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New York Central & Hudson River RR - Manhattan Freight Operations Locomotive Rosters & Images

INDUSTRIAL & TERMINAL RAILROADS & RAIL-MARINE OPERATIONS
OF BROOKLYN, QUEENS, STATEN ISLAND, BRONX & MANHATTAN:

High Line West Side Line Improvement Meatpacking District National Biscuit Nabisco cold storage Hells Kitchen Chelsea Village Tribeca upper horse escort manhattan cowboy Eleventh 11 Avenue Tenth 10
Washington Street St. John's Park Freight Terminal street running trackage steam dummy Baldwin American Locomotive ALCO Schenectady 0-4-0 0-6-0 B-B tripower tri-power Lima Shay geared 30th Street Branch 


NEW YORK CENTRAL & HUDSON RIVER RAILROAD / NEW YORK CENTRAL RAILROAD  (1846 - 1968)
PENN CENTRAL RAILROAD  (1968 -1976)
CONRAIL  (1976- 1980)

 West Side, Manhattan - Freight Operations
West Side Improvement Project
30th Street Branch
High Line

Page 2: Locomotive Rosters and Images
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updated:
Wednesday, 20 August 2025 - 15:45 CDT
page split off from history page 8/20/2025
page added 20 August 2025

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Steam Locomotive Operations in Manhattan
 		The Kaufman Act of 1923
Straight Electric Locomotives for Freight Service
.The Diesel-electric Locomotive enters the Room

.		 The A/GE/IR Tri-Power Locomotives
NYC&HR RR / NYC RR Locomotive Rosters
for Manhattan Operations Only
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Photo Gallery


back to Page 1 - History and Operations





Steam Locomotive Operations in Manhattan / New York City

   Before indulging ourselves into the images and  technical descriptions of the locomotives, I feel the misunderstood "ban on steam locomotives in Manhattan" must be discussed. 

   All too often, this ban is attributed to the Kaufman Act of 1923; but in reality, it is is the other way around - the 1908 prohibition of steam locomotives in tunnels in passenger service came first, and it did not result is all locomotives being banned in New York City.

The Park Avenue Crash of 1902

   This 1908 Law stemmed from the Park Avenue crash of 1902, where a passenger train rear-ended another passenger train in the Park Avenue Tunnels leading to Grand Central Terminal. The signals were obscured by smoke from the lead locomotive. 17 passengers were killed and 36 injured. 

   To prevent recurrence of the accident, an act by the New York State Legislature on May 7, 1903; and thus prohibiting the operation of steam locomotives operating in the Park Avenue Tunnels on Manhattan Island south of the Harlem River after June 30, 1908. 

   Chapter 325 - Laws of 1903, Section 4:

   Shall not be lawful, except only in case of necessity, arising from the temporary failure of such other motive power as may be lawfully adopted, for any railroad corporation to operate trains by steam locomotives in Park avenue in the city of south of the Harlem river" 

   Specifically, this legislation only prohibited the use of steam locomotives on Park Avenue or in Park Avenue Tunnels, which was used strictly for passenger conveyance to and from Grand Central Terminal. 

   No freight moved through these tunnels. Furthermore, this regulation DID NOT effect outdoor operations or those operation in a freight capacity any where else in Manhattan or the rest of the City of New York.

   Simply put, there are thousands of images showing steam locomotives operating in Manhattan right up until 1931 for all the Class 1 railroads.



Ending Locomotive Confusion

   In a recent discussion in a Facebook group taking place in March 2024, one of the conventional reciprocating piston steam dummy locomotives was misidentified as one of the enclosed gear driven Shays that the New York Central operated in Manhattan. I have found other groups on the web, where this error has proliferated as well. 

   During the late 19th and early 20th Century era of operations; locomotives that were expected to operate in the streets were equipped with a car body over the entire locomotive; as it was found that horses (the primary power mode for the everyman in those days) were easily spooked by the hissing steam, and movement of rods and linkage. So with a car body covering the locomotive, confusion results to "what's actually under there."

   This misidentification got me referencing my own page here, and I realized my locomotive data was very sparse and I had not touched this particular webpage in 14 years. And in those 14 years since I last worked on this page, quite a bit more images have surfaced and were known. So, it was time to dig out my builders records and get to the bottom of things and give this page some very needed attention.

   Photography was still in its infancy (much less portable photography), so images of the first locomotives are not common. By the 1890's and 1900's photography was a lot more prevalent, and so we have visual confirmation that the New York Central and Hudson River Railroad used 0-4-0T dummy locomotives for service on the West Side of Manhattan. 

   The 0-4-0T steam dummies were well suited for this work: small, compact and of short wheelbase to negotiate tight curves at street intersections, and only needed a small reserve of coal and water as it never ventured more than a few miles from its servicing facility at West 30th Street. As freight cars increased in carrying capacity; as well as better construction material - wood construction gave way to steel frames then steel bodies. This increase in weight led the railroad to upgrade to 0-6-0T steam dummies; which obviously had better tractive effort. 

   But you will notice in the roster below that some of the 0-6-0T dummies were of the same age as the 0-4-0T's, and also take note of which some of the 0-6-0T's had been rebuilt from conventional tendered 0-6-0's. This was typical for the era - and unlike the rather disposable economy of today. Railroads could and did in fact rebuild a locomotive several times (and other various types of heavy industries that operated large industrial machines). While being of great cost benefit to the railroads, especially for specialized operations; this has the disadvantage of muddling their history. Also, it is worth noting a few of these 0-6-0's began life as Grand Central Depot shunting locomotives for the passenger cars before the previous terminal was electrified in 1906, and then subsequently razed for the current terminal which opened in 1913.

   The enactment of the Kaufman Anti-Smoke Legislation in 1925 (to ultimately take effect in 1931); gave impetus to the New York Central Railroad (as well as all the other railroads operating in New York City) to find a method of propulsion for trains that did not emit smoke. In some cases electric was turned to, for rapid transit / passenger service. In others, diesel-electric was chosen for freight service. 

   Therefore, the American Locomotive / General Electric Tri-Power locomotives were developed for the New York Central. These locomotives could be powered off 660 volt DC third rail from Croton-Harmon to Spuyten Duyvil, under diesel-electric power south of Spuyten Duyvil, and battery power when operating inside of buildings and piers. And these later era of locomotives would continue to work Manhattan after the High Line constructed and completed in 1934.



Telling them apart..

   Yes, a lot of rail enthusiasts to this day; are still amazed and excited to learn that the New York Central Railroad owned and operated Shay type locomotives constructed by Lima Locomotive Works. Shay type locomotives are a type most commonly seen on mountain logging railroads in the Pacific Northwest and other timber and sugar plantation operations. They are well suited for low speed - high torque applications. But in their excitement, they are confusing the enclosed Shays built in 1923, with the other enclosed locomotives used at this location that were built before the Shays. 

   So to re-iterate; just because the locomotive was enclosed (or covered), does not mean it was one of the Shays. A covered Shay is for all intents and purposes, a steam dummy; but a conventional reciprocating piston locomotive that is covered, is not a Shay. 

   A Shay type denotes the mechanism used to drive the wheels.

   Also, in examining the images below, you will clearly see:


An enclosed locomotive body does not equate to the locomotive being a "Shay" type locomotive.

   So, without further ado; here is a roster of locomotives known to have operated by the New York Central & Hudson River and later, by the New York Central Railroad on the streets and the High Line of Manhattan. 

   Please note: I have omitted from the table conventional uncovered (non steam dummy) locomotives from the roster, even though there are a couple seen working in the yards. I have omitted these as they were not specific for use in Manhattan. They brought the through train south from Albany and other points, perhaps switched the yard, and went back north. But I will include images as they seen operating on the streets of Manhattan. Which is makes the following Percy Loomis Sperr images so damn great: a heavy Pacific on the streets of Manhattan!


New York Central #3006 (or 3008?) ALCo Brooks; NYC Class K-11a; 4-6-2 "Pacific"
Looking north along West End Avenue & West 59th Street, Manhattan, NY - September 30, 1930
Notice the semaphore signals guarding street trackage over and behind tender.
NYPL Digital Archives
P. L. Sperr photo
added 05 April 2024

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New York Central #1945 - 0-4-0? 0-6-0?
Looking north along Eleventh Avenue & West 54th Street, Manhattan, NY - September 30, 1930
(West End Avenue become Eleventh Avenue going south at West 59th Street)
NYPL Digital Archives
P. L. Sperr photo
added 05 April 2024

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1923 - The Kaufman Act

   By 1923, the only reliable internal combustion locomotives were for small industrial and mining locomotives; where gasoline engines powered a mechanical drive. They were not suitable for full size or heavy freight operations, and this is not to say that the locomotive manufacturers had not been dabbling in internal combustion power for locomotives since the turn of the century. 

   Matter of fact, many diesel powered prototypes and demonstrators had been produced over previous 10 years; but in some way or another, they were not up to the task of heavy freight switching or road use. Whether the engines were not suited to the vibrations incurred of a locomotive, or whether the engine design was too complicated; or whether the electrical controlls were smooth enough from idle to full throttle.

   Since there had been no pressing impetus, designs took their time. Steam was still king. It was not until the Kaufman Act was proposed, and with it the three year deadline of that Kaufman Law, that forced widespread efforts of several locomotive manufacturers to finally produce successful diesel-electric and diesel-electric-battery designs of locomotives. 

