BusTalk

[NEW YORK OMNIBUS 2629]

(SEE PREVIOUS POST)

CNJ's most unusual RDC train.......

This was, of course, the "Sputnik Train", so dubbed by CNJ crews.

The CNJ experimented with having an arch-roof heavyweight coach splced into an otherwise all RDC consist.

it was not long before this unusual consist was no longer to be seen; seems that , as the CNJ adapted the RDCs to run with a conventional coach, BUDD was nOT happy...... they were VERY strict when it came to any company "tinkering" with their equipment!

Sadly, I never saw (or rode) this most unusual train, but I have seen a few photos, over the years.........

[NEW YORK OMNIBUS 2629]

Here is VERY rare photo, one I had not seen previously (1968).......

https://www.nycsubway.org/perl/show?67848

(courtesy: nycsubway.org)

Bu 1968, The year after the CNJ abandoned passenger service to the Jersey City ferry terminal, the company's sprawling Communipaw Engine terminal (Jersey City) was only used by freight power, which also included power from the RDG, B&O/C&O, and N&W (it was closed entirely in 1973); the Liberty Science Center now sits directly on the site.

Here we see an ex-LIRR "RDC-2" at the Commiunipaw engine terminal' this photo, is even to me, is a mystery, as the CNJ never operated "RDC-2".

Perhaps this car sold to the RDG for further service, or, used for parts by the CNJ, to keep their own RDC fleet running........

"NYO"

["BUDD"]

[NEW YORK OMNIBUS 2629]

Another rare photo, this one taken at West Trenton (NJ) in 1981........

https://www.nycsubway.org/perl/show?159531

(courtesy: nycsubway.org)

Here we see a ConRail train, made up of ex-CNJ heavyweights, operating on the remnants of what had been the RDG's "CRUSADER" and "WALL STREET", after RDC consists were retired.

As push-pull commuter trains were needed after the Jersey City terminal closed in 1967 (and no turning facilities abailable at Newark) the CNJ, in late 1966, converted several arch-roof heavyweights into cab cars, which served until the early 1980s.

These cars were adapted from a RDG design of about 1930; this was when the CNJ was thinking about electrifying their commuter runs out of Jersey City (of course, this grand plan never came to pass)

Local railfans of that era referred to these Newark-Philadelphia trains as the "WALLSADER".........

"NYO"

["4:45 PHILADELPHIA"]

[NEW YORK OMNIBUS 2629]

In this 1970 photo, under the PRR (P-C by this late date) catenary at Harrison, we see a two car set of CNJ "RDCs"; this train was, most likely, an off-peak Raritan local, out of Newark.

The cars still sport their original "JERSEY CENTRAL LINES" lettering and Statue of Liberty heralds.......

https://www.nycsubway.org/perl/show?36743

(courtesy: nycsubway.org)

["CRRofNJ"]

[NEW YORK OMNIBUS 2629]

Back in 1975, we see a CNJ (North Jersey Coast Line/NY&LB) train, with a consist consisting of a Geep, an ex-GN coach and several ex-"AT&SF" cars, which had formerly operated on the E-L out of Hoboken, beginning in the late 1960s...........

https://www.nycsubway.org/perl/show?49797

(courtesy: nycsubway.org)

["5:05 BAY HEAD JCT."]

[NEW YORK OMNIBUS 2629]

Throughout their hard-working years with AMTRAK, the legendary and timeless "GG-1s" wore varied paint schemes, some depicted here, in these 1970s, photos taken at Elizabeth (NEC).........

https://www.nycsubway.org/perl/show?49794

https://www.nycsubway.org/perl/show?49800

https://www.nycsubway.org/perl/show?37284

(courtesy: nycsubway.org)

["AMTRAK"]

[NEW YORK OMNIBUS 2629]

One of the most unusual "tasks" ever assigned to a "GG-1" was back in 1965, when one hauled several new PATH (H&M tubes) "PA" cars for high-speed testing, on LIRR trackage (I rode the original "PA" cars for many years, back in the day!)

https://www.nycsubway.org/perl/show?21780

(courtesy: nycsubway.org)

['PORT AUTHORITY TRANS-HUDSON"]

[Cyberider]

[NEW YORK OMNIBUS 2629]

Cyberider:

That wo "Gees" that hauled the RFK funeral train in June, 1968 (Mom, myself, and some neighbors watched the lengthy funeral special as it pulled out of the Bergen Portal (Hudson River tunnels), crossing the Jersey Meadows, horns blaring, in North Bergen, two short blocks from our apartment building)

I thought it most appropriate that both engines had recently been repainted in Penn Central black.

It is sad indeed, that, for so many reasons, a "Gee" will never beable to run again under its own power.

When a "Gee" pulled into Penn Station, Newark, the platforms RUMBLED and SHOOK as though an earthquake were in the offing, and the bell clanged SO LOUDLY that your RIB CAGE would VIBRATE!

Indeed, I remember it all so well, as though, in a way, I dreamed it.........

When the hogger of a "Gee" gave you a friendly wave, you KNEW you were being acknowledged by a GOD among mere mortal MEN!

"NYO"

["P E N N S Y L V A N I A"}

[NEW YORK OMNIBUS 2629]

Cyberider:

EXCELLENT historical/technicalpage on the "GG-1"; a number of great photos are also here (note the photo taken at Penn Station, Newark, in 1964; Mom and I could have been just out of camera range!)

"NYO"

https://en.wikipedia.org/wiki/Pennsylvania_Railroad_class_GG1

["LONG LIVE THE WORLD'S FINEST ELECTRIC!"]

[NEW YORK OMNIBUS 2629]

Cyberider:

Enjoy this OUTSTANDING "GG-1" site!

"NYO"

www.spikesys.com/GG1/

["THE CONGRESSIONAL"]

[traildriver]

[traildriver]

[traildriver]

redacted duplicate post.

My old computer needs to be replaced....

[NEW YORK OMNIBUS 2629]

traildriver:

I have often wondered the very same thing, regarding this unorthodox 1965 "GG-1"/"PA" test (one of our local papers ran a photo of this test run)

Back during the PRR/H&M/PATH "joint service" era, the "tube" trains literally shared trackage with PRR freights (passenger service to Exchange Place ended in late 1961) smash boards were installed at key locations to prevent the larger PRR engines from venturing onto trackage reserved for shorter, narrower rapid transit equipment.

IMHO, with track connections then existing between PRR and PATH, it would seem that it would been easy enough to have a PRR switcher move the elected PATH "PA" cars onto the PRR tracks, and thence on rails where high speed testing could have been carried out

It would seem, at least to me, that high-speed testing could have been carried out on the NEC, during off-hours.

Once "joint service" ended in 1967, PATH leased the former PRR/PATH trackage between jSQ and Newark for a dollar a year; catenary and PRR position lights were de-activated, and new color rapid transit signals were installed.

During the "joint service" era (which ended in 1967), only PRR-owned "tube" cars could be positioned at the points of a train, as only they were equipped with cab signals.............

"NYO"

["HUDSON TERM."]