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The September 27, 1953 Engine Assignment/Radius of Operation Diesel-Electric Engines/Tonnage Ratings/Detouring of Trains due to Emergency Situations book clearly lists the NYC's Port Morris Branch as a detour route for passenger trains if the line was blocked between Woodlawn and New Rochelle Juncti...

How many working railroads (not museum operations) received PRR steam engines?

Just off the top of my head I can think of:
Pennsylvania-Reading Seashore Lines
Long Island Rail Road
Lehigh & New England

The Port Morris interchange between the NYC and the NYNH&H lasted all the way into PC and CR days. During the last years of the New Haven, the interchange was especially heavy with reefer traffic bound for the New Haven's Hunts Point Market - the Central even going so far as to lease a track or ...

Such was done in New Haven times, but rarely. HG-1 coming out of S.S. 3 usually had enough power to make it up the grade, and westbound freights stopped back at S.S. 4 with their trains to do work in Oak Point. After coming back out of the yard and coupling up, the westbound freight would back the e...

The electric service over The Big Bridge had to await the arrival of the EP-2s in 1924.

Hell Gate Bridge apparently always had catenary on it. Not quite sure about that statement. Electrification on the Harlem River Branch dates back to 1911/1912, but original passenger operations over the New York Connecting Railroad to S.S. 2 were with I-2 class Pacifics. S.S. 2, by the way, was in ...

Actually, the Union Freight was owned by the Old Colony which, in turn, was leased by the New Haven.

Answer received on PRRT&HS forum.

Rules changes, elimination of need for manual block signals. Replacement station was apparently built after the need for such signals was eliminated, hence, no provisions for such.

The New York Central's block station was located adjacent to the yard - all New York Central tracks. To access the CT&D trackage, the NYC had to go over PRR trackage, under PRR operating rules and ETT. The passenger depot was on PRR tracks, south of the yard but north of the junction with the CT...

The only possible "newer technology" to enter the picture would have been the telephone replacing the telegraph. One idea concerns the adaption of PRR's version of DTC and Clearance Form Ks for dispatching of trains, thus eliminating the need for Manual Block Signals at manned stations. Wh...

http://www.west2k.com/papix/cherrytree.jpg Cherry Tree, Pa. on the Susquehanna Extension Branch. Owned by the Cherry Tree & Dixonville Railroad, built to a PRR design with PRR tracks in the foreground. New York Central had trackage rights over portions of the Susquehanna Extension Branch. NYC p...

1905 picture of the station at Cherry Tree, Pa. shows train order signals installed on the building. 1931 picture of the replacement station (original burned down) shows none.

Any idea why?

Perhaps Woonsocket was overlooked in the naming process for the parlor cars. In any event, in July of 1949 the Rowayton was renamed the Woonsocket, due in no small part to the pressures applied by New Haven Railroad Director (and President and Treasurer of the Taft-Pierce Manufacturing Company of Wo...

Duplicate posting

Car No. 305, Rowayton, and its sister 300-series 36-chair parlors (1-1 seating) came on board the New Haven in 1948, along with a brace of 48-chair parlors (2-1 seating) which were subsequently converted into 36-chair parlors (1-1 seating). Some time in the early 1960s, ten of these 36-chair parlors...