   The Kaufman Electrification Act of 1923, ratified by the New York State Assembly; mandated that all railroads located in the City of New York City be electrified by January 1, 1926. 

   The bill was sponsored by recently elected Assemblyman Victor R. Kaufman (R) (hence it being called the Kaufman Act) and signed by Governor Alfred Emanuel Smith (D) on June 2, 1923. News of this act was published in the June 5, 1923 issue of the New York Times. As a result of this act, allrailroads (freight, as well as passenger railroads) operating in New York City would face a significant change pertaining to their operations, with the passage of this bill.

   It should be noted, that the Kaufman Act was separate from and now in addition to the regulation already in place, prohibiting the use of steam locomotives in tunnels conveying passengers within New York City, specifically the Park Avenue Tunnel lead to and from Grand Central Terminal. As previously discussed in the chapter above; this regulation was enacted by the State of New York, on May 7, 1903; and thus prohibiting the operation of steam locomotives in the Park Avenue Tunnel after June 30, 1908.

   With this new 1923 legislation however, the State of New York attempted to force the railroads to electrify their lines. This new legislation required that:

"No railroad or part thereof operating within the limits of the city of New York or within the limits of an adjoining city shall on or after January 1, 1926, use any motive power in its operation within these cities except electricity, to be generated, transmitted and used in said operation in a manner to be approved by the Public Service Commission."

   As written; the State was now was requiring only electric operation of all trains within the City limits of New York by January 1, 1926 - three short years to comply.

   Following this legislation, the Kaufman Act (as this legislation was to be known as) was to ban coal burning steam locomotives from New York City, because of their contribution to severe pollution problems.

   The intended response to this law was for the railroads to electrify high-traffic rail lines. However, electrification was uneconomical to apply to low traffic areas, freight terminals and small industrial concerns.   

   Naturally, this legislation did not sit well with many of the railroads in the New York City area, and several railroads (trunk line and independent alike) filed an appeal.

   The Kaufman Act would, without any doubt; incur serious financial hardships on many of the small independent contract terminals operating in New York City.

   One would only need to calculate the total cost of replacing all eleven of Brooklyn Eastern District Terminal's steam locomotives (those in use in 1925 and all at the same time) with electric locomotives plus having to string trolley wire or catenary to power those electric locomotives. Quite simply, here is where "sticker shock" sets in.

   The Long Island Rail Road estimated it was going to cost between 25 and 40 million dollars for them to comply with the Kaufman Law. This figure translates to 306 to 490 million in 2009 dollars. Almost half a billion dollars!

   But the true loser however, is really the small one or two locomotive terminal like Degnon Terminal, which would most likely just "fold up" rather than attempting to electrify.


Brooklyn Eastern District Terminal;
Bush Terminal;
New York Dock;
Degnon Terminal;
New York, New Haven & Hartford;
New York Central; 

Long Island Railroad, and
Staten Island Rapid Transit
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Brooklyn Daily Eagle - March 12, 1925

 

   Taking into consideration that research into gas / diesel locomotive technology had yet to be perfected, which is why the Kaufman Act specified "electric". 

   Other than steam locomotive power, it appeared there was no real alternative other than electric.

   Steam power was to be abolished and replaced with electric locomotives, period. The Kaufman Act was very specific in its reference to electric locomotives

 However progressive the Kaufman Act may have been in its initial form, it did not take into account some very serious obstacles, the least of which were to provide power to the stipulated electrically powered locomotives in Manhattan.

   To use electric powered locomotives, power must be generated remotely and transmitted either an overhead trolley wire / catenary, or a ground level third rail be used. 

   The City of New York already had ordinances on their books prohibiting the use of overhead trolley wire (which is why streetcars / trolleys in Manhattan used underground conduit, battery powered or pulled by cable). 

   The reasons for this are understood to be, that the bright bluish-white arc flashes and sparks incurred by use of a trolley wire were a nuisance to residents, especially those with money living in the affluent areas.


Brooklyn Daily Eagle - December 31, 1925

   Likewise, a ground level third rail (like those used on the subway or commuter operations), would have instituted an immediate electrocution hazard to pedestrians, animals, etc. Since the subway tunnels and the Park Avenue Tunnel were enclosed and off limits to the public, the electrocution hazard was mitigated in those applications.

   As the New York Central's West Side Freight Operations in Manhattan utilized surface avenues and streets south of West 72nd Street, a third rail power supply was not a feasible option for power.

Opposition to the Kaufman Law

   Multiple railroads operating freight terminals in the City of New York vehemently objected to the Kaufman Act. Most were operators of small off-line rail-marine terminals throughout the boroughs and where the cost of electrifying would have put them out of business.

   But the most outspoken of all was the New York Central Railroad; as most of their trackage was in the streets of Manhattan. And they had the deep pockets to fight. Or at least, demand concessions and amendments.
 
   The reason the New York Central objected wasn't the cost to electrify. Theirs was a problem of feasibility as specified in the previous chapter;

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   While electric streetcars were successful; electric battery locomotives were not sufficiently advanced to consider for long haul heavy freight.  And up until this point the diesel-electric had not been suited for long haul or heavy duty use because of the durability of the engine and the required variations of speed and power. Direct drive internal combustion locomotives lacked finesse and limited in power. They were suitable for light weight, one or two car use in a small industrial applications, but any freight service larger than that and gas-mechanical locomotives were not up the task.

   Think about this: here we are in 2025; 100 years later and battery and hybrid diesel-electric / battery locomotives are still not reliable enough to warrant widespread use or acceptance in a freight railroad capacity!

   The railroads fought tooth and nail to overturn the Kaufman Act, and for good reasons.

   And this delay in enactment of the Kaufman Act bore some tasty fruit of an unexpected flavor. This was because in the five years of court battles and injunctions over the Kaufman Act and "electrification", a new breed of locomotive was just nearing successful and widespread use: the Diesel-electric.

   And perhaps just as fortunately, the chief engineer of the Public Service Commission, William C. Lancaster; recognized this new form of motive power as well:
"The Diesel electric locomotive... has none of the objectionable features of the steam locomotive; it is substantially noiseless and its movement are virtually the same as those of the electric locomotive of the same capacity.  It has one other feature... which has an advantage over the overhead system of contact or the third rail. In the case of the latter, there are frequent momentary discontinuances which draw arcs causing vivid flashes. These are a source of annoyance and would be objectionable to those living along Riverside Drive. The results where the contact shoe jumps from one conductor to another and such intervals would be frequent in the third rail system."

 
   With this locomotive design, a Diesel oil compression ignition engine would turn a generator, and would generate its own electric power. The single solitary choice offered by the Kaufman Act had been electric. Now there was an alternative: diesel-electric, so the Kaufman Act was amended to include this option.

   Diesel-electrics had just become satisfactory for yard and switching service over the previous year; in the form of a demonstrator locomotive #8835.
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Straight Electric Locomotives for Freight Use in Manhattan

   

Precursory history of New York Central electric locomotives

   Backing up a bit in historical time line; the New York Central began investigating into electrifying the lines in the New York area in 1899.  But movement in this field was slow.

   As usual, it takes a disaster to spur on development and change. Following the Park Avenue accident of January 8, 1902, and the resultant legislation prohibiting steam locomotives in the Park Avenue Tunnel in 1903 to take effect; the New York Central responded by forming Electric Traction Commission to study and resolve the matter. It was compirsed of some extremely well regarded engineering talent; and the chairperson to head this Commission was NYCRR Vice Preseident and Chief Engineer William J. Wilgus, and memebers included Frank J. Sprague, electrical engineers Bion Arnold and George Gibbs Edwin B. Katte was in charge of actual electrification work.

   In addition to electrifying the Park Avenue Tunnel and Grand Central Terminal, it was also decided to electrify the Hudson Line 34 miles north to Croton, with the Harlem Line electrified to White Plains, a distance of 24 miles. In the decision between high voltage AC catenary  or low voltage DC current via third rail, the Central went with low voltage (660 volt) third rail DC for two reasons;
  1. New York City already had legislation on the books barring overhead trolley wire / catenary.
  2. the ceiling height in the Park Avenue Tunnel precluded the necessary height needed between equipment and a high voltage AC catenary.
   As the 660 volt DC third rail system worked well for the Baltimore & Ohio electrification, as well as for the New York City subway, and the Chicago and Boston transit systems. The only difference was that Wilgus and Sprague opted for an underrunning third rail shoe (or top contact), instead of overriding (or bottom contact) as used on the New York City system.

   Electrical generating stations were constructed, and requests went out to General Electric to develop locomotives.
   These result was S Class locomotive, with a 1-D-1 wheel arrangement which was completed on April 29, 1905. This locomotive was tested and found to outperform several types of steam locomotives in service at that time on the passenger routes in New York City. The S Class (or 6000 series as the first locomotive was numbered 6000) was powerful for their time and nimble and well suited for tight schedule passenger service. During one test is reached 80 miles and hours in under two minutes with 434 ton 11 car train. These locomotives were designed predominately with passenger service in mind. 

   Following the S Class shortly thereafter, was the "T Class", (or an improved version of the S motor, and not to be confused with the presently known T class built in 1913) which was designed for heavy passenger service, Shortly following the entrance into service of the T Class of only three days, an severe derailment of these locomotives occurred on February 16, 1907, killing 23 passengers. Investigations failed to reach a definitive cause, but the T class locomotives were retrofitted with independent 4 wheel guiding trucks instead of fixed 2 wheel pony trucks. After this modification the T class was redesignated S Class, and the previous model of  S class was retrofitted as well. A total of 47 locomotives across four orders were constructed, each with minor variation to the design. But overall, these locomotives stood the test of time, and operated in service for over 50 years.

