Barney Chiarello, our Hillside tour guide.
Barney Chiarello, our Hillside tour guide.
Sid Keyles, organizer of the tour. 80 people attended, a complete sellout.
View of the bridge over the Hillside yards.
Looking east from the bridge at the LIRR fleet of electric Budd M3s and Bombardier M7s.
Looking west.
DC electric resistors and other parts.
Automated storage retrieval system.
Replacement wheels.
Replacement wheels.
Replacement axles.
An overhaul in progress.
Food pantry fun.
A grease machine.
Something you definitely don’t want to touch!
Kawasaki C3 double-decker on lifts, and an M7.
M3 and C3 on lifts.
Closeup of M3 on lifts.
Closeup of C3 on lifts.
Self-portrait.
M3 in the clean and modern shop area.
M7 in the shop area.
View from beneath an M3.
View from beneath an M3, closeup.
View from beneath an M7.
On to Morris Park. Our tour guide was Rob Sharkey (not shown). Here, two SW1001 diesels in vintage LIRR livery.
Closeup of Dashing Dan logo on the side of 102.
80-foot turntable and what’s left of the Morris Park roundhouse.
SW1001 No. 100 with several DE30ACs in the background.
SW1001 No. 100 from the rear of the turntable.
GM DE30AC No. 414 in the roundhouse.
GM DE30AC No. 419 in the roundhouse.
One of the really old buildings at Morris Park.
Some kind of employee initiation, perhaps.
PATH Harrison Shop Tour.
PATH Harrison Shop Tour.
PATH Harrison Shop Tour.
PATH Harrison Shop Tour.
PATH Harrison Shop Tour.
PATH Harrison Shop Tour.
PATH Harrison Shop Tour.
PATH Harrison Shop Tour.
PATH Harrison Shop Tour.
PATH Harrison Shop Tour.
PATH Harrison Shop Tour.
PATH Harrison Shop Tour.
PATH Harrison Shop Tour.
PATH Harrison Shop Tour.
PATH Harrison Shop Tour.
PATH Harrison Shop Tour.
PATH Harrison Shop Tour.
PATH Harrison Shop Tour.
This stop afforded excellent photo opportunities and a chance to view the interior of one of the new bi-level cars now entering service on the Northeast Corridor.
NJ Transit’s Meadowlands Maintenance Complex (MMC).
NJ Transit’s Meadowlands Maintenance Complex (MMC).
NJ Transit’s Meadowlands Maintenance Complex (MMC).
NJ Transit’s Meadowlands Maintenance Complex (MMC).
NJ Transit’s Meadowlands Maintenance Complex (MMC).
NJ Transit’s Meadowlands Maintenance Complex (MMC).
NJ Transit’s Meadowlands Maintenance Complex (MMC).
NJ Transit’s Meadowlands Maintenance Complex (MMC).
NJ Transit’s Meadowlands Maintenance Complex (MMC).
NJ Transit’s Meadowlands Maintenance Complex (MMC).
NJ Transit’s Meadowlands Maintenance Complex (MMC).
NJ Transit’s Meadowlands Maintenance Complex (MMC).
NJ Transit’s Meadowlands Maintenance Complex (MMC).
NJ Transit’s Meadowlands Maintenance Complex (MMC).
NJ Transit’s Meadowlands Maintenance Complex (MMC).
NJ Transit’s Meadowlands Maintenance Complex (MMC).
NJ Transit’s Meadowlands Maintenance Complex (MMC).
NJ Transit’s Meadowlands Maintenance Complex (MMC).
NJ Transit’s Meadowlands Maintenance Complex (MMC).
Following a lunch stop at the Newport Center mall, we boarded a Bayonne-bound Hudson-Bergen Light Rail train at 1:14 pm.
Southbound on Hudson Street after leaving Exchange Place.
Some of the tour attendees.
NY Division president Bill Erland.
HBLR to 34th Street in Bayonne.
HBLR storage yards.
Passing view of nine former Newark PCCs under wraps behind the HBLR maintenance facility. These are being preserved for the future Bayonne Harbor streetcar loop.
A staff member of the Bayonne Local Redevelopment Authority walked us around Harbor View Park, whose centerpiece is the 9/11 monument “Tear of Grief,” a gift from Russia.
We returned to Route 440 and drove across the Bayonne Bridge to Staten Island. After a brief drive along the back roads of Clifton, we soon arrived at the Staten Island Railway Clifton Shops.
Our guided tour included viewing some interesting diesels and work equipment.
Staten Island Railway Clifton Shops.
Staten Island Railway Clifton Shops.
Staten Island Railway Clifton Shops.
Staten Island Railway Clifton Shops.
The excursion ended at 4:30 pm. Many of us took the Staten Island Railway to St. George and boarded the 5:00 pm ferry back to Manhattan.
East 180th Street Shop Tour.
East 180th Street Shop Tour.
East 180th Street Shop Tour.
East 180th Street Shop Tour.
East 180th Street Shop Tour.
East 180th Street Shop Tour.
East 180th Street Shop Tour.
East 180th Street Shop Tour.
East 180th Street Shop Tour.
