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EQUIPMENT ROSTER
as of September, 2007
Locomotives
B&M 1455 ALCO Steam
NH 0673 ALCO RS-1 Diesel
DRMX 1513 ALCO RSC-2 Diesel
CDOT 605 ALCO RS-3m Diesel
NH 1402 RS-11 ALCO Diesel Electric
NH 0428 (LI 617) ALCO FA-1 Diesel
NYC 4096 EMD E-9A Diesel Electric
NH 2006 EMD FL-9 Diesel Electric
NYC 2013 EMD FL-9 Diesel Electric
Pfizer 1 EMD SW-8 Diesel
GE 44 TON 16291 Diesel
GE 44 TON 41902 Diesel
NYC 1390 MLW FPA-4 Diesel Electric
NYC 3399 MLW FPB-4 Diesel Electric
Self-Propelled Cars
NH 32 BUDD RDC-1 S-P Passenger Car
NH 47 RDC-1 Self-Propelled Passenger Car
NH 41 RDC-1 Self-Propelled Passenger Car
B&O RDC-2 1960 Passenger Car
Budd "Roger Williams" NH 140, 141,&162 Passenger Cars
Remington Arms 2 Mack Railbus 'FCD'
Cabooses
NYC 19322 Class 19000 Wood
PRR 477099 Class N-5 All-steel
NH C-627 Class NE-5 Pullman Standardd
PennCent 23662 Class N8-A International Car
Maine Central 661 Class NE Western MD
Maine Central 664 Class NE Western MD
Canadian National 79462
Passenger Equipment
DRMX 2001 Class PBm Harlan & Hollingsworth (H&H) Passenger Coach
DRMX 2012 Class PBm H&H Coach
DRMX 2014 Class PBm H&H Coach
DRMX 2015 Class PBm H&H Coach
Reading 1547 Class PBr H&H Coach
NYNH&H 525 Pullman Standard Car - Stratford Point
DRMX 2022 Pullman Observation Car - Tonawanda Valley
PRR 1670 PRR Observation/Business Car - Sasqua
NYNH&H 4671 M.U. Wire Car
NYNH&H 4673 M.U. Wire Car
CNR 756 Café Lounge Car
CNR 660 Club Galley Car - Empire Club
Baggage and Mail Cars
PRR Class B-60 Baggage Car
PRR Class BNM-70 Baggage/Railway Post Office Car
Freight Cars
Rutland 8085 Youngstown Wood Boxcar
PRR 45924 X-38L "Cushioned" Boxcar
PRR 112432 X-58A "Cushioned" Boxcar
NH 33732 PS-1a Pullman Std Boxcar
NH 34537 PS-1b Pullman Std Boxcar
RDG 18828 XLj "Cushioned" Boxcar
PRR 666573 H-39 70-ton Hoppercar
EL 33491 77-ton Greenville Hoppercar
Rutland X-578 37ft Flatcar
Rutland 2762 (2762) 40ft Flatcar
NH 41178 35ft Bullard Co. Flatcar
NH 41XXX 35ft Bullard Co. Flatcar
Central VT 7625 37ft Bullard Co. Flatcar
NH T-27 42ft "fish-belly" Flatcar
MNCX 003 New York Central Flatcar
MNCX 011 New York Central Flatcar
NH 60521 New Haven Dropbottom Gondola
Conrail 359020 C1-RPL Mechanical Reefer
NATX 12516 Class TRI 8,000 gal. Tankcar
NATX 12811 Class TLI 8,000 gal. Tankcar
Maintenance & Repair Equipment
GCT-1 MetroNorth Double-Ended Wrecker
PRR 999951 Pennsy 15ton Test Weight Car
DRMX CB 3001 Burro Crane
DRMX CB 3004 Burro Crane
NH 514 Northwestern Track Speeder
M1148 IRRIS Track Speeder
DRMX 0401 Track/Tool Trailer
DRMX 270302 Woodings Track Speeder
Ballast Regulator BR1202
Rail Detector Testing Equipment
SRS135 Sperry Rail Service Detector Car
Dapco DC-7 Hi-Railer
Miscellaneous
CP0613 Baggage Wagon
NH 0673 ALCO RS-1
Ex-Green Mountain 400, exx-Illinois Central Gulf 1053, exxx-Gulf
Mobile and Ohio 1053, nee Illinois Terminal 1053 (originally 753).
