NEW YORK CENTRAL RAILROAD PASSENGER TRAIN CONDUCTOR HAT ~ GOLD Patina HAT BADGE For Sale

NEW YORK CENTRAL RAILROAD PASSENGER TRAIN CONDUCTOR HAT ~ GOLD Patina HAT BADGE
THIS MONTH, WE ARE OFFERING MORE EXAMPLES OF FINE ANTIQUE RAILROAD ARTIFACTS FROM THE ESTATE OF SEVERAL ADVANCED COLLECTORS, INCLUDING MEMORABILIA FROM A NUMBER OF RAILROADS
PLEASE CHECK OUR OTHER items FOR MORE RAILROAD ARTIFACTS
Many people are fascinated by railroads. At one time, railroads were connected to most aspects of community and economic life, and almost everyone had the experience of taking a passenger train to some distant destination. Today, railroads are still a vital part of the nation\'s commerce, but they have largely evolved into less publicly visible movers of freight. For the most part, the romance and glory of the great age of the railway has passed from the scene, but the memories and history remain.
One way of remembering this bygone era is through collecting artifacts that have survived the years. Most RR lines were, and still are large enterprises requiring vast amounts of material and equipment to operate. While much of this material and equipment like locomotives, cars, buildings, etc. are \"collectible\" for only a small number of people and organizations with the resources to maintain them, smaller items like lanterns, lamps, dining car china and silver, paper, badges, locks and keys are well within the reach of individual collectors. Therefore, many people seek out such items ~ often called \"railroadiana\" -- at sales, garage sales, antique shows and collector events.
COLLECTING RAILROAD EPHEMERA & MEMORABILIA
An immense amount of paper of various kinds was used by the railroads. Some examples: public timetables to inform passengers about train schedules, maps to advertise routes and attract freight business, employee timetables to inform crews about rules and operations, brochures to entice the public to tourist destinations served by a particular line, passes to allow guests and dignitaries free travel on trains, and many other types of paper. For paper items that were produced for the public, railroad companies gave a lot of attention to attractiveness and design. Some companies went so far as to commission artists to paint special artwork that was then reproduced on timetables, brochures, calendars, and other items. Even though some of this paper was produced in relatively large quantities, the fragile nature of paper combined with the tendency of most people to throw it away after use has resulted in some of it being rather rare.
Today, many collectors seek out this paper, some specializing in particular types such as timetables or passes. They appreciate it as an means of understanding how railroads operated many years ago, as a window on travel before the age of commercial aircraft, or as artistic examples of early public relations. In fact, railroad paper seems to have recently \"come of age\" as a collectible, and rare examples have begun to command impressive prices at sale. Still, more common examples of railroad paper remain one of the least expensive types of railroadiana, and many collectors have gotten their start in the hobby with NOTE > THE PRIOR OWNER STRIVED TO DISPLAY VARIOUS HAT BADGES COLLECTED ON ACTUAL HATS OF THE TYPE WORN BY RAILROAD CONDUCTORS ~ BE AWARE > SOME OF THE BADGES AND HATS MAY HAVE BEEN \"MATED\" AT SOME POINT, AND THE HATS MAY DIFFER IN MANNER FROM THOSE ACTUALLY USED BY THE SPECIFIC RAILROAD NAMED TO THE BADGE, THUS THE BADGE MAY NOT \"MATCH\" THE HAT, DESPITE THE RATHER APPROPRIATE AESTHETIC MANNER OF THE DISPLAY. IT SHOULD BE NOTED, VARIOUS RAILROAD USED HATS BY DIFFERENT MANUFACTURERS AND SUPPLIERS, LIKELY CHANGING OVER THE YEARS, AND PERHAPS EVEN STYLES CHANGED, A NECESSITY DUE TO HATS WEARING OUT WELL BEFORE REPLACEMENT OF BADGES.