East 180th Street Shop Tour.
East 180th Street Shop Tour.
East 180th Street Shop Tour.
East 180th Street Shop Tour.
We planned to take the 9:50 AM ferry to Port Imperial/Weehawken, where we’d catch the HBLR.
But the 9:50 AM ferry left without us!
Sid Keyles told us to stay calm; there was another ferry in 20 minutes.
We caught the next ferry at 10:10 AM.
It was a perfect day.
We reassembled at Port Imperial in Weehawken.
After a quick trip to Tonnelle Avenue, and a lunch break at Newport Center Mall, we returned to Hoboken Terminal and switched trains for Liberty State Park.
Because of delays, we skipped the leg to West Side Avenue and went directly to East 22nd Street in Bayonne.
A photo opp ensued.
The route to 8th Street.
Upon ending our HBLR ride at 22nd Street, we boarded a charter bus.
We were able to view the construction progress of the extension being built to 8th Street.
The line uses a single track over much of the extension.
Detail of elevated structure.
Detail of elevated structure.
The single track becomes two again as it leads up to the 8th Street station.
8th Street station under construction at Avenue C and East 8th Street.
The design will be similar to the Central Railroad of New Jersey’s original West 8th Street station, which burned down.
The line continues about a quarter mile past the station.
The end. For now.
Headlights printing plate waiting to be hung.
One of the six ink heads.
Stack of paper ready to go through press.
Printed form coming out other end of the press.
Pressman John Zuzu pulls a sheet.
Carrying the freshly printed sheet to the color table.
Zuzu and Horst compare color of sheet to approved proofs.
Don Horst approves.
The 16 spreads on a sheet are called a form.
A densitometer scans the top of the form.
Zuzu makes adjustments to the amount of ink being printed.
The computer screen has a graphic representation of each roller.
A stack of printed pages dries before being folded, stapled and trimmed.
Operating the guillotine that is used to trim Headlights.
Betty Mauger.
The prepress department’s brand new 27-inch iMac.
Some of the shops in downtown Lititz.
Wilbur chocolate tastes great!
The restored Lititz Station next to Wilburs .
Nearby Lancaster Station.
The center doors need a little work.
Jim and the gang go to work.
It was tied down real well for the trip from Scranton.
Art taking pictures.
Getting the ramp ready.
Gauging the rails.
Ready to go.
Down it comes with encouragement.
Rolling in.
Mommback.
Getting close.
Almost there.
Now the rigging needs to be put away.
More, Cindy took over 60 photos.
That's it!
Council Crest Line: Car 504 climbs a grade. From John Stern’s “Portland Dreams,” Headlights,
July-December 1999, page 21.
Council Crest Line: Broadside view of Car 509 rouding a curve. From John Stern’s “Portland Dreams,” Headlights,
July-December 1999, page 21.
Willamette Heights Line: Car 523 with motorman on single-track curve at turnout. From John Stern’s “Portland Dreams,” Headlights,
July-December 1999, page 21.
We rode one of the new Hudson-Bergen cars to Port Imperial Station.
For at least another month, revenue service ends here.
Tour organizer John Pappas handed out vests and hard hats.
We then proceeded by foot to the south portal of the Weehawken Tunnel.
Entering the south portal of the Weehawken Tunnel.
It’s about 3000 feet to the Bergenline Ave. Station. Much of the ex-New York Central tunnel is bare rock lined with wire netting.
A bare rock tunnel section meets a concrete-lined section.
The tracks spread apart as they approach the center platform of Bergenline Ave. Station.
The spectacular Bergenline Ave. Station. There are large openings to the other side of the platform which can be closed in an emergency by huge “blast doors” that descend from the ceiling.
The high split ceilings descend like curved wings toward a center wall.
Signage, tiles and artwork remain unfinished.
On either end of the platform are huge fans which suck air from several above-ground towers.
One last look at Bergenline Ave. before we headed out to Tonnelle Ave. Station.
The north portal of the Weehawken Tunnel. Tonnelle Ave. Station is visible in the distance.
Andrew Grahl walks along a truck crossing just outside the north portal.
Construction work outside the north portal.
Approaching Tonnelle Ave. Station.
A work truck at Tonnelle Ave.
The passenger overpass at Tonnelle Ave.
The track continues straight for a few hundred feet and ends in a gated storage area just yards from a freight train yard. The Tonnelle Ave. loop splits off to the right.
Ray Berger inspects the loop.
The Tonnelle Ave. loop.
After lunch at the Newport Mall, we drove to Newark to follow the route of the Broad Street extension. Our first stop was the Center Street portal.
Across the street from the Center Street portal is the New Jersey Performing Arts Center (NJPAC) Station.
A finished section of track just before the Washington Park/Newark Bears Stadium Station. Note the use of true girder rail, unlike the plain rail used for the HBLR.
A girder rail switch with padding in place, just outside the Newark Broad Street terminus.
The extension terminates at Newark Broad Street Station.
Construction of Center Street portal.
Tour organizers Michael Glikin (left) and John Pappas (right) with the late Charlie Akins (rear).
Construction of Center Street portal.