Built in 1948 by Alco (American Locomotive Company) of Schenectady, New York. Bought by the Green Mountain in 1976 and stored in anticipation of passenger service until 1983. Spent several years in seasonal excursion service. Used in freight service as recently as December 1995. Bought by the DRM on December 27, 1995. Delivered to the museum January 19, 1996. Currently used to switch the DRM yard and for passenger rides within the yard. Will be used to power museum excursion trains when trackage rights are obtained. New Haven 0673 was chosen because Danbury was an important New Haven RR town and was home to some of the railroads RS-1s. The highest numbered New Haven RS-1 was 0671. Another organization has already created an 0672, so 0673 was the number assigned.
Alco pioneered the concept of the road switcher with the 1000 horsepower, 6 cylinder RS-1. Prior to delivery of the first RS-1 in 1941, all diesel locomotives were built for one kind of service, such as yard switching, road freight, or passenger trains. The RS-1 could perform all three functions. This concept was an immediate hit with many railroads anxious to cut the tremendous expense of running steam locomotives. World War II manufacturing restrictions meant they had to wait several years to take advantage of the flexibility RS-1s and other road switchers offered, but the railroads eventually bought 417 RS-1s between 1941 and 1960. This 19-year production run is by far the longest for any diesel locomotive produced in the United States.
Ex-Amtrak 417, nee-Union Pacific 912A.
Built by the Electro-Motive Division of General Motors for the Union Pacific in December 1963, this was the third from the last E unit ever produced. It hauled the last Union Pacific passenger train west from Chicago on April 30, 1971. It was then sold to Amtrak and the number was changed to 417. During a 1974 rebuild, the original 567 engines were replaced with model 645 prime movers, raising the horsepower from the original 2400 to 2600. While owned by Amtrak the 417 was at various times leased to the MBTA for Boston area commuter service and to Auto-Train Corporation for it’s Lorton, VA-Sanford, FL service. In fact, the 417 pulled the last run of Auto-Train on April 30, 1981. Amtrak then stored 417 and began cannibalizing it for parts. Among the items removed were the traction motors, a few engine parts and most of the parts from the cab. The 417 was next in line to be scrapped when it was bought by the Connecticut Valley Railroad Museum of Essex, CT in February 1985. There it was turned into New York Central 4096 (the NYC never actually owned an E9, but it did own E8s and 4095 was the last of the series) and has been displayed there until this time. It is currently owned by Mr. Ed Bowers of Texas and is on indefinite loan to the DRM. It will be a static display.
Electro-Motive’s E units were the most important passenger engine of
the early diesel era. Its appearance is synonymous with "locomotive"
in the general public’s mind, so much so that signs pointing the way
to commuter rail stations in NY, NJ and CT (and perhaps other places) feature
a likeness of an E unit. Electro-Motive began producing Es in May 1937 and
did not stop until December 1963. There were 10 different models over the
years, with the E9 the last. 1,311 E units were built, with 144 being E9s.
100 of these were E9As like the 4096 and 44 were E9Bs, cabless units run in
multiple with the "A". The E9s were produced from May 1954 until
December 1963.
Ex-Metro-North 19, exx-Amtrak 19, exxx-Penn Central 76, nee-New Haven 32.
NH
47 Budd RDC-1
Ex-Metro-North 47, exx-Penn Central 47, nee-New Haven 47.
Built by Budd Company in Philadelphia, PA. Both were delivered in 1953. They served Danbury under NH and PC. The 32 was altered from it’s original appearance by Amtrak with the addition of end diaphragms and raised headlights. Both were donated to the museum by Metro-North and arrived on the property June 7, 1995. One end of the 47 has been painted in the New Haven’s McGinnis era paint scheme. The 32 is being cosmetically restored to it’s as delivered appearance. Mechanical restoration is possible, but is not scheduled at this time.
