by Statkowski
Prior to the overhead electrification of the New York Connecting Railroad's passenger tracks, Pennsylvania DD-1 third-rail electrics would be used between Pennsylvania Station and Sunnyside Junction. At that location, the New Haven established a signal station (S.S. 2), which may or may not have been interlocked. From Sunnyside Junction eastward, New Haven I-2 steam engines were used, deadheading between there and Oak Point Yard (I believe they were serviced at Harlem River Yard, which had steam facilities).
Westward, the New Haven steamer would uncouple at Sunnyside Junction and deadhead backwards back to Oak Point. At Sunnyside Junction, the PRR engine woule couple on to finish the run to Penn. Station. Eastward, the situation, of course, was reversed, with the New Haven engine deadheading over from Oak Point backwards.
Once the wire went up, New Haven electrics were able to run all the way through, and S.S. 2 was eliminated.
Of note, S.S. 2 was a NEW HAVEN signal station, manned by NEW HAVEN personnel, yet was physically separated from the New Haven by another railroad (the New York Connecting Railroad). The interlocking tower at Fremont, on the LIRR's Bay Ridge Branch, was similarly operated.
Westward, the New Haven steamer would uncouple at Sunnyside Junction and deadhead backwards back to Oak Point. At Sunnyside Junction, the PRR engine woule couple on to finish the run to Penn. Station. Eastward, the situation, of course, was reversed, with the New Haven engine deadheading over from Oak Point backwards.
Once the wire went up, New Haven electrics were able to run all the way through, and S.S. 2 was eliminated.
Of note, S.S. 2 was a NEW HAVEN signal station, manned by NEW HAVEN personnel, yet was physically separated from the New Haven by another railroad (the New York Connecting Railroad). The interlocking tower at Fremont, on the LIRR's Bay Ridge Branch, was similarly operated.
Ex-NYNH&H SS Opr