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The Haworth RR station had an agent who transacted freight business as well as selling passengers tickets. Living in Haworth, from his bedroom window Dwyer could look west to the NYC RR and see everything clearly from mid October though April when the trees were bare of leaves.
Kept looking for RS-1 thru RS-3 and only found road numbers in the 81XX series, later renumbered to the 99XX series.
Now that we know it’s a Baldwin, Dwyer found info on page BLW-294 of “The Second Diesel Spotter’s Guide” confirming what you found and they are called BLW RS12s and are of 1200 hp. Connect with trading partners around the world on a single Network-as-a-Service platform, get real-time transaction visibility and eliminate those manual network processes. In the 1870's, a railroad had been built from Middletown NY to the Great Lakes seaport of Oswego.
This reorganized railroad sought a better entrance into metropolitan New York than the rambling path which later became the New York, Susquehanna & Western (now connecting with the River Division at Little Ferry Junction). The Wallkill branch ran southwest from Kingston through Rosendale and New Paltz to Montgomery. The West Shore terminated in Weehawken, directly opposite the city of New York, because water frontage and land was available. Commuter trains terminated at Dumont (13 miles from Weehawken), Newburgh and West Haverstraw (33 miles from Weehawken). A few trains went to Kingston and one Friday night train ran to Ravena (leaving Cortlandt St.
Many years ago, the New York Central relied on the Putnam Division to get oversized loads to New York City. The Wallkill and the Catskill Mountain branches of the New York Central intersected the West Shore at Kingston. One followed the Hudson River via Northumberland while the other was via Ballston and Saratoga. In 1907, the New York Central electrified 49 miles of the West Shore between Utica and Syracuse. The electric railway terminal in Syracuse on Clinton Square had connections for Rochester and Oswego. It was built in 1902-1903 and operated until 1933 except the Utica-Whitesboro portion which lasted until 1938. The Utica and Mohawk Valley's steel cars were shipped to Rochester subway and lasted until 1956. The building of the West Shore Railroad had boomed the town during its construction period from 1879 to 1883.
The road located its railroad shops and foundry following the presentation of land by Frankfort citizens. Electric power and the quarry were abandoned in 1940 but interchange traffic at West Oneonta remained.
In 1884, the road became the Elmira, Cortland & Northern and ran between Elmira and Canastota (119 miles). Scranton coal fields to the docks at Oswego and interchanged with the West Shore at Syracuse. Interurbans were built between the 1890's and the 1920's but mostly between 1901 - 1904 and 1905 - 1908. The gaps between New York City and Chicago were between Little Falls, NY and Fonda and between Hudson and Tarrytown. After the interurbans were gone, even the West Shore began to deteriorate and was cut at several points.
In addition we are a full service MRO (Maintenance, Repair and Operational Supplies) supplier.
First, some railroads, such as the Burlington, wanted steam locomotives as a back up in case the Diesels that were powering most of their streamliners broke down. Second, many railroads, such as the Milwaukee Road, didn’t believe Diesels were powerful enough to reliably pull a full-sized train, and travel demand in their markets required more than the little three- and four-car streamliners pioneered by Union Pacific and Burlington. Third, some railroads decided it would far less expensive to put a shroud on an old steamer, making it look fast and new, than to buy new, expensive, and uncertain Diesels.
Warning: This is a long post with more than two dozen pictures and may take some time to load. The New York Central was the first to fully streamline a steam locomotive in the United States, adding a shovel-nose shroud to a three-year old Hudson (4-6-4) locomotive and naming it the Commodore Vanderbilt. The Central claimed its tests showed that streamlining enabled the locomotive to pull 2.5 to 12 percent more weight. The next streamlined locomotives were the Hiawathas, which as I’ve already discussed, were introduced in April, 1935. Also in March, 1937, Baldwin Locomotive Works delivered the first of ten streamlined Hudson locomotives to the New Haven Railroad, which operated between Boston and New York. In 1937, the Union Pacific inaugurated the 49er, a five-times-a-month all-Pullman train from Chicago to Oakland to complement its five-times-a-month City of San Francisco on the same route.
The locomotives were painted brown with bright yellow and red trim to match the railroad’s Diesel-powered streamliners (but not the heavyweights that the locomotives actually pulled). In December, 1937, the Philadelphia and Reading Railroad introduced the Crusader, a Budd-built train that, starting the following February, made twice daily round trips between Philadelphia and Jersey City, a short ferry ride from lower Manhattan.

The matching stainless steel steam locomotive, originally built in 1918, was also distinguished by having a tender that wrapped around the observation car, which no doubt obstructed views but perhaps added slightly to the tender’s capacity. In March, 1938, the New York Central received the first of ten Hudson locomotives built by Alco and streamlined following a design by Henry Dreyfuss.
