Steam & Excursion > Maybrook, New York - October 10, 1948

More of my Father's photos from Maybrook yard in 1948. This is the Lehigh and Hudson River Railroad 4-8-2 #12, with some New Haven Alco FAs behind it.

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The backside of L&HR #12 as it moves out, probably to be put on a freight.

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I don't know to what railroad this switcher belongs. If any one knows, please let me know. I think this #3416 is an 0-8-0. There was no info on the negative sleeve except the location and the date. Just checked and it could be a New Haven Y-3 0-8-0 as their numbers go from 3400 to 3434.

C.C.Chas.

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Fantastic! Nice shot of the L&HR 4-8-2...you don't see many of them really...and so clean.

I think those Alco cab units behind are PA units, not FA...but then again, what are PAs doing in Maybrook?

Thanks for posting, and keep them coming if you can.

Great shots. That is a PA, note the curved strip behind the the cab door. FA's didn't have the strip. These photos were probably taken during a fan trip to Maybrook.

The 0-8-0 is indeed a NH engine its at Maybrook's engine terminal.

Yellow Freight Trucking Co. has a hugh terminal here today.

Keep the photos coming, waiting for more NYC along the Hudson.

What is the heat exchanger on the top of the pilot of the 4-8-2? It looks like a cooler for a hydraulic system. I've seen these before, but I never knew what they are...

OhioTom

Those are cooling coils for the air brake system. More often you'll see them alongside the air reservoirs on steam power, like on the New Haven switcher in the third photo.

As for the PA's, judging by all the spectators in the LHR going away shot, they might have powered the fan trip those guys probably came in on?

choochoocharlie Wrote:
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> The backside of L&HR #12 as it moves out,
> probably to be put on a freight.


Why the massive tender on the 4-8-2?

john1082 Wrote:
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> Why the massive tender on the 4-8-2?

The L&HR Mountains were copies of the B&M R1d, including the Centipede tender. The following is just conjecture, but since the Hudson ran into "foreign" terminals at both ends (New Haven's Maybrook to the north, CNJ's Allentown to the west) perhaps the big tenders allowed the railroad to make one or two round trips between those points, only taking on "company" coal and water at Warwick. This would avoid paying the foreign roads for coal and water (I would imagine they might charge more for these items than LHR would pay for its own).

Charlie, great historic photos, as usual. Thanks.

I guess I need to take a closer look at these photos in daylight. Most of my scanning and posting is done at night. If I had looked closer at the diesel in the background of the first photo I would have noticed that it had a 3 axle truck and not a 2 axle truck. That definitely makes it a New Haven ALCo PA and not an FA. Maybe I need more toothpicks to keep my eyes open wider. Thanks for straightening me out again. Although I may always be a little bent.

C.C.Chas.

The large tender would makes sense with respect to using non-company coal. I wonder how much it cost in fuel and water to 'tanker' the fuel and water back and forth? This is an issue in aviation and folks much smarter than I do the arithmetic for this problem.

wlankenau Wrote:
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> john1082 Wrote:
> --------------------------------------------------
> -----
> > Why the massive tender on the 4-8-2?
>
> The L&HR Mountains were copies of the B&M
> R1d, including the Centipede tender. The following
> is just conjecture, but since the Hudson ran into
> "foreign" terminals at both ends (New Haven's
> Maybrook to the north, CNJ's Allentown to the
> west) perhaps the big tenders allowed the railroad
> to make one or two round trips between those
> points, only taking on "company" coal and water at
> Warwick. This would avoid paying the foreign roads
> for coal and water (I would imagine they might
> charge more for these items than LHR would pay for
> its own).
>
>
>