Photo from Collection
of the NRHS
New York, Lake Erie
& Western No. 52 poses without headlamp on the turntable at an
unknown location, very likely the Brooks plant in Dunkirk, N.Y.,
where it was assembled in 1880.
Rochester (N.Y)
Union and Advertiser, Saturday, July 30, 1881
"The Battle
of the Gauges" Last of the Broad Gauge--The New York, Lake Erie
& Western Railroad Conforms to the Standard
The broad gauge of
the New York, Lake Erie & Western Railroad is no more. In
the bright light of this beautiful summer morning with each moving
rail a change was wrought and in a few short hours the diligent
hands of experienced workmen had transformed the Erie road from
a broad gauge route to one of standard gauge. It was a matter
of expediency, nothing more. A few years ago this fact was fully
appreciated by the directors and managers of the road, and a third
rail -- allowing means of passage for both broad and standard
cars -- was placed on the main line. To-day an important step
has been taken by the company. The road between this city and
Coming has been narrowed from a width of six feet between the
rails, to one of 4 feet 8-1/2 inches, the standard gauge.
How It Was Done
As the Erie was the
last railroad to submit to the "battle of the gauges," some little
interest may be excited as to the manner in which the change was
made. For several months past extensive preparations leading to
a rapid narrowing of the road have been going on. All along the
line between Coming and Rochester, a distance of 94 miles, the
measurements for the new gauge have been made. In fact the line
had already once been laid before work was commenced this morning.
The east rail was the one to be moved, and just 15-1/2 inches
from the inside of this rail spikes had been set, throughout the
entire distance, at intervals of time throughout the past two
months. Mr. Canfield of Buffalo, Road-master, and Thomas Conners,
Supervisor of Tracks, had thoughtfully and carefully made preliminary
arrangements and G. E. Butterfield, stationmaster in this city,
had changed the switches in and about the yard, thus completing
the preparations for successful and speedy changing of the gauge.
Last night the rolling stock of the road was all transferred to
Corning.
The Last Train running
on the broad gauge, drawn by engine number 11, B. Rogers, engineer,
and A.S. Alexander, conductor, arrived in this city at thirty
minutes past eleven and almost immediately returned to Coming.
Between two and four o'clock this morning about 500 experienced
workmen, employees of the Rochester, Buffalo, Susquehanna and
Western Divisions, were distributed in gangs of six or eight each
at equal intervals along the line of the road between this city
and Coming. Strict orders were given to begin the work promptly
at four o'clock and at that hour, all being in readiness, almost
simultaneously each separate force of workmen began their allotted
task. It was an interesting sight to one walking along the line
of the railroad to see these men busy as beavers tearing up and
rapidly replacing the rails. In each division the work was so
arranged that it was carried on in the most systematic manner
possible.
Perfect System
First came the men
who skillfully and quickly withdrew the spikes, then followed
swiftly those who moved the rail from its old position to the
one destined for it alongside of the spikes already set, snd last
of all in quick succession came those who drive the spikes about
the rail in its new place. The work progressed far more rapidly
than one would readily believe, the rate of taking up and relaying
the rails being about one mile in four hours as performed by each
gang. By eight o'clock the whole distance of ninety-four miles
had been transformed from a broad gauge to the standard measurement
and the last victory of the standard width, 4 feet 8-1/2 inches,
in the battle of the gauges in this country has been won. The
first arrival this morning over the newly laid track was the "wild
cat" train from Avon, drawn by engine 60, Frank Marsh engineer,
and A.S. Alexander conductor. This train left Avon at 8:15 and
reached this city at 11:45, being detained about an hour and a
half at the Henrietta section; the only place along the route
where the men laying the track had not done all that was expected
of them. At a quarter before twelve o'clock the train from Corning,
drawn by engine 35, in charge of Augustus Johnson engineer, and
G.H. Brown conductor, reached its destination, thus proving the
complete transformation of the road.
Although this train
was an hour and forty minutes late running time had been made,
the delay being occasioned by waiting at various stations for
orders, the passengers on this train report a gala day all along
the line. At each station crowds were assembled to welcome the
train and great enthusiasm prevailed. Hats were thrown in the
air, handkerchiefs were waved and cheers burst from the lips of
many. The change is completed and general satisfaction prevails
and great credit is due to both managers and men for the highly
creditable manner in which this work has been accomplished.
Fish Plates and
Spikes
--J.E. Butterfield
and his men did some hard work yesterday. John Wieman is the Boss
man to "fix" switches.--The Hog (switch engine) left on Thursday
morning at 5 o'clock never to return. The porcine locomotive,
almost a historical machine, has done its duty.
--John English began
at this end of the branch, with twenty men.
--Thirty men from
Avon to Attica breakfasted at Mrs. Kelly's hotel at half-past
two o'clock this morning.
--V. Rogers, the well-known
engineer, enjoyed the distinction of driving the last locomotive
over the broad gauge. He "made the old gal scream" before leaving
the city.
--Frank Marsh is the
first engineer over the narrow gauge on the Rochester branch.
--Tom Ford wants a
little more practice before he can draw a spike properly. --It
as amusing to see Dan Turner handle a crow bar yesterday.
--It was a big surprise
to some of the boys on this end of the division to see themselves
in the agony of perspiration. --Joseph Bradt was out with his
rail gang this morning and did splendid service.
--Tom Connors, the
supervisor of the tracks, tough obliged to forego the pleasure
of helping in the narrowing, on account of indisposibility, followed
the work of the men in his mind and was almost well when he heard
the scream of the last engine out on the broad.
A member of
Central New York Chapter, Richard Palmer has written previously
for The Bulletin. His most recent article was "Building
the Viaduct" which appeared in Issue No. 2, 1998.
Photo from Collection
of Carl Graves, NRHS
High-wheeled Erie
102, turned out by Rogers in 1851, is photographed on six-foot-gauge
track. Like most other locomotives of the era, No. 102 is a woodburner.
