Bridges At West Glenham

First bridge at West Glenham.

Running eastbound from Matteawan, the next station stop was Glenham. In Glenham the tracks crossed the Fishkill creek in two places. The bridge at West Glenham was replaced at least twice over the life of the line. This photo shows the first bridge over Fishkill Creek at West Glenham. These original D&C RR bridges were not strong enough for the heavier locomotives and trains that the NY&NE RR began running on the line in 1881.

This much stronger bridge was built in 1894 at West Glenham to handle the heavier locomotives and trains of the NY&NE RR.

Third bridge at West Glenham

In later years, this concrete arch bridge replaced the steel bridge at West Glenham. This bridge is still in service but there is little traffic on the line. Metro North RR is saving the line for possible future use as a commuter route.

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Matteawan Station Is Still A Landmark…But No Trains

This three story station in Matteawan is sort of a landmark. Seen it in many pictures. Sometimes a fan trip. Sometimes “old times”.

When this building was renovated in the 1990s, the record books of the ND&C RR were found in the loft over the third floor. Those books are now at the Beacon Historical Society in the old Howland building which is on the corner of Tioronda Avenue just to the right of the church steeple.

This building now contains a beauty shop, nail salon and apartments.

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US Prepares to Ban LapTops On Flights From European Union

If everybody else has to depend on paper and pencil……Then I will be on top of everything!!!

The U.S. is expected to broaden its ban on in-flight laptops and tablets to include planes from the European Union, a move that would create logistical chaos on the world’s busiest corridor of air travel.

Alarmed at the proposal, which airline officials say is merely a matter of timing, European governments held urgent talks on Friday with the U.S. Department of Homeland Security.

The ban would affect trans-Atlantic routes that carry as many as 65 million people a year on over 400 daily flights, many of them business travelers who rely on their electronics to work during the flight.

The ban would dwarf in size the current one, which was put in place in March and affects about 50 flights per day from 10 cities, mostly in the Middle East.

Chief among the concerns are whether any new threat prompted the proposal and the relative safety of keeping in the cargo area a large number of electronics with lithium batteries, which have been known to catch fire. American officials were invited to Brussels next week to discuss the proposed ban, the EU said.

European Commission spokeswoman Anna-Kaisa Itkonen said the EU had no new information about a specific security concern.

U.S. officials have said the decision in March to bar laptops and tablets from the cabins of some international flights wasn’t based on any specific threat but on longstanding concerns about extremists targeting jetliners.

Experts say a bomb in the cabin would be easier to make and require less explosive force than one in the cargo hold. Baggage in cargo usually goes through a more sophisticated screening process than carry-on bags.

Jeffrey Price, an aviation-security expert at Metropolitan State University of Denver, said the original ban focused on certain countries because their equipment to screen carry-on bags is not as effective as machines in the U.S.

A French official who was briefed about Friday’s meeting said the Americans announced they wanted to extend the ban, and the Europeans planned to formulate a response in coming days. The official said the primary questions revolved around when and how — and not whether — the ban would be imposed.

The official spoke only on condition of anonymity to discuss the plan.

Jenny Burke, a Homeland Security spokeswoman, said no final decision has been made on expanding the restriction.

But Homeland Security officials met Thursday with high-ranking executives of the three leading U.S. airlines — American, Delta and United — and the industry’s leading U.S. trade group, Airlines for America, to discuss expanding the laptop policy to flights arriving from Europe.

Two airline officials who were briefed on the discussions said Homeland Security gave no timetable for an announcement, but they were resigned to its inevitability. They spoke only on condition of anonymity because they were not authorized to discuss the meeting publicly.

The U.S. airlines still hope to have a say in how the policy is put into effect at airports to minimize inconvenience to passengers. The initial ban on passengers bringing large electronics devices into the cabin hit hardest at Middle Eastern airlines.

