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From: RWisneski AT njtransit DOT com
Date: Thu, 23 Sep 2010 13:44:30 -0400
Subject: P&D Stations continuing... Second Track at West Summit
"DSC04283.jpg" - image/jpeg, 1200x900 (24bit)

Paul T wrote:

The last station I shot was the New Providence station, the last one heading
east before you get to Summit. The station's coat of paint is a bit chalked,
but it's in very good condition, and restored inside as well. One
interesting thing here: The adjacent concrete Springfield Ave. overpass sure
looks like it was designed for a double-track mainline.... were they
originally planning on doubletracking this line?


Bob Bahrs added:

Paul
On the open area that is now a big Electrical Dept junk yard, there was a
six track double ended storage yard. There was a second track between P&D
Jct and just about in front of the New Providence Station, which also
served as the east and west end ladder track for that yard. Thus the wide
opening.


I'd like to add a little more. The second track that Bob describes was effectively a passing siding on the Gladstone Branch (in addition to serving as a lead from which to work the small freight yard at P&D junction). I have a copy of the 1930 Jackson & Moreland drawings showing the Catenary Structure Locations and it clearly shows the 6-track (non-electrified) yard. It also shows a second main track along the Gladstone Branch from P&D junction west to the New Providence station. This second track or siding was still being used for meets into the 1950's (shows as West Summit Siding in the employee timetable). The turnout point of switch was just WEST of the station building at New Providence, so a second track did exist at one time underneath the Springfield Avenue overpass. This overpass was built in the early 1930's - the 1930 electrification drawings show the former grade crossing (which was west of the station and the end of the siding and do not show the overpass. The only drawings I can find for the overpass were drawn in 1931 so presumably it was built in 1932 or later.

If you look out the window of a Gladstone Branch train in the curve east of New Providence station you will see a number of "portal" type catenary structures that formerly supported the catenary over the second track (as well as the remaining single track). As you approach the tangent near the site of the former freight yard, you will see the single pole structures with brackets cantilevered to each side. Interesting relics of the past!

I will try to figure out a way to make an electronic copy of the 1930 map (or at least relevant portions of it). In the meantime, here are some photos I took while on a work visit to the Summit substation in July of 2008. Please note these photos are taken along active rail rights of way in areas that are not publicly accessible - I was on the site for my job so had the opportunity to take these shots.

4283 This view looks west along the branch (towards Gladstone). The siding was to the right, the existing single main to the left. That's the Passaic Ave undergrade brigde ahead (with the green steel girders). Note the spacing under the portal structure for a second track.

4282 Turning around and looking east (towards Summit), you see the "new" substation first, with the older taller substation (brick building) behind. The NJT Catenary Track Car is visible in the center (yellow railcar). You can clearly see how the portal structures spanned a second track bed (now the paved access road), then in the tangent to the east the structures changed to the single pole cantilever type. Beyond the tangent track the line curves to the right again and then lies beside the two-track Morristown Line (barely visible in the distance).

4293 This shot is taken near the point where the Gladstone Branch meets up with the Morristown Line (although there is no track connection until a mile further east at Summit Interlocking). In this view you can see the last of the "Cantilever" structures then the portal structures that span the combined three tracks of the M&E and Gladstone branch. The former siding/second main track would have been where the gravel road is located, and would have merged into M&E track 2 (eastbound track) via a curved turnout. Just before the merge point there was a crossover from the siding to the Gladstone Branch single main that allowed a westbound Gladstone Branch train on the single track west of Summit to enter the siding. Operationally it would appear that a westbound Gladstone train could depart Summit either via the Gladstone Branch track as they do today, or via M&E Track 2 (eastbound track) and then use the curved turnout to access the West Summit Siding, finally reaching the single main at New Providence. However, I have not found any notations in the DL&W employee timetable that talk about whether M&E track 2 was reversible between Summit and West Summit. For Orientation purposes in this photo, Hoboken is to the right (ie. Around the curve); Dover would be to the left and Gladstone would be behind the photographer.

One other point of interest - on the 1940 drawing labeled "DL&W RR Power Dispatcher's Diagram" the siding is shown as "New Providence Siding".

Rich Wisneski
Denville, NJ


DSC04283.jpg

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