Though Dreyfuss had adopted the bullet style instead of the bathtub style he used for the Mercurys, some argued that Loewy’s designs, which emphasized the horizontal, were more appropriate for trains than the Dreyfuss 20th Century Limited locomotives, which from the front at least emphasized the vertical. With an eye on competitor C&NW, the Milwaukee Road took delivery of new Kuhler-streamlined Hudson locomotives from Alco in late 1938. Like the New York Central, the Lehigh Valley Railroad’s main line was between New York City and Buffalo. The goal was to build a locomotive as fast and powerful as the GG-1 electric engines that Loewy also helped design.
Having learned from the S1s, the Pennsylvania ordered 4-4-4-4 locomotives, designated T1s, from Baldwin.
In 1941, Otto Kuhler streamlined a 1923 Alco Pacific locomotive for the Southern Railway for use on its Tennessean train, which (in conjunction with the Pennsylvania and Norfolk & Western) connected New York with Memphis. Later, the railroad also shopped 22 of its Mountain (4-8-2) locomotives with similar styling. In December, 1941, the New York Central introduced a new, Budd-built train between New York and Cleveland called the Empire State Express. The two five-car trains themselves consisted of heavyweight cars modified by B&O shops to appear streamlined. Well over a dozen railroads streamlined at least 41 Pacifics (one of which was streamlined twice). Many railroads that introduced steamlined trains claimed higher ridership on the trains, much of which was due to faster speeds and more comfortable cars, but some likely due to the publicity earned by the improved appearances. I visited the page to view the NC&StL City of Memphis, but ended up looking at the entire page.
I claim no copyright for any of the PDFs of documents I've scanned and posted on this site. The big search engines, communities and email services collect your data to serve you with tons of unwanted advertising and to sell your data. He remembers the 2-8-2s and 4-6-2s from the 1940s to 1953 but was not yet old enough to have a camera to record photos thereof, a shame really.
The power of our global EDI network is available on your server, your cloud platform or your application. We track all interchanges from the moment they enter the system, along every step across the network, and through the delivery confirmation. Instead it intended to head directly for the Hudson River (from Middletown to Cornwall-on-Hudson) and then follow the river south to Jersey City. Our focus has expanded beyond EDI to encompas the full gamut of supply chain practices and technologies. The complexity of maintaining compliance with trading partners, managing the ever increasing amount of data, and analyzing that data to drive constant improvement in processes and service take supply chain professionals far beyond the basics of mapping EDI documents.
On its way from Syracuse it crossed the Lehigh Valley, the Ontario & Western and the Lackawanna.
60, built by Cincinnati in 1916, is now at the Seashore Trolley Museum at Kennebunkport, Maine.
As well as the New York Central, it interchanged with the Lehigh Valley and the Pennsylvania.
In 1910, some businessmen from Utica chartered a car from the Oneida Railway and went to Louisville, KY. Stilgoe states that: ‘Train travel will supplant highway and air travel in the next few decades. The Santa Fe proved Diesels could pull a full-sized train in 1937, but some railroads stuck with tried-and-true steam technology for as much as a decade after that. Even the Union Pacific operated a supposedly streamlined (but actually mostly heavyweight) train with shrouded steam locomotives, counting the train among its fleet of streamliners. Clicking on most images will bring up a larger version–in some cases, particularly the posters, much larger. First made public in December, 1934, the locomotive entered revenue service pulling the railroad’s prestigious, but still heavyweight, 20th Century Limited in February, 1935. The lower number is probably more accurate; streamlining was for advertising more than for faster or more efficient locomotives. Putting a shroud on one made it special–as some railroads would discover when they put shrouds on 1915 locomotives. Designed by Otto Kuhler, their significance is that they were the first American steam locomotives that were streamlined when they were built rather than shrouded later. Dreyfuss saved the railroad millions of dollars by suggesting that it rebuild 10-year-old commuter cars to his design, and to lead the train he put a shroud on two 4-6-2 Pacific locomotives.
The first entered service in March, 1937, and eventually SP would own 36 of these locomotives.
The 4-6-2 was used on the plains between Omaha and Cheyenne while the 4-8-2 was used in the mountains from Cheyenne to Ogden. His bullet-style streamlining was applied to a ten-year-old Pacific locomotive that had been built by Baldwin. To avoid having to turn the train at each terminus, the stainless steel train had observation cars at both ends.
The shroud increased the weight of the locomotive by 12 percent (nearly 33,000 pounds), which was not necessarily a bad thing for steam locomotives as more weight means more traction, allowing faster starts with less slippage.
The locomotive weighed about 8,000 pounds and cost about $15,000 more than non-streamlined Hudsons in the same order. Painted dark green with yellow stripes, the locomotives were intended for use on the 400 in competition with the Hiawathas.

These are arguably the most famous streamlined steam locomotives ever, partly because the New York Central’s publicity department was relentless in promoting them.
