New York, Westchester & Boston NYW&B SS 24 & SS 26

SS-24 - Mamaroneck was still in use up until and including timetable no. 126 dated May 26, 1935. Timetable no. 127 dated
July 21, 1935 shows Mamaroneck covered by a special instruction and the switch lock was controlled by SS-26 (Rye). This
arrangement continued until after the Port Chester portion of the N.Y.W.& B. was shut down and in fact the whole N.Y.W.& B. was shut down, supplement no. 1 of timetable 134 dated January 30, 1938 cancelled the instructions pertaining to the
N.Y.W.& B operation in this area although the electric lock remained on the yard switch and was still controlled by SS-26.
Incidentally these timetables showed "D" offices at nearly all of the stations between Post Chester and Mount Vernon but did
not show any open hours for these offices. I guess they wanted to allow for the agents to be called agent/operator and be
available for emergency blocking in the event of a complete failure of the signal system.
Finally timetable no. 135 dated April 24, 1938 shows no more anchor bridge at SS-24 which closed the book although I am
pretty sure that the tower closed back on July 21, 1935. Even in those days I think they had the means to control the
breakers on the anchor bridge from Cos Cob and if not, they would call somebody out if they needed to be operated.
I hope this answers the questions posed regarding SS-24.
Noel Weaver

Thanks all for the information, I appreciate the digging.

Here's a track diagram of S.S. 24, Mamaroneck.

It protected the New Haven's crossing of the NYW&B tracks, but did not otherwise interact with the NYW&B. In other words, the NYW&B's crossovers were hand-thrown.

Statkowski wrote:Here's a track diagram of S.S. 24, Mamaroneck.

It protected the New Haven's crossing of the NYW&B tracks, but did not otherwise interact with the NYW&B. In other words, the NYW&B's crossovers were hand-thrown.

Mr. Statkowski, thank you for finding the info! Mr. Lynch handed off copies of same to me this afternoon. I am going to re-draw the diagrams and repost so we can all share the info.

-otto-

Otto (if I may be so personal), I just scribbled out the track plan on paper, accounting for each and every lever on the Improved Saxby & Farmer mechanical interlocking machine (built under license by Union Switch & Signal Co., Swissvale, Pa.).

Some NYW&B observations:
* S.S. 24 did not control the crossovers at Rockland Avenue. Since the NYW&B did not have an interlocking tower at that location, the crossovers had to be hand-thrown.
* S.S. 24 did control both the home and approach signals to the New Haven crossing.
* Although the NYW&B utilized right-hand, two-aspect, lower-quadrant automatic block signals, the westward approach signal (#14.01?) to the New Haven crossing is shown on the track diagram as a left-hand, three-aspect, upper-quadrant automatic block signal, such as was used on the New Haven.

Question:
* Was this westward approach signal on the NYW&B the only New Havenish left-hand, three-aspect, upper-quadrant automatic block signal on the NYW&B?

Here's what S.S. 24 looked like before the NYW&B came on the scene.



You'll note there are no automatic block signals in effect. This was the era of Controlled Manual Block.

Quick FYI; I put a "shadow" topic of this in the NYS forum in case anyone looks there. I did this by moving it there, and then moving it back to NH.