Construction of Center Street portal.
Construction of station at New Jersey Performing Arts Center (NJPAC).
Construction of station at New Jersey Performing Arts Center (NJPAC).
Construction of station at Washington Park post office.
Construction of station at the Bears & Eagles Riverfront Stadium. Note that true girder rail is being layed, a rarity in the US today.
Girder rail being layed at the Bears & Eagles Riverfront Stadium.
Newark Broad Street Rail Station. To avoid confusion, the Newark City Subway station formerly known as Broad Street was renamed Military Park on September 4, 2004.
Looking south from Newark Broad Street.
Construction of the Broad Street Extension terminus as viewed from the platform at Newark Broad Street Rail Station.
ERA treasurer Michael Glikin organized the Newark portion of the trip.
Construction of the Broad Street Extension terminus as viewed from the platform at Newark Broad Street Rail Station.
Construction of the Broad Street Extension terminus as viewed from the platform at Newark Broad Street Rail Station.
Ramp leading to abandoned Warren Street portal of the Newark City Subway.
Abandoned Warren Street portal of the Newark City Subway.
Abandoned Cedar Street portal of the Newark City Subway.
Urban Exploration has some amazing photos from inside the tunnel.
Riding along unopened stretch of Hudson-Bergen line to Port Imperial Ferry station.
Riding along unopened stretch of Hudson-Bergen line to Port Imperial Ferry station.
Driver’s eye view of approach to Port Imperial Ferry station.
Port Imperial Ferry station.
Port Imperial Ferry station, nearly finished and ready for passengers.
John Pappas (center), a consultant for the Hudson-Bergen line, organized this leg of the trip.
A few feet beyond Port Imperial Ferry the tracks end and reconstruction of the Weehawken Tunnel under Union City continues. A new station, Bergenline Avenue, is being built in the middle.
John Pappas has some amazing pictures of the Weehawkeen Tunnel and construction of the Bergenline Avenue station at
SubwayNut.com.
Ninth Street Station has an elevator tower with an overpass to the top of the Palisades cliffs.
Ninth Street Station has an elevator tower with an overpass to the top of the Palisades cliffs.
Ninth Street Station has an elevator tower with an overpass to the top of the Palisades cliffs.
Glass art is embedded in the floor along the length of the overpass at Ninth Street station. The art is illuminated by natural light from below.
Glass art is embedded in the floor along the length of the overpass at Ninth Street station. The art is illuminated by natural light from below.
The vast mezzanine area.
The view outside from the mezzanine; the station is actually outdoors, inside the Ground Zero pit.
Translucent curtains separate the station from the construction outside.
Escalator entrance to main level.
Escalators down to the main level are similar to the original WTC escalators.
Main level with two banks of turnstiles.
Special wheelchair turnstile; rides were free today.
One of the many photographic murals lining the walls of the terminal.
PATH train waiting to depart for Hoboken.
Looking out the back of the platform at ground zero.
It was standing room only through the Hudson tubes.
The tubes were stripped to their bare metal ribbing; tracks, signals and lighting are all new and very bright.
PATH trains can now enter the Exchange Place station in Jersey City for the first time since September 11, 2001.
Before returning to the WTC terminal, riders are treated to a spectacular tour of the Ground Zero pit.
It’s strange to be underground and outdoors at the same time.
Leaving the WTC terminal.
The winged roof over the main entrance to the WTC terminal.
The Cordlandt Street Station of the 1/9 Broadway Line, which was underneath the World Trade Center, was destroyed after the 911 attacks.
The Cordlandt Street Station of the 1/9 Broadway Line, which was underneath the World Trade Center, was destroyed after the 911 attacks.
The Cordlandt Street Station of the 1/9 Broadway Line, which was underneath the World Trade Center, was destroyed after the 911 attacks.
The Cordlandt Street Station of the 1/9 Broadway Line, which was underneath the World Trade Center, was destroyed after the 911 attacks.
The Cordlandt Street Station of the 1/9 Broadway Line, which was underneath the World Trade Center, was destroyed after the 911 attacks.
The Cordlandt Street Station of the 1/9 Broadway Line, which was underneath the World Trade Center, was destroyed after the 911 attacks.
The Cordlandt Street Station of the 1/9 Broadway Line, which was underneath the World Trade Center, was destroyed after the 911 attacks.
The Cordlandt Street Station of the 1/9 Broadway Line, which was underneath the World Trade Center, was destroyed after the 911 attacks.
The Cordlandt Street Station of the 1/9 Broadway Line, which was underneath the World Trade Center, was destroyed after the 911 attacks.
The Cordlandt Street Station of the 1/9 Broadway Line, which was underneath the World Trade Center, was destroyed after the 911 attacks.
The Cordlandt Street Station of the 1/9 Broadway Line, which was underneath the World Trade Center, was destroyed after the 911 attacks.
The Cordlandt Street Station of the 1/9 Broadway Line, which was underneath the World Trade Center, was destroyed after the 911 attacks.
The Cordlandt Street Station of the 1/9 Broadway Line, which was underneath the World Trade Center, was destroyed after the 911 attacks.