The engine had six-wheel leading and trailing trucks, making it the only 6-4-4-6 ever built. The supposed advantage of two sets of cylinders was that the reciprocating parts that drove the wheels could be lighter in weight and thus cause less damage to track at high speeds. Louis and San Francisco Railroad (which never came close to San Francisco) began operating a heavyweight, but semi-streamlined, train between Kansas City and Oklahoma City called the Firefly.
Leading these trains were Dreyfuss-designed Hudsons that many would argue were an aesthetic improvement over the 20th Century Limited locomotives. The train operated between Baltimore and Cincinnati from 1947 through 1950, then was changed to a Cincinnati-Detroit run which it maintained until 1956, when Dennis’ steam locomotives were replaced by General Motors Diesels. While the Northerns, T1s, and many Hudsons were new, virtually all of the Pacifics were modifications of existing locomotives, mostly 10 to 25 years old. It didn’t particularly save energy, partly because it added thousands of pounds to the weight of the locomotive.
In the end, streamlined steam played a small but significant part of the transition from heavyweight to lightweight passenger trains and from steam to Diesel power. Commuter passenger service in Haworth stopped around 1957 when his dad bought a foreign car, a Hillman Minx convertible, as a commuter car to drive to NYC. Why not a “SUPPLY CHAIN MANAGEMENT CONTROL TOWER" in order to monitor and assure your supply? Morgan, the Pennsylvania backed out of the West Shore and in return the New York Central kept out of Pittsburgh.
In addition, our readership has grown to become the largest of any similarly focused publication, and has expanded to include more than 90,000 professionals involved in nearly every aspect of the supply chain. It is also unusual for this blog in that it doesn’t include any scans from my memorabilia collection.
The New York Central later put a nearly identical shroud on a 4-8-2 steam locomotive to use hauling a rolling showroom for Rexall Drug Company. Loewy’s style would be favored for most future steamliners, even those designed by Dreyfuss. Despite their lack of full streamlining, they were very popular due to their bright orange-and-red color scheme.
Of course, they were designed to resemble the Zephyr locomotives, even down to the grills, and the profile of the tenders perfectly matched that of the Twin or Denver Zephyr’s lead car. Although the Santa Fe planned to use the locomotive with its passenger trains, it made no attempt to replicate the Warbonnet color scheme, instead painting the locomotive light blue. Ironically they turned out to be more powerful than needed for the day trains that ran between Chicago and the Twin Cities, so the C&NW used them for the Chicago-Omaha trains that connected with the Union Pacific to the West Coast. The railroad would use them to pull its new streamlined 20th Century Limited, which was also designed with Dreyfuss’ help. In fact, they reputedly reached an unofficial top speed of 125 mph, which would make them equal to the fastest officially recorded steam locomotives in the world. In 1939, the railroad asked Otto Kuhler to streamline several of its older Pacific locomotives.
While the S1 was fast and beautiful, its long rigid wheelbase meant it could only work on tracks that had very gentle curves.
The train was pulled by three crudely streamlined Pacific locomotives that dated back to 1910. Not as pretty as the S1, the T1s operated well enough that the Pennsy eventually bought 50 from Baldwin. The resulting locomotives were the most powerful Northerns ever built and nearly twice as powerful as many of the Hudsons streamlined by other railroads.
Partly clad in stainless steel, the boiler and smokebox were painted in aluminum and black, emphasizing the horizontal rather than the vertical. The next most were Hudsons, of which I count 43 (one of which, the Commodore Vanderbilt, was streamlined twice), owned by six different railroads.
It didn’t make the locomotives go faster, though other modifications such as roller bearings, lighter-weight driving rods, and improved balancing did. My own opinion is most of them were aesthetic failures, and the problems of access to all the parts that need constant maintenance was a real issue on most designs.
Only memorabilia scanned and stored (usually) as PDFs are indexed under the types of memorabilia; many articles have jpegs of postcards, posters, and other things found on the web that are not indexed.
At Dumont, NJ ( the town next to Haworth ) the game was ended and the table top stored by the conductor as we prepared to detrain at Haworth and walk home two long blocks away.
When the line was built, there was a group of three at Danskammer (Milton), but none of my recent employee timetables show any here.
As previously noted, the SP also semi-streamlined some older (1913) Pacifics for its Sunbeam train from Dallas to Houston. After going unstreamlined for eight years, the locomotive was later re-streamlined for the Cincinnatian. The Santa Fe used the locomotive and its unstreamlined sister Hudsons to pull passenger trains from Chicago to La Junta, Colorado, a run of nearly 1,000 miles. Given a limited budget, the railroad put a shovel-nose shroud on one of its Pacific locomotives and rebuilt heavyweight passenger cars, giving them a streamlined appearance. The SP Daylights were probably the best compromise on aesthetics and easy servicing access.
They were also probably the simplest streamlining jobs since the changes consisted of just some side panes and a skyline casing.Their simplicity is probably what made them appealing, and the Daylights are still what most people think of when someone mentions streamlined steam locomotives.

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