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The New York, Westchester, & Boston Railway was a short-lived interurban system that operated from 1912 to 1937, between terminals at 133rd St. An Account of the Franchise history of This New Single-Phase Suburban Railway, of the Territory Which It Serves, of Its Relation to Previously Established Transit Lines, of the Character of Train Service Which It Gives and of the Method of Fare Collection. Construction of the New York, New Haven, & Hartford New High Speed Electric Line Running North from New York City. These Cars Have Many Interesting Constructional and Equipment Features, Including Pressed-Steel, Unit-Side Frames to Carry Most of the Weight, Heat Insulation Means, Air-Operated Doors and Straight, Single-Phase, Multiple-Unit Control. A Description of the Permanent Way and Structures of This New Suburban Railway - All Buildings Are Designed in Accordance with a Harmonious Architectural Scheme - The Roadbed is Most Substantial in Character. A Description of the Overhead Line Construction on the Latest Single-Phase Electrification - Writing and Supporting Structures of the Latest Approved Design - One Section is Equipped with a New Type of Catenary. A Description of the Automatic Block Signals Installed on a High-Speed Electric Railway Using Alternating Propulsion Current. A Description of the Building and Equipment Installed for the Maintenance of High-Speed Suburban Cars of Unusually Large Size and Constructed of Steel Throughout. Keywords: low fares, tours, vacations, holidays, asia, air fare, airfare, airline ticket, hotel reservation, car rental, travel package, travel deals, cruise, islands, New York City, NYC, Washington DC, Niagara Falls, Toronto, Montreal, Hong Kong, Canada, Europe, thailand, malaysia, vacation packages. As noted in the article published in the Electric Railway Journal for May 25, the New York, Westchester & Boston Railway has been built to comply with the most arduous conditions that high-speed heavy electric traction requires. The two outside tracks are used for the local service and the two middle tracks for the express service. Further information regarding the track construction, including the system of drainage to city sewers, is shown in the accompanying cross-sections of the two-track and four-track structures, bridges, viaducts and subway.
The total number of special way structures is seventy, divided as follows: One four-track subway, two four-track viaducts, one two-track viaduct, forty-three railway bridges and twenty-three highway crossings.
An interesting example of the high construction standards of this railway, even in minor things, is shown in the accompanying view of a footbridge fabricated of steel and supported on concrete piers with heavy permanent concrete abutments. A feature of all bridges except the older ones, which were not deep enough, is the use of solid concrete floors. The passenger stations and signal towers may be said to constitute the most attractive group of way structures possessed by any electric or steam railroad in the United States. A study of different materials showed that concrete, plain or reinforced, according to conditions, was not only the most economical but that it could also lend itself to great variety in architectural treatment.
Three distinct orders of architecture have been employed, namely, a modified Mission type from New York to East Sixth Street, Mount Vernon, and between Columbus Avenue, Mount Vernon, and New Rochelle; simplified Italian Renaissance on the White Plains branch, and Classic at the Third Street Station, Mount Vernon. The constructional features common to all the stations are the use of concrete for the building walls, stairways and platforms. The entrances and exits to all station buildings have been laid out to future permanent grades, and where feasible a concourse for vehicles has been provided. All platform canopies, except at North Avenue, are carried on Doric columns, which are cast in cement. Some unusual constructions were necessary in order to secure continuity by using concrete wherever possible.
The number of the stations is so large and their arrangement so diverse that it would be impracticable to describe them individually. In designing the stations and platform construction due consideration was given to adapting them for heavy passenger traffic. Provision has been made for heating the stations by steam where basement room for boilers is available.