   Following the evolution to steel bodied passenger cars, the S class were found to be lacking power. So, New York Central ordered up what is now known as the T class. Built for dual service, heavy passenger as well freight service to haul trains from Croton to Port Morris Yard in the Bronx. 36 of these locomotives were built with B-B+B-B wheel arrangement. Meaning two pairs of 2 axle trucks joined and then articulated.

   These T motors could be found on the head end of any passenger trains departing Grand Central Terminal, whether it be commuter trains or the 20th Century Limited. The S class were usually relegated to local service but could be found heading the 20th Century Limited on occasion.  Any of the north bound trains had electric power swapped for steam locomotives at Croton for the reminder of the journey north and west, likewise New York bound train had the steam locomotives removed and replaced with electric locomotives for the journey from Croton to Grand Central.

   Here, matters pretty much rested in regard to electric motive power on the New York Central; and while these locomotives were the first introduction of electric power, it have very little to do with the West Side Line operations.
Electric Freight Locomotives for the West Side
   When the Kaufman Act came about in 1923, there was now an impeding deadline to electrify the line from Spuyten Duyvil to West 72nd Street Yard.

   The New York Central had ordered two classes of freight locomotives, the Q Class and the R Class, both types built by American Locomotive and General Electric.


Q Class

   The Q class were B-B wheel arrangement and suited for light switching to medium duty freight and seven were built and delivered in March 1926.

   These locomotives had a B-B wheel arrangement (two powered axles in two trucks each). The locomotives were rated at 1330 horsepower (some sources state 1665) and weighed 100 tons.

   Gear ratio 72:17, top speed was 40 miles an hour. Tractive effort?

ALCo construction numbers: 66415 through 66421,
GE construction numbers 9803 through 9809.
GE class: B-B-200/200-4GE286, 
GE model LS404-E-100

New York Central road numbers 1250 through 1256,
renumbered ca. 1934(?) 250 through 256

   All were retired prior to 1966.



   

R Classes
R

   The R class had a B-B+B-B wheel arrangement, and these locomotives were  semi-permanently coupled into pairs. They were suited for heavy freight and only two were built in September 1926.

   ALCo construction numbers: 66422 through 66423,
   GE construction numbers 9801 through 9802;
   GE class: B-B-340/340-8GE286, 
   GE model: LS4444-E-100

   New York Central road numbers 1200A / 1200B and 1201A / 1201B
   renumbered ca. 1930(?) 250 through 256

   Rated at 3000 hp (some sources state 3320 hp) and weighing in at 175 tons for each pair.    Maximum speed was 60 miles an hour.

   Tractive effort: ?

   
R2

   Follow on to the R design was the R2, also C-C wheel arrangement, but these were built as solitary operating units.

   Built in 1930, forty-one R2 class locomotives were built. Built as R2's, the original pair of R Class #1200 and 1201 were not re-designated as R1's. Also, it appears when the R2 class arrived, they absorbed the R class numbers of 1200 and 1201.

   Weight is listed in some sources as 133 ton and the build records as 135 ton.

   ALCo construction numbers: 68228 through 68269,
   GE construction numbers 11153 through 11194
   GE class C-C-270/270-6GE286B
   GE model: 135T EL

   New York Central road numbers 1200 through 1241
   renumbered ca. 1934(?) 300 through 341
   several units sold to Chicago, South Shore and South Bend

   Without a doubt, the S and T classes received much more than their share of railfan attention, and images of these locomotives are plentiful.  This is juxtapositioned by the seeming infrequent occurrence of which photos of the Q and R classes are encountered.

    As designed, the Q, the R1 and R2 classes shared many components; including motors, running gear and electrical equipment.

   This standardization would be quite beneficial and cost effective in repairs. This interchangeability even held true when the Tri-Powers were built, which were built to utilize many of these components.




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The Diesel-electric Locomotive Enters the Room..
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General Electric / Ingersoll Rand #8835


   In response to the looming deadline of January 1, 1926 of the Kaufman Act, several railroads operating in the New York City area approached Ingersoll-Rand to build a prototype locomotive with diesel-power with electrical propulsion and electrical controls. In actuality, both General Electric and Ingersoll-Rand had already been independently experimenting with internal combustion powered locomotives for some time, but it was the looming compliance deadline that really spurred on advances with this form of locomotive, and forced them to pool resources.

   Ironically, the Jay Street Connecting Railroad, an offline rail-marine terminal located in Brooklyn; had already hosted a diesel-electric locomotive prototype: Jay Street Connecting #4; which built by General Electric in 1918. Unfortunately this design was not successful; due in most part to electrical control issues and it was returned.

   This is also not to say Baldwin Locomotive Works was ignoring the situation either. They too were developing a diesel-electric locomotive, however their design was more conducive to heavy road service, and it wasn't quite ready for production either.

   Therefore, the smaller Ingersoll-Rand was the logical choice for switching operations of the various offline contract terminals in New York City. 

  So, in 1924, a prototype built by General Electric and Ingersoll Rand, the model X3-1 locomotive, better known by its construction number: #8835.


 Ingersoll-Rand / General Electric Demonstrator #8835 - December 17, 1923


  This locomotive was fitted with an in line six cylinder (10" x 12" cylinders) diesel engine constructed by Ingersoll-Rand utilizing the Price-Rathbun design and solid injectors. This engine in turn powering an electrical generator designed by General Electric. This in turn supplied electricity to traction motors with voltage and current being regulated using controls designed a few year prior by Hermann Lemp of General Electric. The carbody was a left over, laying around at General Electric's Erie, PA facility.

   #8835 would be "unveiled" on February 28, 1924 to the representatives of the following railroads showing interest in a diesel-electric switching locomotive: Baltimore & Ohio, Pennsylvania, Boston & Maine, New York Central, Reading & Lehigh Valley. While these men were impressed, they expectedly remained unconvinced of the design which had not seen day to day service. 

   The carbody of #8835 was unique as it had a rounded front end but a square rear end. This carbody was a left over, laying around at General Electric's Erie, PA facility, and gave it a unusual appearance

   So, beginning in June 1924, and for the next thirteen months; #8835 went through rigorous, and to some extent, abusive testing; on ten different railroads and three industries (to which the locomotive had been leased on a trial basis). 

   Ironically, #8835 would come to spend quite a bit of time: 2½ months (the most of any of the testing railroads); operating on the West Side of Manhattan along Tenth and Eleventh Avenues for the New York Central Railroad:


Ingersoll-Rand / General Electric Demonstrator #8835 - sometime between June 9 and August 23, 1924 
Tenth Avenue, Manhattan, NY
from Diesel Spotters Guide, Jerry Pinkepank / Kalmbach Publishing

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   According to Diesel Spotters Guide, by Jerry Pinkepank, Kalmbach Publishing; the locomotive was broken in at the Ingersoll-Rand plant at Phillipsburg, NJ. The breakdown of hours of service per railroad are as follows.
railroad conducting test hours of service dates of service remarks
New York Central 833 6/9/1924
8/23/1924		 Placed in yard switching service at New York City West Side Yards on July 19th for a daily recording of performance data. In one test, this unit was operated 24 hours per day (almost continuously), handling 3 shifts daily from 7/24 to 8/7. Inspection of the locomotive could only occur during crew changes.
Three notable accomplishments took place during this trial phase:

 On August 14, 1924; #8835 started and pulled a train of 93 cars on level track for 36 minutes. This is not a bad accomplishment considering you only had 300 horsepower to work with

#8835 also "partook" of a tug of war with a 60 ton 2 truck Shay type locomotive of New York Central's; in which it won that battle due to smoother torque of the electric drive and greater coefficient of friction (and a little overzealousness on the part of the Shay's engineer, who got the Shay's wheel's slipping). Needless to say, the "Central's" men were very impressed.

Note: The Ingersoll-Rand record does not indicate what these loads consisted of or total tonnage pulled.
Baltimore & Ohio 81 8/25/1924
9/4/1924		 A local freight service test was conducted on 8/29 to record performance data.
Central Railroad of
New Jersey:		 35 9/5/1924
9/9/1924		 A light yard drilling test was conducted during this period to record performance data.
Ingersoll-Rand   9/12/1924 Returned to Ingersoll-Rand for a complete inspection. Measurements were taken of various parts and
compared with the first full inspection record taken on February 12, 1924. No deficiencies noted, 
no parts needed replacing. Wear was so insignificant that it doesn't bear mentioning.

After the wrist pin, crank pin, and main bearings were set up to standard clearances, the engine was closed exactly as it was taken apart and returned to service. 3
New York, New Haven & Hartford 271 9/22/1924
11/4/1924		 Yard switching service tests were conducted during this period to record performance data.
Union Freight 40 11/6/1924
11/8/1924		 Tested in the Boston, MA area.
Boston & Maine 132 11/10/1924
11/20/1924		 Various testing operations were conducted by this railroad.
Long Island: 362.5 11/28/1924
2/16/1925		 Yard switching service tests were conducted 12/7/24 to record performance data.