BADGES OF MANY STYLES AND TYPES WERE USED BY RAILROADS, TO DESIGNATE AUTHORITY AND INDICATE THE JOB OR DUTY OF AN EMPLOYEE. EMPLOYEES NEEDED SOME WAY OF INDICATING THEIR AUTHORITY, AND BADGES WERE A MAJOR MEANS OF DOING THIS. AMONG THE JOB CATEGORIES DESIGNATED BY BADGES WERE: ENGINEER, PORTER, CONDUCTOR, TRAINMAN, BAGGAGE MAN, GATEMAN, STATION AGENT, POLICE SPECIAL AGENT, DETECTIVE, TICKET AGENT, INFORMATION CLERK, TIME CLERK, AND MANY MORE.
FROM AN ADVANCED ESTATE COLLECTION OF RAILROAD MEMORABILIA, THIS OUTSTANDING UNIFORM HAT EXHIBITS NO TAGS TO IDENTIFY A MANUFACTURER, APPEARING TO BE RECENT EXAMPLE ~ A TAG TO THE PLASTIC I.D. SLEEVE INDICATES 7 AS THE SIZE.
DARK CLOTH COVERED ABOVE A WOVEN RISER, WITH A GLOSSY BLACK LEATHER STITCHED BRIM.
MOUNTED TO THE FRONT, A GOLD PATINA METAL BADGE FEATURES A REVERSE COBALT BLUE ENAMEL OVAL LOGO EXHIBITING STYLIZED LETTERS READING ~ NEW YORK CENTRAL SYSTEM TO A PANEL FLANKED BY SCROLLS, ALL ON A PEBBLE GRAIN BACKGROUND. ABOVE, A PANEL FEATURES BAS-RELIEF LETTERS READING ~ NEW YORK CENTRAL, WITH TITLE BELOW READING ~ CONDUCTOR IN BAS-RELIEF BLOCK LETTERS.
GOLD PATINA METAL BUTTONS WITH A BEVELED EDGE ARE AFFIXED AT EITHER SIDE READING N.Y.C. IN BAS-RELIEF.
AS NOTED, THE HAT APPEARS TO BE OF RECENT PRODUCTION ~ THE EARLY BADGE IS A REMARKABLY WELL PRESERVED EXAMPLE ~ OVERALL QUITE ABOVE AVERAGE, SUPERB VINTAGE CONDITON, BEST CONFIRMED BY EXAMINING THE IMAGES OFFERED.
HISTORY of the NEW YORK CENTRAL RAILROAD
The New York Central Railroad (AAR reporting mark NYC), known simply as the New York Central in its publicity, was a railroad operating in the North-Eastern United States. Headquartered in New York, the railroad served a large proportion of the area, including extensive trackage in the states of New York, Pennsylvania, Ohio, Michigan, Massachusetts and much of New England and in the Canadian provinces of Ontario and Qu. Its primary connections included Chicago and Boston. The NYC\'s Grand Central Terminal in New York City is one of its best known extant landmarks. The New York Central was known as the \"Water Level Route\" as its mainline to New York City ran along the Hudson River.The famous Water Level Route of the NYC, from New York City to upstate New York, was the first four-track long-distance railroad in the world.
In 1968 the New York Central merged with its former rival, the Pennsylvania Railroad, to form Penn Central (the New York, New Haven and Hartford Railroad joined in 1969). That company soon went bankrupt and was taken over by the federal government and merged into Conrail in 1976. Conrail was broken up in 1998, and much of its system was transferred to the newly-formed New York Central Lines LLC, a subsidiary of CSX. That company\'s lines include the original New York Central main line, but outside that area it includes lines that were never part of the New York Central system.
The oldest part of the New York Central was the first permanent railroad in the state of New York and one of the first railroads in the United States. The Mohawk and Hudson Railroad was chartered in 1826 to connect the Mohawk River at Schenectady to the Hudson River at Albany, providing a way for cargo on steamboats to avoid the Erie Canal. The Mohawk and Hudson opened on September 24, 1831, and changed its name to the Albany and Schenectady Railroad on April 19, 1847.