The right-of-way is remarkable for the great number of bridges and other special structures which were needed in order to have the track and all way buildings laid out in accordance with all future authorized grades.
This result was made possible by the progressive attitude of the company, which was ambitious to erect buildings which would add to rather than detract from the expected high-class suburban development of this territory. One of its principal advantages was that it could be tied in with retaining walls, thus giving an unbroken architectural effect and making impressive looking structures of even the unimportant stations.
A careful analysis of the possibilities of concrete for railway station use and the adoption of simple, though attractive, outlines made it possible to erect these structures for about 20 percent less than the cost of similar buildings in the vicinity of New York. The attractiveness of the stations is being enhanced also by the planting of trees, shrubs and hedges around them.
The platform walls, which are of the same construction as the floors, are invariably furnished with wired-glass, movable, steel-framed windows which serve the twofold purpose of giving additional light and air circulation in warm weather.
An interesting case is a cantilever butterfly-type shed built of concrete reinforced with steel rods, which has the unusually large overhang of 8 ft.
A few points may be noted, however, in connection with the classic design of the station at Third Street, Mount Vernon, which was illustrated on page 868 in the Electric Railway Journal for May 25. For this reason the stairways and passageways between the platforms and ticket rooms are 8 ft.
In short, the line was built to meet any physical conditions that are likely to arise when all the streets and highways are laid out in the territories which are served. At the same time, it was desired to have permanent structures that could be maintained at less expense than wooden or brick buildings. Thus, the back of many stations is merely a continuation of the retaining walls, except that windows have been furnished in the walls of the platforms to avoid the ugly effect which would be given by blind walls seen from outside the station. The usual haphazard location for billboard advertising on station walls and interiors has been abandoned in favor of standard-size sinkages which are surrounded by a flush brass frame. This shed, which is installed at the Sixth Street Station, Mount Vernon, was shown on page 67 of the Electric Railway Journal May 25. This building is particularly notable for its handsome arcade which serves a double purpose as follows: It gives access to the station proper, which was of necessity placed at the rear of the property, and it has made possible the utilization of the front portion for store space under such favorable terms that the rental is sufficient practically to cover the fixed charges on the investment. Current for lighting stations is obtained from the main power feeders by stepping the 11,000-volt current down to 220 volts through duplicate transformers at each station.
On deck structures the reinforced concrete slabs are covered with waterproofing, which in turn receives it top dressing of 3 in. Furthermore, the conditions under which the right-of-way was obtained at many places made it good business policy to put up structures which, though larger than actually necessary for passenger handling, could be used in part for rental purposes. Many forms of construction were necessary, as some of the station structures are below the track level, others alongside the track and still others over the track.
The station platforms, except over fills where no permanent foundation could be secured, are constructed of concrete slabs 6 in.
The stores and passages are so laid out as to give three frontages for the display windows. A rather interesting detail is the type of platform lighting fixtures which was devised to avoid the unsightly effect of the ordinary gas-pipe gooseneck fixture. The construction of this underground section was required by franchise and right-of-way conditions. For this reason, many of the stations have cafes, haberdasheries and other stores in addition to the usual magazine and candy stands. Marble was used for the arcade columns, partly to obtain a pleasing contrast with the concrete and cement and partly to avoid the unsightliness which concrete quickly assumes from discolorations, chipping and other disfigurement.

The movement of passengers is also greatly facilitated by an efficient arrangement of ticket-booth turnstiles and exit gates. The new fixture consists of a wrought-iron pedestal through which the conduit is carried to form a circle from the apex of which the lamp and shade are carried. 180th and the city line, which is now operated as the Dyre Avenue branch of the IRT #5 line. Instead of the customary volutes of Italian Renaissance columns, each cap has a Mercury head and wings which form a very appropriate emblem for a high-speed railway. As shown in an accompanying plan and halftone illustration, passengers enter through turnstiles either to the right or left, according to their direction of travel. At certain places the station building is being utilized as a natural headquarters for the local real estate development. A material which combines attractiveness and cleanliness is the terrazzo facing which is used for all station interiors, including the ticket booths.
The same motive was worked in one of the cast cement cartouches in the pediment over this and other stations, where a Mercury staff, hourglass and winged wheel were used for decorative treatment. These turnstiles are usually of the Langslow reciprocating arm type and were chosen on account of their compactness and rapid action.
The longer four-track viaduct, which is located at 180th Street, New York, is partly a deck and partly a through girder structure 2100 ft. The passengers who depart from either platform through the ticket office must pass through the exits, which normally are closed by curved tubular gates. Announcements can readily be pasted on it and as readily washed off when they become out of date. The entire edging can be taken off, however, should it be desired to operate freight trains over this line eventually. Of two circular designs, which are also used for the embellishment of this company's stations, but which are not illustrated, one consists of an acorn and oak leaf motive to signify strength, a sheaf of wheat for plenty and a Mercury staff for speed, while the second consists of a conventional oak tree and cornucopia. The opening and closing of these gates, as well as the operation of the turnstiles, are controlled from the ticket booth. The four-track viaduct at the Columbus Avenue crossing over the New York, New Haven & Hartford Railroad also includes the longest railroad bridge, which has 116-ft. This method, combined with spacing, will give the station advertising a very attractive appearance.
It will be observed from the plan and the view of the North Avenue Station that these ticket booths are radically different from the usual wooden structures. Vaughn anti-creepers are also installed at every fifth tie to anchor the running rails at the foot of all grades and in the vicinity of all interlocking points. Another interesting detail of the platform arrangement is that the benches are carried directly from brackets in the walls so that there are no legs around which dirt can accumulate. Instead of small apertures for ticket selling, ample windows are provided on every side to give the ticket agent a comprehensive view of what is going on in the station. About 18,000 of these ties had been on hand since 1906 and were creosoted by a local concern. The following are the clearances between the street surface and overhead structures at highway crossings: 14 ft.

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  • LestaD, 17.12.2013 at 10:50:22
    Model in order to educate the public about railroading.
  • Lady_BEKO, 17.12.2013 at 11:33:52
    That let a youngster have a wooden train that scale.
  • REVEOLVER, 17.12.2013 at 16:49:18
    For operation from AC mains 220-240V AC 50Hz, Train Controller, Power.
  • Tukani, 17.12.2013 at 15:48:12
    MTH Electric trains' Grainery, and s Scale: This scale is gaining in reputation coupler LGB utilised a loop and.
  • fan_of_rock, 17.12.2013 at 11:14:23
    Enter The Emporium but you and the Great Dome educate teens (and themselves.