Second period of demonstration trials was begun in which it is reported that an
additional 234 hours of testing was concluded on 2/16/25.
Bethlehem Steel 9   After LIRR - Tested for 9 hours on the Philadelphia, Bethlehem & New England RR.
passenger service test 11 2/27/1925
2/28/1925		 Two passenger coaches were pulled between Jersey City, NJ and Harrisburg, PA
(approximately 175 miles) in a little over 11 hours to record performance data.

Reading

 207 2/27/1925(?) 3/17/1925 Received at the end of February 1925 and beginning on 3/4 participated in yard switching
service tests to record performance.
Delaware, Lackawanna & Western 120 3/23/1925
3/28/1925		 Yard switching service tests were conducted to record performance.
Hoboken Manufacturers 26 3/31/1925
4/2/1925		 Various testing operations were conducted by this railroad.
New Jersey Zinc
(Palmerton, PA)		 79   Tested on the Chestnut Ridge Railway.
Alan Wood Iron & Steel
(Conshohocken, PA)		 32 7/9/1925
7/11/1925		 Steel plant yard service tests were conducted to record performance data in conjunction
with the Upper Merion & Plymouth RR.


   At midpoint of its testing on the 'Central; this locomotive was placed into a "tug-of-war"  test with one of the a Shay type locomotives of New York Central working the West Side Line; in which 8835 won that battle due to smoother torque of the electric drive and greater coefficient of friction; and a little overzealousness on the part of the Shay's engineer, who got the Shay's wheel's slipping.

   Needless to say, the Central's men were very impressed.

   Following the success of that experimental, led to the "consortium" locomotive: carbody manufactured by American Locomotive, electrical components by General Electric and the prime mover (engine) built by Ingersoll Rand. They built the first production model, and it sold to the Central Railroad of New Jersey whom numbered it #1000.

   The locomotive was in daily use at their Bronx Terminal. These 60 ton 300 horsepower locomotives in turn, led to the 100 ton 600 horsepower versions, (two 300 horsepower engines) which were suitable for moderate road freight use. And it was such a success, A/GE/IR built several more. Without any room for doubt, it was clear that the A/GE/IR locomotive proved to be durable, efficient, easy to maintain and easy to operate. 
.

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The New York Central holds off

   Despite #8835 proving its meddle on the New York Central, the powers that be at the Central however, were asking for a little more out of a locomotive design that would meet their requirements for:
 .
   Not only this, but they also wanted these locomotives to also run on:
   But, the technology still had not quite reached maturity or reliability for "over the road" heavy road freight use, and where that the New York Central felt confident using the technology offered by the 60-ton 300 horsepower switching locomotive marketed by A/GE/IR. Baldwin locomotive has a diesel electric road locomotive, but it missed the mark of the other requirements New York Central was looking for.

   A prototype meeting their specifications was still born on the drawing board (DES-1); but was followed by NYC #1525, the DES-2 prototype. And with it, successful road switching that met all the above requirements of the New York Central.


American Locomotive / General Electric / Ingersoll Rand  "Tri-Power" Locomotives


   All of the following locomotives were "Tri-Power", meaning propulsion was of three methods: diesel-electric, storage battery and "straight electric" 660 volt DC third rail pick up.
   
   As it turns out, there is a very in-depth chapter regarding these locomotives in "Dawn of the Diesel Age", pages 127-132 by John F. Kirkland, (Interurban Press - 1983).
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DES-1 (proposed, not built) - NYC Specification #165
   The prototype, New York Central class DES-1; was originally planned in 1926 under New York Central Specification #165. This specification proposed a heavy duty switcher of 4-4-4 (actually B-B-B) wheel arrangement to replace 0-8-0 steam power in Manhattan switching operations south of West 72nd Street.

   This contract was let out to American Locomotive under order S1563, c/n 67084 to build the mechanicals, General Electric to build the electrical components, and the New London Ship and Engine Company to build the prime movers, where it was intended to use engines that had been designed for use in marine applications. Perhaps one knows New London Ship and Engine by its parent name; Electric Boat Division of General Dynamics.

   Locomotive weight was to be 268,000  lbs / 47,000 per axle. This locomotive was never built, with New London returning its contract and requesting that contract be canceled, which it was on June 6, 1927. ALCo reassigned the construction number to an unrelated locomotive.




The prototype: DES-2 - NYC Specification #166

Prototype Tri-Power: NYC #1525
added 05 April 2024
.
New York Central road # ALCo c/n GE c/n order number build date NYC renumber retired notes
NYC #1525 67101 10326 (A-67101)   2/1928 525 (1936) 1945 ALCo order S1566
GE Class:B-B-350/350-O-4GE286
prototype Tri-Power
diesel-electric / third rail / battery

wheel arrangement: B-B
weight: 175 tons
prime mover: Ingersoll Rand 300
rating: 300 hp
NYC Class: DES-2
length (over coupler pulling faces) 46' 8",
height 14' 8"
width 10' 2"

converted to diesel hump trailer #479 in 12/1945
.

.

     New York Central ordered the following design according to their Specification #166 in 1926 from the General Electric Company, in cooperation with the the American Locomotive Company. The two had constructed an experimental diesel - electric, straight electric and electric battery locomotive. As such, this locomotive was designated as a "Three Power" or Tri-Power" locomotive as it could be powered by either:
   It was also equipped with a small pantograph to take advantage of overhead third rail applications like used over the switches in Grand Central Terminal. Since gaps in the surface third rail at switches between tracks were longer than the locomotive, the locomotive would effectively lose power between those sections of third rail. With short sections of third rail mounted to the tunnel roof / ceiling through the switches, the locomotive would not lose electrical power and operate seamlessly.

   A Wikipedia entry for the Tri-Power locomotives, states the overhead power was 3000 volt, but I have found no mention of this in the established and extremely detailed Tri-Power construction history in "Dawn of the Diesel Locomotive", or any other publication for that matter. Another prototype Tri-Power locomotive - New York Central #1550 - Class DEF was equipped for 3000 volt, so perhaps the author of the Wikipedia article mixed design details of #1525 with #1550.
 
   NYC #1525 was completed February 4, 1928, and was shipped to Harmon Yards and assigned to the New York Terminal District, specifically to West Side  - Manhattan operations. As such, the locomotive was "headquartered" at the West 72nd Street roundhouse.  As built, it was constructed of a one piece cast steel underframe (considered to be the forerunner to the frames used in Pennsylvania RR GG1's). 

   It was of B-B wheel arrangement, had 44" wheel diameter with a truck wheel base of 8' 3"; Utilizing four GE286A traction motors with a gear ratio of 72:17 (same as the Q Class electrics) allowing for a safe maximum speed of 40 mph. These trucks were built to a New York Central standard and were a duplicate of and fully interchangeable with, the Q Class straight electric (no diesel) steeplecabs  #1250-1256 as well as the two R Class straight electric freight locomotives 1200 and #1201.

   The battery installed in #1525 was of the Exide type, manufactured by Electric Storage Battery of Philadelphia, PA. It contained 218 cells, giving a 6 hour rating of 680 amp hours at 485 volts. This battery was one quarter of the capacity and one third the weight of the battery installed in the "Two Power" locomotive #10035.

   The diesel engine, was a counterpart of the standardized Ingersoll-Rand 300 hp 6 cylinder in line 10" x 12", that was in use in the A / GE / IR 300hp boxcabs taking the switching field by storm. This particular engine was to run at a constant speed of 550 rpm irregardless of the locomotives throttle position. It was directly coupled to the GE traction generator in parallel with the battery. This generator was the sole means of charging the battery. The diesel engine was cranked by motorizing the generator from the battery.

   It should be noted that small pantograph was installed on the roof for use by a fixed overhead third rail (not a wire catenary) like the type used in Grand Central Terminal. Operating as a straight electric locomotive, one hour tractive effort rating was 34,1000 at 18.3 mph. Continuous rating was 25,260 lbs at 19.75 mph. Horsepower developed under these ratings was 1,330. Again, it should be noted that the battery was not charged from the third rail, only from the diesel electric power source.

    With the diesel engine shut down, the unit operated as a conventional battery powered locomotive. The reason for this was that the two track High Line along Tenth and Eleventh Avenues (which at the time of opening was non-electrified) served sidings within a substantial number of food processing plants and cold storage warehouses, and where the diesel exhaust would have permeated the food. Hickory or maple smoked meats were acceptable to the palate, but diesel smoked not so much!

   As such, the limited capacity of the battery equated to about two hours of heavy work. This was sufficient for switching these isolated indoor sidings. Then with the locomotive returning to the outdoor operaton, the diesel engine could be started again and with the diesel engine running, there was sufficient power from the generator and the battery output for starting and moving trains outside of third rail territory. When the locomotive throttle was shut off following a move, the generator recharged the battery while the locomotive was running.

   North of West 60th Street Yard, specifically north of West 72nd Street, the West Side route was equipped with third rail, and the locomotive could be powered directly from that source. It is understood, but not confirmed when or what specific areas, that segments of third rail were installed on the High Line, but images show a third rail was in fact installed on sections of the High Line.

   There was an indicator light on the engineman's console that illuminated when the locomotive was receiving third rail power. All the engineer had to do to, to transition from third rail power to internal power, was shut the throttle and open it again - internal switchgear in the locomotive determined and automatically adjusted to what source was being used.

   #1525 was the FIRST three-power locomotive to have been constructed by any locomotive builder.

   And while indirectly related, it was on another prototype, New York Central #1550; that Dr. Herman Lemp of Ingersoll Rand (and formerly of General Electric) had his epiphany of field excitation that gave rise to the modern diesel-electric locomotive.