Emirates, the Middle East’s largest airline, this week cited the ban on electronics as one of the reasons for an 80 percent drop in profits last year. It said the ban had a direct impact on demand for air travel into the U.S. and it faced rising costs from introducing complimentary laptop loans to some passengers.

Alain Bauer, president of the CNAPS, a French regulator of private-sector security agents, including those checking baggage and passengers in France’s airports, predicted “chaotic” scenes initially if the ban was instituted.

“Imagine the number of people who carry their laptops and tablets onto planes — not just adults, but also children,” he told the AP.

He said it would slow passage through security checks as people try to negotiate a way of keeping their laptops.

“It’s not like losing your water bottle or your scissors. It will take more time to negotiate,” he said.

“You need a lot of time to inform them and a lot of time for it to enter people’s heads until it becomes a habit,” he said. “After a week of quite big difficulties, 95 percent of people will understand the practicalities.”

The head of the International Air Transport Association said recently that the electronics ban is not an acceptable or effective long-term solution to security threats, and said the commercial impact is severe.

An industry-backed group, the Airline Passenger Experience Association, said the U.S. government should consider alternatives. That could include routinely testing laptops for chemical residues associated with bombs, requiring owners to turn on their devices, and letting frequent travelers keep their electronics with them.

The group’s CEO, Joe Leader, noted that airlines have reduced service by more than 1 million long-haul seats in the 10 Middle Eastern and North African cities affected by the March policy. If it spreads to Europe, “it’s simply a matter of time” before laptops are banned in the cabins of domestic U.S. flights, he said.

At the Delta area of the Cincinnati airport, a sign warned passengers that beginning Saturday on flights returning to the U.S. any electronic devices other than a cellphone would have to be placed in checked baggage. The airline flies between Cincinnati and Paris.

A Delta spokesman said the sign was posted in error by an employee at the airport. Asked if Delta had anticipated that the in-cabin ban on larger electronics would go into effect this week, the spokesman declined to comment.

More About The Maybrook Yard

Maybrook Map From CONRAIL Era

The Central New England Railway (later New Haven RR) Maybrook Yard connected to other railroads: Lackawanna, Pennsylvania, New York Central, Lehigh & Hudson River, Lehigh & New England, Erie, Ontario & Western, Lehigh Valley

The Central New England Railway Yard at Maybrook, New York

The Maybrook Line across Dutchess County The “Maybrook Line” was important to New England before the advent of Penn Central and before the Poughkeepsie Bridge burned. This piece of the railroad carried freight from Maybrook Yard, across the Poughkeepsie Bridge to Hopewell Junction where it joined a line from Beacon. The railroad then went to Brewster, then Danbury, and finally to Cedar Hill Yard in New Haven.

Even when Maybrook was really active there wasn’t a lot of local business there. Most activity was interchange with five different railroads. The O & W went in the spring of 1957 and the LNE went in the fall of 1961, after that the big two were the Erie Lackawanna and the Lehigh and Hudson River as by this time (early 60’s) the New York Central was not much of a factor in Campbell Hall/Maybrook. The decline of Maybrook was pretty gradual from the end of the O & W in 1957 until the Poughkeepsie Bridge fire in 1974. Another thing, Maybrook was primarily a New Haven operation, most of the other stuff came and went by turns out of Warwick (L & H R), Port Jervis (E L), Middletown (O & W) L & NE (a local from Pen Argyl) and finally the NYC (a local freight from Kingston) the biggest factors at Maybrook was the yard, car shop (the biggest on the New Haven Railroad in the later days of the New Haven), the icing station, the diesel shop which was closed in the late 50’s and the YMCA which was a 24/7 operation and a community center as well as a railroad YMCA and the food there was good too. The yard crews and clerical forces at Maybrook were New Haven people as well and they had a pretty good size force there at one time. They even had a telephone operator there 24/7 until the railroad finally modernized their telephone system with a centrex set up in the mid to late 60’s.