As passenger train patronage declined rapidly after World War II the railroads needed to cut passenger department loses while maintaining service government regulators required. Although motor cars had been branded a failure in the past, the Budd Company introduced it’s stainless steel rail diesel car (RDC) in 1949. They used compact 275 horsepower General Motors diesels originally developed for use in World War II. Two of these power plants with torque converter transmissions were mounted under the floor. Shafts drove the inside axle of each truck. The high power to weight ratio insured rapid acceleration. 89 passengers could be carried in air conditioned comfort. Several northeastern railroads with lightly patronized branch line passenger service became big customers. RDCs were very successful, but inevitably the decline in passenger loadings rendered them obsolete.
Remington
Arms 2 Mack FCDII
Ex-Sperry Rail Services, exx-Remington Arms 2, nee- New Haven 15.
Built in August, 1954 by Mack in Allentown, PA for the New Haven. Sold to Remington Arms of Bridgeport, CT in April, 1962. Sold to Sperry Rail Services of Danbury, CT in July, 1985. Donated to the Danbury Railway Museum September 7, 1996. Cosmetic restoration to the Remington Arms livery is under way. At some future date a restoration to the as built configuration and livery will take place.
In May, 1951 Frederick C. Dumaine, Jr. succeeded his father as president
of the New Haven Railroad. Despite the dramatic post WWII decline in passenger
business his business plan included adding passenger runs on lightly used
branch lines. His reasoning was that capital should never sit idle when it
could be producing revenue. If the rail was in place the New Haven would "run
as many trains as (it could) cram onto the tracks" according to Dumaine.
To control costs on lines where passenger loads would be small he returned
to an idea the New Haven first tried in the 1920’s, a bus on rails.
To build it, the New Haven turned to an experienced bus building firm, the
Mack Company of Allentown, PA. After tests with a prototype vehicle in 1952
the New Haven ordered nine modified railbuses for delivery in 1954. All 10
were dubbed FCDs in honor of Frederick C. Dumaine, Sr., who conceived the
project. They were 170 horsepower diesel-electrics with a traction motor on
each of their four axles. With a coupler at one end, two FCDs could be M.U.ed
nose to nose to carry up to 98 passengers.
The six FCDs scheduled to be assigned to the Boston Division were to make
25 revenue runs on weekdays. Number 15 was scheduled to make four trips a
day between Boston’s South Station and Blackstone, MA, a mid-afternoon
round trip and a late evening round trip. But it never happened!
In April, 1954 Patrick McGinnis won a proxy fight for control of the New Haven.
He had no interest in branch line passenger service or railbuses. When the
nine FCDIIs were delivered in the summer of 1954 eight of them were immediately
stored at the Readville, MA shops. Only number 12 was put in service and after
two years of running between Worcester and Providence it too was stored. The
15 never turned a wheel in revenue service!
Over the next nine years all the FCDs were sold off. The 15 was one of two
that went to Remington Arms in Bridgeport, CT for use in intra-plant freight
service. There it was stripped of it’s passenger seats, the driver’s
area at each end was walled off from the rest of the vehicle and driver’s
doors were added. The center door was replaced with a steel roll-up door and
a high level floor. For many years Remington Arms 2 carried ammunition, guns
and other products between buildings at the Bridgeport complex.
In 1985 the Remington FCDs were bought by Sperry Rail Services of Danbury,
CT. Sperry had bought two other FCDs in 1958 and converted one of them to
a rail test car while scrapping the other. One of the Remington FCDs was converted
to a rail test car for the New York City subway system, but plans to convert
the 15 were never carried out and for many years it just sat in the weeds.
Sperry donated the 15 to the museum on September 7, 1996. The FCD was moved
by volunteer labor provided by the Connecticut Yankee Chapter of the Antique
Truck Club of America, using Mack trucks built in the 50s and early 60s to
carry the car body and trucks over public roads.
The 15 is currently the only FCD railbus in a museum in the United States.
One of the cars Sperry converted was destroyed in a fire. The other still
roams the New York City subway system. The other six FCDs were sold to a Spanish
railroad where one continued in service until at least 1978. In the spring
of 1997 we received correspondence from the Asturias Railway Museum in Gijon,
Spain stating that they had one of those FCDs in their collection!
The museum is doing a cosmetic restoration to the Remington Arms livery. A
more extensive renovation to the New Haven configuration and livery is planned
for several years down the road. Someday the museum hopes to make the FCD
operational again. When it does, New Haven 15 will finally carry it’s
first passenger, on a Danbury Railway Museum excursion over the Maybrook line.