.

The New York Central Electrification [General Electric - January 1929]

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The production model: DES-3

   Following the resounding success of #1525, New York Central placed a follow-on order for 41 similar locomotives.

   Some changes in design were requested, the most notable being:
  • the operators cab moved to the ends of the locomotive; 
  • which necessitated a re-arrangement of interior mechanical equipment.
  • elimination of the superfluous pantograph; 
   But mechanically, the DES-3's were mostly similar to the DES-2.

   Specifications remained the same throughout the class.

   There were:
  • 37 - production locomotives built for the New York Central, 
  • 4 -  for the Michigan Central (a subsidiary of the New York Central, for use at the MCRR Detroit Tunnel) and,
  • 1 - one unit for the Chicago, Rock Island & Pacific RR, numbered #10000 for use at their Central Station in Chicago, IL.

   Two of the New York Central locomotives: #1561 and #1562 and the CRI&P #10000 unit were for pooled use at the Chicago Terminal.
    It is unknown how many of the remaining thirty-five New York Central DES-3's (#1526-1560) actually worked in Manhattan, but it is assumed all did. .

   Following the building of these locomotives, other railroads jumped on the bandwagon (Delaware Lackawanna & Western, Illinois Central) purchase similar units.

   All New York Central DES-3 locomotives were retired by 1957, which corresponds with the cessation of third rail use on the High Line.

   The New York Times article at above right states:
"All of the forty-odd locomotives bought by the railroad for the operation are diesel-engined and
will have special shoes for third rail operation north of Spuyten Duyvil."

   But as stated, in some of the later images we also see a third rail installed on the High Line!

   Recently acquired images of the Dedication Train, all taken on June 29, 1941; shows a third rail in some images and on some tracks, but not by others. The third rail may have used in locations where it would not have been "healthy" to run the diesel, such as inside the buildings and industries.

   Information is needed as to when the High Line was electrified what sections, and on what date the third rail was de-energized.
.

.


Diesel-Electric Locomotives

   It goes without saying, over time, as diesel- electric locomotives evolved, they reached the stage were their power curve was suitable for long haul freight use. Equally, when this occurred, all of the "big" locomotive manufacturers (ALCo, Baldwin, General Electric, EMD-GM and Fairbanks Morse built them, and various models with varying horsepower ratings proliferated throughout the United States.

   While we know many locomotives were purchased by the New York Central, it was only until much later that they made their way to the High Line. Not because of physical limitations, but to remind you; some of the industries were indoor sidings. It wasn't until those meat purveyors and cold storage warehouses ceased their trade, could a standardized diesel-electric locomotive ply the High Line and not have to worry about imparting that exhaust smell on products.

   The only image known of a diesel-electric freight locomotive operating on the High Line so far as can be located on the internet, is of NYC #8350 [ALCo RS3] as shown below. 

   This particular photo also reveals that, those locomotives operating on in third rail territory, and because of clearance to the third rail;would have been required for any diesel-electric locomotives that were assigned to operate in third rail territory, south of Croton-Harmon on the Hudson Line or any other third rail powered line.   

   Obviously, this would not be the only diesel-electric locomotive to have operated on the High Line, so there must be others (images as well as locomotives) and contributions are welcome.

    What this also means is, only those diesel-electric freight locomotives having this modification could operate in electrified territory south of Croton-Harmon on the Hudson Line, or on any third rail powered line for that matter, include the High Line.

   Even in todays modern era of operations, there are locomotives that are modified to operate on third rail powered still need to have their pilot / plow. In know CSX has several that are assigned to the Selkirk Yard for use in hauling freight to and from the New York City area on the present day MetroNorth Commuter Railroad Hudson Line, which absorbed many of the third rail routes of the former New York Central.
.

.



Rosters of New York Central Locomotives known to have operated in New York City

 
   According to the New York Central Railroad Report of Board of Director to the Stockholders, dated December 31, 1929; the New York Central rostered ten steam dummy locomotives on that date. But many more are known.

      Please note: I have omitted from the table conventional uncovered (non-steam dummy) locomotives from the roster, even though there are a couple seen working in the yards. I have omitted these as they were not specific for use in Manhattan. They brought the through train south from Albany and perhaps other points, perhaps switched the yard, and went back north. But they were not specifically assigned to Manhattan. But I will include said images as they are seen operating on the streets of Manhattan. 


0-4-0T Dummy locomotives

road road # builder c/n build date cylinders driver
dia		 originally built as renumbered renumbered rebuilt renumber retired
NYC&HR  #2
NYC&HR  #3 Schenectady 3267 11/1890 15" x 22" 46" NYC #3 (1899?)
NYC&HR #4 Schenectady 2480 2/1888 15" x 22" 46" NYC&HR #11?
NYC&HR #5 (first) Schenectady 3265 10/1890 15" x 22" 46" NYC&HR #10 (first)
NYC&HR #6 (first) Schenectady 2954 2/1890 15" x 22" 46" NYC #6 (1899) 1913
NYC&HR #7 Schenectady 3266 /1890 15" x 22" 45" NYC&HR #11 NYC #7 (1899)
NYC&HR #9 (first)  Schenectady 1482 12/1881 15" x 22" 46"
NYC #1899 (date?)
NYC&HR #10 (first) Schenectady 1485 1/1882 15" x 22" 46" NYC #5 (1899?)
NYC&HR #11 (first)  Schenectady 2480 2/1888 15" x 22" 46" NYC #4 (1899?) 1909
NYC&HR #12 (first) Schenectady 2481 2/1888 15" x 22" 46" NYC #8 (1899?) 1909

   Please note that several locomotives in the above roster operated concurrently with locomotives in the below roster.

.


0-6-0T Dummy Locomotives

road road # builder c/n build date cylinders driver
dia		 originally built as renumbered renumbered rebuilt renumber retired
NYC&HR #2 (second) / #1900 Baldwin 6960 9/1883 18" x 20" 44" NYWS&B #112
[0-6-0T]		 NYC&HR 362 (1/1886)
 NYC #2 1
[0-6-0T Dummy 1912)		 NYC #1900 (1922) 1922
NYC&HR #5 (second) / #1901 Schenectady 3134 /1890 18" x 24" 51" NYC&HR #96
[0-6-0 tender]		 NYC #238? 255? (1899) NYC #5 1
[0-6-0T Dummy 1913)		 NYC #1901 (1922) 1924
NYC&HR #6 (second) / #1902 Schenectady 3281 /1890 18" x 24" 51" NYC & HR #130
[0-6-0 tender]		 NYC #289 (1899) NYC #6 1
[0-6-0T Dummy 1913)		 NYC #1902 (1922) 1932
NYC&HR #9 (second) / #1903 Schenectady 4030 2/1893 18" x 24" 51" Beech Creek #33
[0-6-0 tender]		 NYC #374 (1899?) NYC #203 (date?) NYC #9 1
[0-6-0T Dummy 1911]		 NYC #1903 (1922) 1924
NYC&HR #10 (second?) Baldwin 6970 10/1883 18" x 20" 44" NYWS&B #114 WS 114 (12/1885) NYC&HR #364 (1/1886)
NYC&HR #198
NYC&HR #201		 NYC #10 1
[0-6-0T Dummy 1907]		 1914
NYC&HR #10 (third?) / #1904 Schenectady 3162 /1890 18" x 24" 51" NYC&HR #88
[0-6-0 tender]		 NYC #272?
NYC #241 (1899?)		 NYC #10 1
[0-6-0T Dummy 1914]		 NYC #1904
(1922)		 1932
NYC&HR #11 (second) / #1905 Schenectady 3460 3/1891 17" x 24" 52" Grand Central Station #11
[0-6-0 tender]		 NYC&HR #428 (1899?) NYC #11 1
[0-6-0T Dummy 1913]		 NYC #1905
(1922)		 1924
NYC&HR #12 (second) Schenectady 3804 4/1892 17" x 24" 52" Grand Central Station #13 NYC&HR #430 NYC #12
[0-6-0T Dummy 1903]		 NYC #1906
NYC&HR #13 / #1907 Schenectady 2991 12/1889 17" x 24" 52" Grand Central Station #10
[0-6-0 tender]		 NYC&HR #427
 NYC #13 1
[0-6-0T Dummy 1908]		 NYC #1907
(1922)		 1924
NYC&HR #14  / #1908 Schenectady 2708 8/1888 17" x 24" 52" Grand Central Depot #4
[0-6-0 tender]		 NYC&HR #428
NYC&HR #425?		 NYC #14 1
[0-6-0T Dummy 1909]		 NYC #1908
 1924
NYC&HR #15 / #1909 Schenectady 3147 /1890 18" x 24" 51" NYC&HR #109
[0-6-0 tender]		 NYC&HR #268 NYC #15 1
[0-6-0T Dummy 1918]		 NYC #1909
(1922)		 1932
NYC&HR #16 / #1910 Schenectady 3149 /1890 18" x 24" 51" NYC&HR #111
[0-6-0 tender]		 NYC&HR #251
NYC&HR #270?		 NYC #16 1
[0-6-0T Dummy 1918]		 NYC #1910
(1922)		 1932
notes:
1 = rebuilt to 0-6-0T Dummy by West Albany Shops, NY (New York Central Early Power, p.84 Al Staufer).
.
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Lima Locomotive Works - Shay Type Geared Drive Locomotives
road road # builder c/n build date cylinders driver dia
renumbered sold retired scrapped
NYC #1896 / #7185 Lima 3235 11/10/1923 12" x 12" 36" NYC #7185 (date?) to Marcellus & Otisco Lake #7185;
returned due to cracked frame,
exchanged for NYC #7187
 1948
NYC #1897 / #7186 Lima 3236 11/14/1923 12" x 12" 36" NYC #7186 (date?) 12/1942 3/1944
NYC #1898 / #7187 Lima 3237 11/17/1923 12" x 12" 36" NYC #7187 (date?) exchanged for NYC #7185
Hurwitz Bros scrap 1947		 1947
NYC #1899 / #7188 Lima 3238 11/26/1923 12" x 12" 36" NYC #7188 (date?) 12/1942 5/1944
NYC #1900 / #7189 Lima 3239 11/26/1923 12" x 12" 36" NYC #7189 (date?) 12/1942 5/1944

