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| Re: VIDEO: SPECIAL - Scenes from the Abandoned Upper Level of Myrtle Avenue Station (1394170) | |||
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Re: VIDEO: SPECIAL - Scenes from the Abandoned Upper Level of Myrtle Avenue Station |
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Posted by JOE @ NYCMTS - NYCTMG on Sun May 1 16:25:08 2016, in response to Re: VIDEO: SPECIAL - Scenes from the Abandoned Upper Level of Myrtle Avenue Station, posted by Elkeeper on Sat Apr 30 21:08:24 2016. Hello EL KEEPER and Randy-OEL KEEPER -- Yes, that is correct re: the date and the Composites )Around South Ferry" move to the west side.. A railway historian actually witnessed some of that move (name escapes me now) RANDY-O -- while your assumption of that round-about and very cumbersome and labor-movement-intensive Composite cars "transfer move" could have been done, if, lets say, that single connecting track at South Ferry junction, connecting the East & West side Manhattan EL systems had been REMOVED previous to 1940 -- that move would not have been done because it was so cumbersome...as follows: (a)-- From 3rd Ave EL northward to either E.180th St or E.239th St Shops, Yards, of the White Plains Rd. Line EL, to then remove EL type 3rd rail shoes and substitute subway paddle shoes on all cars; (b)-- then run the Composites south (from either of those 2 shops, yards) on the White Plains Rd Line EL to E.149th Street (Grand Concourse) Subway Station and Junction - and up-ramp at the Junction there to the East side IRT and Woodlawn Line .... (c) -- and then south upon same to below the E. 138th Street (or 125th St) interlocking -- and reverse ends there, then head back north up the Woodlawn-Jerome Line to Woodlawn yards-Shops... (d) -- remove the earlier-installed subway paddle 3rd rail shoes and replace them with either the original EL Style Drop sled 3rd rail shoes or install new cut back paddle 3rd rail shoes for the Anderson Ave. Tunnel wall clearances. (e) -- then, after completing all that, run them from the Woodlawn Yard/ Shops southward down the Woodlawn Line EL to the 9th Ave EL connection Jct. ramps located below E.167th St Station, and down to and over on to the 9th Ave. El W.155th St Station. It was far way simpler, easier and much faster, less labor intensive, to just run them "as is" - as was actually done - southward on the 3rd Ave EL, under their own power, and "around the horn" at South Ferry, and northward up the 9th Ave. EL to W.155th Street Station and the Polo Grounds W.159th St. Yards. Running them (Composites) empty on any tracks of the 9th Ave. EL at that point, a one time move special, was not going to have any permanent or any detrimental stress levels whatsoever to that EL line structure -- especially that EL Line which was to be permanently closed within days anyway and later demolished ! NOTE: you already know that the Woodlawn EL had DUAL 3rd Rails on all tracks from Woodlawn Yards-Shops as far south as to the Junction of the 9th Ave. EL two connection down-ramps -- the two 9th Ave El down-Ramps which themselves had ONLY the single Manhattan "EL" type 3rd rail. The Woodlawn Line EL local tracks after passing the connective-tracks interlocking north of -- and heading southward along the sides those 2 EL down ramp tracks, had solely Subway Style covered 3rd rail, and ONLY the Woodlawn line center express track continued past that interlocking had dual 3rd rails south to, with the EL STYLE 3rd Rail ending, one block below the E. 161st Street Station, for EL gate car train night and mid-day rush layups for S/B 9th Ave El evening rush hour Gate Car trains. (YES, I have a photo of EL trains stored at E.161St Station !) regards - Joe F |
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