MNCX 018 -
MNCX 017 -
Former New Haven 4600 series Combines. Originally used by the New Haven in
local service between New Haven and GCT, and on the New Canaan branch. Later
used in wire train service.
Cabooses were used to house the conductor and rear end brakeman of the traditional five man freight crew. Here the conductor, who was in charge of the train, did his paperwork. From the cupola or bay window he observed his train and passing trains for possible safety problems. Many cabooses were rolling studio apartments complete with kitchens and beds. As late as the 1960s on some roads a particular caboose was assigned to a particular conductor. This gave rise to a great sense of ownership and conductors often customized "their" caboose to make it a home away from home. Since the early 1980s technological advances and changes in railroad work rules have reduced most freight train crews to two people and eliminated almost all cabooses. Instead, flashing rear end devices, or FREDs, are now attached to the last car of most freight trains. Cabooses are used only when a train will have to back across many grade crossings or where it would be very inconvenient for switching purposes to have the conductor aboard the locomotive.
NEW
HAVEN C-627 Pullman-Standard class NE-5
Ex-Berkshire Scenic Railway, exx-Conrail 19846, exx-Penn Central 19846, nee New Haven C-627.
Built in May, 1944. Reconditioned by Conrail in January, 1978. Purchased from the Berkshire Scenic Railway in April 1996. It has been restored to it’s New Haven "as delivered" paint scheme. It is still missing it’s roof walk.
PC
19123 Lines East Company Shops, class N5
ex-Pennsylvania 477099.
Built in 1916, it served originally in the Pittsburgh region. The Penn Central livery will be restored. Donated by the city of Yorktown, NY in June 1997. It had been on display at the site of the Yorktown passenger station on the ex-New York Central Putnam Division.
CR
23662 International Car Company
class N8A, originally class NE6
ex-Penn Central 23662 (N8A), exx-NH 687 (NE6)
Built in 1948 as a class NE6 for the New Haven, it was rebuilt by the Penn Central into class N8A around 1970. The windows in the cupola were sealed up, a water tank was suspended from the ceiling and bay windows were installed on it's sides. Penn Central N8A cabooses were a common sight in Danbury during the 8 years that Penn Central owned and operated the yard here.
Coach
RDG 1547 Bethlehem Steel, class PBr
Ex-Housatonic, exx-Conrail, exxx-SEPTA, nee Reading.
Built in 1925 in Wilmington, DE, it is possibly among the four cars in this
class modernized by the Reading in the late 1940's, but has not retained its
skirting. It is painted Pullman green and lettered "Reading Company".
Coach
RDG 2014 Harlan & Hollingsworth, class PBm
Ex-Housatonic, exx-Conrail, exxx-SEPTA, nee Reading.
Built in 1922 in Wilmington, DE by a predecessor of Bethlehem Steel. Modernized
in 1948 and reclassified PBu. After modernization it seated 44 in a coach
section, 10 in a smoking section and was assigned to the King Coal.
The interior has been re-configured into a single section. It retains its
skirting. The exterior has been painted Pullman green and lettered "Reading
Company".
Coach
DRMX 2001 Harlan & Hollingsworth, class PBm
Ex-Housatonic, exx-Conrail, exxx-SEPTA, nee Reading.
Built in 1922 in Wilmington, DE by a predecessor of Bethlehem Steel. It was
modernized in 1948, reclassified PBt, and assigned to the Wall Street.
It no longer has skirting, is painted in a dark green and yellow livery, and
lettered "Danbury Railway Museum".
Coach
DRMX 2012 Harlan & Hollingsworth, class PBm
Ex-Housatonic, exx-Conrail, exxx-SEPTA, nee Reading.
Built in 1922 in Wilmington, DE by a predecessor of Bethlehem Steel. Rebuilt
in 1948 as class PBu. After modernization it seated 44 in a coach section,
10 in a smoking section, and was assigned to the Schuylkill. The interior
has since been re-configured into a single section. It no longer has skirting,
is painted in a dark green and yellow livery, and is lettered "Danbury
Railway Museum".