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American Locomotive / General Electric/ Ingersoll Rand Tri-Power Roster

Prototype Tri-Power: NYC #1525
added 05 April 2024
.
New York Central road # ALCo c/n GE c/n order number build date NYC renumber retired notes
NYC #1525 67101 10326 (A-67101)   2/1928 525 (1936) 1945 ALCo order S1566
GE Class:B-B-350/350-O-4GE286
prototype Tri-Power
diesel-electric / third rail / battery

wheel arrangement: B-B
weight: 175 tons
prime mover: Ingersoll Rand 300
rating: 300 hp
NYC Class: DES-2
length (over coupler pulling faces) 46' 8",
height 14' 8"
width 10' 2"

converted to diesel hump trailer #479 in 12/1945



Production Tri-Power: Michigan Central #7530 - 7533
                                       New York Central #1526 - 1562
added 05 April 2024
GE Class: B-B-255/255-4GE286B
production Tri-Power: diesel-electric / third rail / battery

wheel arrangement: B-B
weight: 127½ tons
prime mover: Ingersoll Rand 300
third rail voltage: 660 VDC
horsepower rating: 417 (diesel) / 1300 (electric)
NYC Locomotive Class: DES-3
ALCo body style: T3-2
NYC Road # ALCo c/n GE c/n order number build date NYC renumber (1936?) retired notes
Michigan Central #7530 68355 11210 (A-68355) 5/1930 rebuilt to Hump Trailer #HT474
Michigan Central  #7531 68356 11211 (A-68356) 5/1930
Michigan Central #7532 68357 11212 (A-68357) 6/1930
Michigan Central #7533 68358 11213 (A-68358) 6/1930
NYC #1526  68359 11111 (A-68359) 7/1930 526 led the second Dedication Train
NYC #1527  68360 11112   (A-68360) 7/1930 527
NYC #1528 68361 11113 (A-68361)  7/1930 528
NYC #1529 68362 11114 (A-68362) 7/1930 529
NYC #1530 68363 11115 (A-68363) 7/1930 530
NYC #1531 68364 11116 (A-68364) 8/1930 531
NYC #1532 68365 11117 (A-68365) 8/1930 532
NYC #1533 68366 11118 (A-68366) 8/1930 533
NYC #1534 68367 11119 (A-68367) 8/1930 534
NYC #1535 68368 11120 (A-68368) 8/1930 535

rebuilt to Hump Trailer #HT476
NYC #1536 68369 11121 (A-68369) 8/1930 536 10/1955 scrapped 10/1955
NYC #1537 68370 11122 (A-68370) 8/1930 537
NYC #1538 68371 11123 (A-68371) 11/1930 538
NYC #1539 68372 11124 (A-68372) 11/1930 539
NYC #1540 68373 11125 (A-68373) 11/1930 540
NYC #1541 68374 11126 (A-68374) 11/1930 541
NYC #1542 68375 11127 (A-68375) 11/1930 542 11/1949 rebuilt to hump trailer #HT473
scrapped 5/1962
NYC #1543 68376 11128 (A-68376) 11/1930 543
NYC #1544 68377 11129 (A-68377) 11/1930 544
NYC #1545 68378 11130 (A-68378) 11/1930 545
NYC #1546 68379 11131 (A-68379) 11/1930 546
NYC #1547 68380 11132 (A-68380) 11/1930 547
NYC #1548 68381 11133 (A-68381) 12/1930 548
NYC #1549 68382 11134 (A-68382) 12/1930 549
NYC #1550 68383 11135 (A-68383) 12/1930 550
NYC #1551 68384 11136 (A-68384) 12/1930 551 rebuilt to Hump Trailer #HT475
NYC #1552 68385 11137 (A-68385) 12/1930 552
NYC #1553 68386 11138 (A-68386) 11/1930 553
NYC #1554 68387 11139 (A-68387) 11/1930 554 led the Dedication Train
NYC #1555 68388 11140 (A-68388) 11/1930 555
NYC #1556 68389 11141 (A-68389) 12/1930 556
NYC #1557 68390 11142 (A-68390) 12/1930 557
NYC #1558 68391 11143 (A-68391) 12/1930 558
NYC #1559 68392 11144 (A-68392) 12/1930 559
NYC #1560 68393 11145 (A-68393) 12/1930 560
NYC #1561 68393 11230 (A-68393) 7/1930 560 LaSalle Street Station, Chicago, IL?
rebuilt to Hump Trailer #HT472
NYC #1562 68393 11231 (A-68393) 7/1930 560 LaSalle Street Station, Chicago, IL?
rebuilt to Hump Trailer #HT471

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.


Locomotive Photos

Special thanks are in order to CanadaSouthern.com / Terry Link / and Keith Sirman for use of their photo archives of locomotive images

0-4-0T & 0-6-0T Steam Dummy Photos

New York Central #6 (first) 0-4-0T - Hudson Street & Vestry Street - ca. 1900
Schenectady Locomotive Works c/n 2954 - built February 1890
 Looking northeast at 188, 190, 192 Hudson Street.
Train is heading (pushing) towards New York Central & Hudson River Freight Depot one block right (south).
Vestry Street streetcar (left edge of photo)
NYPL Digital Archives
13 February 2010
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New York Central #8 [0-4-0T Dummy] - unknown date
Schenectady Locomotive Works c/n 2481 - built 2/1888
Smithsonian Institution collection
New York Central Early Power, Al Staufer
added 22 April 2024
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New York Central #9 (first) 0-4-0T - ca. 1898
Schenectady Locomotive Works c/n 1482 - built December 1881
 Looking southeast at St. John's Park Terminal; Hudson Street  and Laight Street
King 1898 postcard
added 05 April 2024
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New York Central #9 (first) 0-4-0T - unknown date
Schenectady Locomotive Works c/n 1482 - built December 1881
image used in "Memories of New York Central Steam"; Arnold Hass, 1980
photo not attributed - unknown photographer
added 23 April 2024
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New York Central # [0-6-0T Dummy] - unknown date
unknown builders data
 Looking south-southeast along Hudson Street at Laight Street.
This is now the Holland Tunnel Exit Plaza.
unknown provenance, possibly NYPL Digital Archive
Mike Davis, of Troy, Michigan offers the following for dating:
"The boxcars are some steel ends mixed in, but most glaring of all, the 150 foot Bronze relief and Vanderbilt statue are missing in this photo.
I would think this would place it towards the end of its working life (on or about 1928 to 1932)." 
 seeking 1st Generation hi resolution version of this image
added 05 April 2024
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New York Central #2 [0-6-0T Dummy] - unknown date
D. Lowy & Co. Scrap Iron, 68 Tenth Avenue between West 14th and West 15th Streets.
collection of Terry Link / canadasouthern.com
Keith Sirman collection
added 05 April 2024
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New York Central #2 [0-6-0T Dummy] - unknown date
Lavelle collection 
New York Central Early Power, Al Staufer
added 22 April 2024
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New York Central #6 (second) [0-6-0T Dummy] - unknown date
Schenectady Locomotive Works c/n 3281 - built 1890
indeterminable location
collection of Terry Link / canadasouthern.com
Keith Sirman collection
added 05 April 2024
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New York Central #9 (second) [0-6-0T Dummy] - unknown date
Schenectady Locomotive Works c/n 4030 - built February 1893
Looking east at Manhattan Refrigerating on Tenth Avenue / West Street; up Horatio Street to right.
cropped image to one below.
New York Public Library Digital Archives
added 05 April 2024
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New York Central #9 (second) [0-6-0T Dummy] - unknown date
Schenectady Locomotive Works c/n 4030 - built February 1893
Looking east at Manhattan Refrigerating on Tenth Avenue / West Street; 806 Washington Street; Horatio Street to right, Gansevoort St to left.
New York Public Library Digital Archives
added 05 April 2024
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New York Central #10 (second or third?) [0-6-0T Dummy] - unknown date
either: Baldwin c/n 6970 built 10/1883 (rebuilt 1907) or
  Schenectady Locomotive Works c/n 3162 - built 1890
 Terminal Stores Building, West 27th Street and Tenth Avenue; Manhattan, NY
Lavelle collection 
New York Central Early Power, Al Staufer
added 22 April 2024
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New York Central #11 (second) [0-6-0T Dummy] - unknown date
Schenectady Locomotive Works c/n 3460 - built March 1891
St. Johns Park Terminal - Hudson Street, Manhattan, NY
collection of Terry Link / canadasouthern.com
Keith Sirman collection
added 05 April 2024
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New York Central #11 (second) [0-6-0T Dummy] - 1910
Schenectady Locomotive Works c/n 3460 - built March 1891
St. Johns Park Terminal - Hudson Street, Manhattan, NY
New York Municipal Archive
added 14 August 2025
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New York Central #1902 - ex-#6 (second) - 1929
Looking north along Hudson Street at Laight Street; Manhattan, NY 
(St John's Park Terminal behind photographer.)
collection of Charles Warren
added 05 April 2024
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unknown loco - New York Central Lines - West Street between King & Charlton Streets - March 6, 1929
Looking north-northeast.
 NYPL Digital Archives
13 February 2010
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New York Central #1906 [0-6-0T Dummy] - unknown date
There is no history for a #1906 in the Schenectady builders records. It is believed #1906 was renumbered from #14 but this is unconfirmed.
Looking northeast in West 30th Street Yard - Eleventh Avenue & West 30th Street; Manhattan, NY
NYPL Digital Archives
13 February 2010

