operate
in conjunction with the New York Central into Grand Central Terminal,
which both railroads shared
(not to mention that the tragic collision involving a NYNH&H and
NYC passenger train in 1902 caused New York to enact a steam locomotive
ban effective July 1, 1908). After carefully considering various
transmissions from AC to DC the New Haven eventually decided on an
11,000-volt AC system, a radical, untried, and unproven endeavor.
However, AC had key advantages over DC and the New Haven planned to tap
into those advantages. The electric power used in railroad applications
was initially provided via direct current, or DC.
Direct current has fundamental drawbacks such as providing relatively low voltage,
usually no higher than 3,000 volts,
requires large amounts of equipment to properly retain power throughout
the system because of the current’s considerable size, and needs power
supplies (i.e., substations)
located at regular intervals along the line to likewise maintain
sufficient power as the high currents result in tremendous power losses
across the system.
Instead, alternating current, or AC, has become the favored means of
electrical power for many systems worldwide since the 1930s, and it was
New Haven that pioneered this transmission source. AC has none of the
inherent drawbacks of DC systems, requires relatively cheaper overhead
wires (or catenary), can be strung for hundreds of miles without ever
losing power, and can employ thousands of volts of power (although AC’s
significant drawback is lower traction in comparison to what DC allows).
The NYNH&H completed its first stretch of electrified territory
between Woodlawn Junction, New York and Stamford, Connecticut in the
summer of 1907 and by 1915 wires reached New Haven. By the late 1920s
the NYNH&H had strung wires 672 miles across its system, which would
also be the pinnacle of electrified territory on the railroad.
Unfortunately, while the New Haven planned to reach Boston it ran out of
money and never saw the endeavor completed (although Amtrak finally did
complete the “gap” in the early 2000s). Initially the New Haven
experienced frequent service failures with its AC system,
which perhaps is to be expected when developing a brand new, untried
technology. However, within a few years the railroad had most of the
kinks and outage problems fixed and thus went on to take advantage of all AC had to offer. Most New Haven electrics were delivered from Westinghouse. Its first
batch of 41 electrics featured a B-B wheel arrangement with gearless
(although over-the-road issues forced the motors to be rebuilt with
added, unpowered, front “pony” trucks). Classified as EP-1s by the
NYNH&H they were rated at around 1,000 hp and were used exclusively
in passenger service (thus their EP designation which stood for
Other New Haven motors included its
freight class, EF-1s, also developed by Westinghouse. Sporting a
1-B-B-1 wheel arrangement, the NYNH&H took delivery of 36 of the
geared and side-rod locomotives using them only north of New York City
and Grand Central Terminal where they did not have to be equipped for
both overhead and third-rail running like their EP-1 cousins (since New
York Central’s electrified lines were entirely third-rail powered).
Around 1920 the NYNH&H began taking delivery of its
“second-generation” of motors. Classified as EP-2s they carried a
1-C-1+1-C-1 wheel arrangement and produced about double the power of
their earlier cousins, or a little over 2,000 hp. And, although more
powerful than the EP-1s, they were essentially of the same design and
build. New Haven's electric locomotives would pave the way for future
models that were not only
more powerful and efficient but also for the first time included good
looks and streamlining, such as was the case with the railroad’s EP-4
class, AC rectifiers and FL9s.
Related Reading You May Enjoy
The New Haven Railroad