Coach
DRMX 2015, The John
E. Flower,
Harlan & Hollingsworth, class PBm
Ex-Housatonic, exx-Conrail, exxx-SEPTA, nee Reading.
Built in 1922 in Wilmington, DE by a predecessor of Bethlehem Steel. Rebuilt
in 1948 as class PBu. It seated 44 in a coach section, 10 in a smoking section,
and was assigned to the King Coal. The interior has been re-configured
into a single section. It no longer has skirting, is painted in a dark green
and yellow livery, and is lettered "Danbury Railway Museum". No.
2015 has been named after John E. Flower,
late Chairman of the Danbury Railway Museum Board of Directors.
All five coaches are owned by the Connecticut Department of Transportation and are leased to the museum. They were used by the Housatonic in tourist service on the Berkshire line around Canaan, CT. Prior to that they were used in Conrail commuter service out of Danbury. The coaches were delivered to the museum on April 8, 1995. Some or all will be used in excursion service when trackage rights are obtained.
'SASQUA' - NEW ARRIVAL
Formerly PRR 1670 P70 coach
Pennsylvania RR P-70 coach modified to business car configuration
MNCX 057 - NEW ARRIVAL
Former PRR B-60 Baggage Car
Used by Metro North on the wire train along with NH combines MNCX 037 and
MNCX 038
BOXCAR
PRR 112432 PRR Shops, class X58A
Ex-Conrail 164125, exx-Penn Central 208217(?), nee-Pennsylvania
RR 112432
This 50 foot, plug door, roller bearing, cushion underframe boxcar was built
in the company shops in Hollidaysburg, PA in November 1964. It was donated
by Conrail on March 26, 1996.
Boxcars were once the most common form of railroad rolling stock. At one time hundreds of thousands roamed the American rail system carrying everything from grain to automobiles. As specialized cars were developed for many kinds of freight the importance of boxcars declined. The size of boxcars has grown from 30’ in the 19th century to 60’ today. The most common freight in boxcars today is paper for newspapers and magazines.
Gondola
NH 60521
Ex-Housatonic, exx-Conrail, exxx-Penn Central, nee New Haven.
Built by the company shops in New Haven, CT in 1937, the 60000 series gondolas
were 40 feet long and had four drop doors in their floor. Most were rebuilt
into the 61000 series without the drop doors in the 1950's. The 60521 was
one of ten that escaped rebuilding , and was the last 60000 series gondola
in service. The Housatonic welded a snow plow to one end and used it to keep
their line open in winter. The plow was removed before the gondola was donated
to the museum on April 8, 1995. Cosmetic restoration is planned for some future
date.
Gondolas such as this were used to carry low value commodities that could not be harmed by the weather, such as scrap metal. Drop doors were useful for unloading coal or ballast from an open trestle into a storage area.
DRMX
270302 Woodings track speeder
Ex-Canadian Pacific
Also known as track cars or motor cars, they were used by railroads to transport workmen and supplies for maintenance. They were also used by inspectors to inspect the right of way. They have been replaced by Hi-railers, a pickup truck or some other over the road vehicle which is also fitted with railroad wheels.
Burro
Crane CB3004
ex-Metro-North, exx-Conrail, exxx-Penn Central, nee New York Central. Previous
numbers unknown at this time. Painted yellow and stenciled Danbury Railway
Museum.
Burro
Crane CB3001
ex-Metro-North, exx-Conrail, exxx-Penn Central, nee New York Central. Painted
yellow and stenciled Danbury Railway Museum.
The CB3004 was ordered by the New York Central from the Burro Company on January
29, 1946. It was delivered to Brewster, NY supervisor of track N.A. Frederickson
on February 15, 1947. The original 6 cylinder Waukesha gas engine has since
been replaced with a 3 cylinder Detroit Diesel. The CB3004 was delivered with
Burro anti-slip rail tongs, a model 58 clamshell and an Ohio MT 36, 36 inch,
230 volt magnet. None of these accessories has passed to the museum. The CB3001
is assumed to have a similar history.
The Burro cranes were donated by Metro-North. CB3001 arrived on October 11,
1995. CB3004 arrived October 24, 1995. Work is underway to restore one to
operating condition.
Burro cranes were used extensively in track maintenance work.
701-9