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New York Central #1906 [0-6-0T Dummy] - unknown date
There is no history for a #1906 in the Schenectady builders records. It is believed #1906 was renumbered from #14 but this is unconfirmed.
St. Johns Park Terminal; Manhattan, NY
collection of Terry Link / canadasouthern.com
Keith Sirman collection
added 05 April 2024
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New York Central Railroad # unknown - Eleventh Avenue* & West 13th Street - ca. 1911
*Photo caption on negative in error: the trackage shown is Tenth Avenue / West Street, not Eleventh Avenue.
Track routing was on Tenth Avenue south of West 30th Street Yard and this is where Tenth Avenue merged into West Street.
Eleventh Avenue ends at West 23rd Street, and Uneeda Biscuit Building which is located between Tenth and Ninth Avenues and West 15th and West 16th Streets;
and has unique arched windows on the top floor.
Furthermore, Wheeler and Hammond was a meat and provisions packers, and was located in the Gansevoort Meat Market. 34 Tenth Avenue is on the corner of West 14th Street.
Man on horse is a NYCRR Watchman / RR Policeman a/k/a "West Side Cowboy" escorting the locomotive as required by New York City law.
Bain News Service
George Grantham Bain collection
Shorpy Historical Photo archives / Library of Congress
added 05 April 2024

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New York Central Railroad #11 [0-6-0T Dummy] - Meat Packing District - Tenth* Avenue & West 14th Street - ca. 1911
 Schenectady Locomotive Works c/n 3460 - built March 1891
 Swift & Co. 34 - 32 Tenth Avenue; Geo. Hotchkiss & Co 30-28 Tenth Avenue, Strauch Bros. Piano Actions
*Photo caption on negative in error: the trackage shown is Tenth Avenue / West Street, not Eleventh Avenue.
Track routing was on Tenth Avenue south of West 30th Street Yard and this is where Tenth Avenue merged into West Street.
Eleventh Avenue ends at West 23rd Street, and the sign on the building clearly states 13th Street Market.
Furthermore, Swift was a meat and provisions packer, and was located in the Gansevoort Meat Market. 34 Tenth Avenue is on the corner of West 14th Street.
 Man on horse is a NYCRR Watchman / RR Policeman a/k/a "West Side Cowboy" escorting the locomotive as required by New York City law.
Bain News Service
George Grantham Bain collection
Shorpy Historical Photo archives
added 05 April 2024

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New York Central Railroad #11 [0-6-0T Dummy] - Tenth Avenue* & West 26th Street - ca. 1911
Schenectady Locomotive Works c/n 3460 - built March 1891
*Photo caption on negative in error: the trackage shown is Tenth Avenue, not Eleventh Avenue. Enlarging the original file on Shorpy clearly shows West 26th on the street sign.
Track routing was on Tenth Avenue south of West 30th Street Yard, and a train can be seen three blocks in the background crossing the Avenue.
 Man on horse is a NYCRR Watchman / RR Policeman a/k/a "West Side Cowboy" escorting the locomotive as required by NY City law.
Bain News Service
George Grantham Bain collection
 Shorpy photo archives
added 05 April 2024

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New York Central #unknown [0-6-0T Dummy] - unknown date
collection of Terry Link / canadasouthern.com
Keith Sirman collection
added 05 April 2024
.

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New York Central Railroad West 35th Street Yard - Eleventh Avenue & West 34th Street, Manhattan, NY - May 12, 1930
P. L. Sperr photo
 NYPL Digital Archives
added 05 April 2024
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St. Johns Park Terminal (pre -1930)
seeking hi resolution version of this image
added 05 April 2024
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New York Central West 33rd Street Freight Station - Eleventh Avenue - ca. 1930
The impetus to getting freight trains off the avenues and streets of Manhattan.
 Looking north.
unknown provenance, possibly New York Public Library Digital Archives
added 05 April 2024
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Lima Locomotive Works "Shay" Type Photos

New York Central #1896 [60 ton - 2 truck, NYC Class B-60]; Manhattan, NY - unknown date (post 1923)
Lima Locomotive Works c/n 3235 - built 11/10/1923
collection of Terry Link - canadasouthern.com
Keith Sirman collection
added 05 April 2024
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New York Central #1897 [60 ton - 2 truck, NYC Class B-60]; West 32 Street between Eleventh and Tenth Avenues, Manhattan, NY - ca. 1931
Lima Locomotive Works c/n 3236 - built 11/14/1923
Looking east-northeast.
Donald W.Furler photo
collection of the Center for Railroad Photography & Art
added 05 April 2024
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New York Central #1897 [60 ton - 2 truck, NYC Class B-60]
Lima Locomotive Works c/n 3236 - built 11/14/1923
Looking east-northeast.
 Lima Locomotives Works Catalog - Shay Type
image courtesy of www.shaylocomotives.com
added 05 April 2024
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New York Central #1898 - [60 ton - 2 truck, NYC Class B-60]; Manhattan, NY - unknown date (post 1923)
Lima Locomotive Works c/n 3237 - built 11/17/1923
collection of Terry Link - canadasouthern.com
Keith Sirman collection
added 05 April 2024
.

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New York Central #1899 - [60 ton - 2 truck, NYC Class B-60]; Manhattan, NY - unknown date (post 1923)
Lima Locomotive Works c/n 3238 - built 11/26/1923
collection of Terry Link - canadasouthern.com
Keith Sirman collection
added 05 April 2024
.

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New York Central #1899 - [60 ton - 2 truck, NYC Class B-60]; Manhattan, NY - unknown date (post 1934)
Lima Locomotive Works c/n 3238 - built 11/26/1923
Looking south at West 35th Street and Twelfth Avenue
Location marker 19 in map below.
added 05 April 2024
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New York Central #7189 (former #1900) - [60 ton - 2 truck, NYC Class B-60]
Lima Locomotive Works c/n 3239 - built 11/26/1923
Running gear skirting removed.
image courtesy of www.shaylocomotives.com
George Kadelak collection
added 05 April 2024
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American Locomotive Co / General Electric / Ingersoll - Rand "Tri-Power" Locomotive Photos


New York Central #526 (former #1526) [DES-3] - August 4, 1938
ALCo / GE Tri-Power - ALCo c/n 68359 / GE c/n 11111, built July 1930
Looking northeast at intersection of Tenth Avenue and West 21th Street
P. L. Sperr photo
added 20 August 2025
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New York Central #1529 [DES-3] - West 33rd Street Yard
ALCo / GE Tri-Power - ALCo c/n 68374 / GE c/n 11126, built November 1930.
Looking west-northwest from Eleventh Avenue & West 33th Street - ca. 1931
Donald W. Furler photo
collection of the Center for Railroad Photography & Art
added 05 April 2024
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New York Central #1529 [DES-3] -  December 18, 1932
ALCo / GE Tri-Power - ALCo c/n 68374 / GE c/n 11126, built November 1930.
Looking north along Tenth Avenue at West 20th Street.
Escort "West Side Cowboy" is William Connolly
Location marker 18 in map below.
unknown provenance.
added 05 April 2024
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New York Central #529 (former #1529) [DES-3] - 10:50 a.m, March 29, 1941
Last ride of the West Side Cowboy: George Hayde and Cyclone ride across West 18th Street
 ALCo / GE Tri-Power - ALCo c/n 68362 / GE c/n 11114, built July 1930
Looking south along Tenth Avenue at West 17th Street.
Building is 101 Tenth Avenue with High Line trestle right center.
Location marker 10 in map below
unknown photographer (appears to be New York Central publicity photo - taken same date as photo below)
added 05 April 2024
.

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New York Central #529 (former #1529) [DES-3] - March 29, 1941
 ALCo / GE Tri-Power - ALCo c/n 68362 / GE c/n 11114, built July 1930
Last ride of the West Side Cowboy: George Hayde and Cyclone escort the locomotive and train of 14 cars of oranges.
 Looking south along Tenth Avenue at intersection of West 26th Street. The white building is 259 Tenth Avenue - the R. C. Williams (wholesale groceries) warehouse.
Location marker 11 in map below
 unknown photographer (appears to be New York Central publicity photo - taken same date as photo above)
added 05 April 2024
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New York Central #1536 [DES-3] - West 30th Street Yard - June 2, 1931
ALCo / GE Tri-Power - ALCo c/n 68369 / GE c/n 11121, built August 1930
Looking northeast along Eleventh Avenue & West 31th Street; Manhattan, NY
 P. L. Sperr photo
 NYPL Digital Archives
added 05 April 2024
.

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New York Central #1541 [DES-3] - Tenth Avenue & West 16th Street - ca. 1945
ALCo / GE Tri-Power - ALCo c/n 68374 / GE c/n 11126, built November 1930
Looking north on spur track into Merchants Refrigerating Cold Storage.
Note, no third rail.
 Location marker 8 in map below.
 unknown photographer
added 05 April 2024
.

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New York Central #1542 [DES-3] - Eleventh Avenue & West 49th Street -1936
ALCo / GE Tri-Power - ALCo c/n 68375 / GE c/n 11127, built November 1930
 unknown photographer
A. LaBianca collection
via S. Berliner
added 05 April 2024
.

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New York Central #1545 [DES-3] - 1931
 ALCo / GE Tri-Power - ALCo c/n 68378 / GE c/n 11130, built November 1930
Tenth Avenue & West 21st Street in front of Church of the Guardian Angel
P. L. Sperr photo
New York Public Library Digital Archives
added 20 August 2025
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New York Central #1547 [DES-3] - unknown date (pre-1936)
 ALCo / GE Tri-Power - ALCo c/n 68380 / GE c/n 11132, built November 1930
unknown location
digital image: Sam Berliner III archives
collection of P. M. Goldstein
added 05 April 2024
.

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New York Central #549 (former #1549) [DES-3] - unknown date (post 1936)
 ALCo / GE Tri-Power - ALCo c/n 68382 / GE c/n 11134, built December 1930
looking northeast at intersection of Tenth Avenue and West 15th Street, Nabisco Buildings.
Location marker 17 in map below.
added 05 April 2024
.

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ALCo / GE Tri-Power [DES-3] #554 pulling south on High Line Dedication Excursion train through Bell Laboratories Building - June 29, 1934
ALCo / GE Tri-Power - ALCo c/n 68387 / GE c/n 11139, built November 1930
 Looking north along High Line paralleling Washington Street, intersection of Bank Street in foreground,
Bethune Street on far side of Bell Building. West 12th Street and Jane street intersections in distance.
Location marker 6 in High Line Map below.
National Geographic magazine?
(seeking hi res version of this photo)
added 05 April 2024
.

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 High Line Dedication Excursion train through Bell Laboratories Building - June 29, 1934
 Looking north along High Line paralleling Washington Street, intersection of Bank Street in foreground,
Bethune Street on far side of Bell Building. West 12th Street and Jane street intersections in distance.
Location marker 6 in High Line Map below.
 digital image: Sam Berliner III archives
collection of P. M. Goldstein
.

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 Real facts - not rail fiction: Not a "railfan special"

   These photos appear to be misattributed as a railfan excursion allegedly taking place on Sunday, July 30, 1950. While the date is not suspect; (note the 1940's cars in the last photo and the "Century" style lettering on NYC #554) do take notice in these images there are no children or women. One would expect a railfan excursion to at least have some children present.

   Furthermore, the men in the photos are wearing suits, white business shirts, or "work grays" (industrial uniforms / overalls). Very few men are without a tie. This would seem awfully formal for a railfan excursion!

   In the second image: almost dead center, one male photographer even has a work ladder set up against an abutment to stand upon it and another photographer crossing the lower track. There is no way a railroad would allow a railfan or a member of the general public to do this. Then or now.

   My conclusion is, this event is some form of official excursion, not open to the public or to railfans. Something on the order of a Press or Publicity Special, perhaps an Employee Appreciation special, or something for the local businesses & industrial concerns.

   Another reason why I don't believe this to be a public excursion: no other images of this excursion seem to exist in any of the notable railfan photographers of the era: O. Winston Link, Dave Plowden, Jim Shaughnessy, Frank Zahn, George Votava, Harold Fagerberg, to name a few. From the amount of photographers seen in these images, certainly there would be more images in circulation and published.

   There is of course a simple way to solve this: someone, anyone; please show me an advertisement or announcement in any magazine or publication that announces and offers tickets for a said railfan excursion taking place on Sunday, July 30, 1950 in the New York area; and I will be very happy to correct the information here.

ALCo / GE Tri-Power [DES-3] #554 (former #1554) pulling north the Official Excursion train through Nabisco Buildings - July 30, 1950
ALCo / GE Tri-Power - ALCo c/n 68387 / GE c/n 11139, built November 1930
 Looking south on High Line.
No third rail on this segment.
Location marker 16 in map below.
digital image: Sam Berliner III archives
collection of P. M. Goldstein
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ALCo / GE Tri-Power [DES-3] #554 (former #1554) pulling pulling north the Official Excursion train through Nabisco Buildings - July 30, 1950
ALCo / GE Tri-Power - ALCo c/n 68387 / GE c/n 11139, built November 1930
Notice the photographer on the column with ladder and the other photographer walking across the lower track. No railroad would ever let a railfan do this.
Looking south on High Line.
No third rail on this segment.
Location marker 15 in map below.
digital image: Sam Berliner III archives
collection of P. M. Goldstein
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ALCo / GE Tri-Power [DES-3] #554 (former #1554) pulling north the Official Excursion train through Nabisco Buildings - July 30, 1950
ALCo / GE Tri-Power - ALCo c/n 68387 / GE c/n 11139, built November 1930
 Looking south down Tenth Avenue, Merchants Refrigerating spur in foreground.
No third rail on this segment.
Location marker 10 in map below.
 digital image: Sam Berliner III archives
collection of P. M. Goldstein
.

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ALCo / GE Tri-Power [DES-3] #554 pulling north the Official Excursion train at St. John's Park Terminal - July 30, 1950
ALCo / GE Tri-Power - ALCo c/n 68387 / GE c/n 11139, built November 1930
 Looking south along Washington Street at intersection of Leroy Street.
Location marker 14 in map below.
 digital image: Sam Berliner III archives
collection of P. M. Goldstein
.

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ALCo / GE Tri-Power [DES-3] #554 pulling north the Official Excursion train at St. John's Park Terminal - July 30, 1950
ALCo / GE Tri-Power - ALCo c/n 68387 / GE c/n 11139, built November 1930
 Looking west from Washington Street at intersection of Leroy Street (to right).
Location marker 14 in map below.
 digital image: Sam Berliner III archives
collection of P. M. Goldstein
.

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Not Manhattan - LaSalle Street Station, Chicago, Illinois!
 ALCo / GE Tri-Power [DES-3] #561 - unknown date
The building is 619 South LaSalle Street. The only way I was able to figured it out, was the locomotive had a notation of "LaSalle Sta" in the builders records!
digital image: Sam Berliner III archives
collection of P. M. Goldstein
.

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Conventional Diesel - Electric

New York Central #8350 [DRS-6] - Eleventh Avenue & West 30th Street; Manhattan, NY - April 1957
ALCo RS3 c/n 80541, 1600 hp, built October 1953
Looking east on West 30th Street.
 Location marker 2 in High Line Map below.
 J. Shaughnessy photo
added 05 April 2024
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New York Central #8350 [DRS-6] - Eleventh Avenue & West 30th Street; Manhattan, NY - April 1957
ALCo RS3 c/n 80541, 1600 hp, built October 1953
Note the third rails to the inside of the running tracks, and the notched pilot corners of the RS3 for clearance of the third rail.
This modification would be required for all diesel-electric locomotives that were assigned to operate in third rail territory, south of Croton-Harmon.
 Looking east on West 30th Street.
 J. Shaughnessy photo
added 05 April 2024
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New York Central #8350 [DRS-6] - Eleventh Avenue & West 30th Street; Manhattan, NY - April 1957
ALCo RS3 c/n 80541, 1600 hp, built October 1953
Looking east on West 30th Street. First turn is High Line heading south, second one in background leads to US Postal Facility (white building).
 J. Shaughnessy photo
added 05 April 2024
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Penn Central #9666 - West 33 Street Yard; Manhattan, NY - ca. 1971
 ALCo S4 (ex-NYC 8500/8600 series)
Taken from the West 34th Street ramp with West 33rd Street ramp in background.
Looking southwest.
Stan Goldstein photo
collection of Philip M. Goldstein
added 05 April 2024
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Conrail #9540, West 72nd Street, Manhattan, NY - ca. 1979
EMD SW1500 (ex-Penn Central #9540 c/n 7355-31 - built 3/1972) - January 31, 1981
West 60th Street Yard,
looking south from West 72nd Street, Manhattan, NY
 Allan Tannenbaum image
Getty images archives
added 05 April 2024
.




Bibliography & References
Port of New York Terminal Facilities Gratz Mordechai 1885
Documents of the Assembly of the State of New York 1917
Report of the Commission to Investigate the Surface Railroad Situation in the City of New York New York, New Jersey Port and Harbor Development Commission 1918
Joint Report with Comprehensive Plan 1920
Water Terminal and Transfer Facilities for the First District of New York US Government Printing Office 1920
Port and Terminal Facilities, Port of New York; Volumes 1, 2 and 3 War Department, Army Corp of Engineers 1932, 1942, 1953
West Side Improvement  New York Central RR 1934
New York Central Early Power Alvin Staufer 1967
When the Steam Railroads Electrified William D. Middleton 1974
Memories of New York Central Steam Arnold Haas 1980
The Port of New York, Volume 1 and 2 Carl W. Condit 1981
Dawn of the Diesel Age John F. Kirkland 1983
Historic American Engineering Report NY-557A Thomas R. Flagg & Gerald Weinstein 2006
Canada Southern website




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