The Utica and Schenectady Railroad was chartered April 29, 1833; as the railroad paralleled the Erie Canal it was prohibited from carrying freight. Revenue service began August 2, 1836, extending the line of the Albany and Schenectady Railroad west from Schenectady along the north side of the Mohawk River, opposite the Erie Canal, to Utica. On May 7, 1844 the railroad was authorized to carry freight with some restrictions, and on May 12, 1847 the ban was fully dropped, but the company still had to pay the equivalent in canal tolls to the state.
The Syracuse and Utica Railroad was chartered May 1, 1836 and similar had to pay the state for any freight displaced from the canal. The full line opened July 3, 1839, extending the line further to Syracuse via Rome (and further to Auburn via the already-opened Auburn and Syracuse Railroad). This line was not direct, going out of its way to stay near the Erie Canal and serve Rome, and so the Syracuse and Utica Direct Railroad was chartered January 26, 1853. Mothing of that line was ever built, though the later West Shore Railroad, acquired by the New York Central in 1885, served the same purpose.
The Auburn and Syracuse Railroad was chartered May 1, 1834 and opened mostly in 1838, the remaining 4 miles (6 km) opening on June 4, 1839. A month later, with the opening of the Syracuse and Utica Railroad, this formed a complete line from Albany west via Syracuse to Auburn, about halfway to Geneva. The Auburn and Rochester Railroad was chartered May 13, 1836 as a further extension via Geneva and Canandaigua to Rochester, opening on November 4, 1841. The two lines merged on August 1, 1850 to form the rather indirect Rochester and Syracuse Railroad (known later as the Auburn Road). To fix this, the Rochester and Syracuse Direct Railroad was chartered and immediately merged into the Rochester and Syracuse on August 6, 1850. That line opened June 1, 1853, running much more directly between those two cities, roughly parallel to the Erie Canal.
To the west of Rochester, the Tonawanda Railroad was chartered April 24, 1832 to build from Rochester to Attica. The first section, from Rochester southwest to Batavia, opened May 5, 1837, and the rest of the line to Attica opened on January 8, 1843. The Attica and Buffalo Railroad was chartered in 1836 and opened on November 24, 1842, running from Buffalo east to Attica. When the Auburn and Rochester Railroad opened in 1841, there was no connection at Rochester to the Tonawanda Railroad, but with that exception, there was now an all-rail line between Buffalo and Albany with the completion of the Tonawanda Railroad. On March 19, 1844 the Tonawanda Railroad was authorized to build the connection, and it opened later that year. The Albany and Schenectady Railroad bought all the baggage, mail and emigrant cars of the other railroads between Albany and Buffalo on February 17, 1848 and began operating through cars.
On December 7, 1850 the Tonawanda Railroad and Attica and Buffalo Railroad merged to form the Buffalo and Rochester Railroad. A new direct line opened from Buffalo east to Batavia on April 26, 1852, and the old line between Depew (east of Buffalo) and Attica was sold to the Buffalo and New York City Railroad on November 1. The line was added to the New York and Erie Railroad system and converted to the Erie\'s 6 foot (1829 mm) wide gauge.
The Schenectady and Troy Railroad was chartered in 1836 and opened in 1842, providing another route between the Hudson River and Schenectady, with its Hudson River terminal at Troy.
The Lockport and Niagara Falls Railroad was chartered in 1834 to build from Lockport on the Erie Canal west to Niagara Falls; it opened in 1838. On December 14, 1850 it was reorganized as the Rochester, Lockport and Niagara Falls Railroad, and an extension east to Rochester opened on July 1, 1852.
The Buffalo and Lockport Railroad was chartered April 27, 1852 to build a branch of the Rochester, Lockport and Niagara Falls from Lockport towards Buffalo. It opened in 1854, running from Lockport to Tonawanda, where it junctioned with the Buffalo and Niagara Falls Railroad, opened 1837, for the rest of the way to Buffalo.
In addition to the Syracuse and Utica Direct, another never-built company - the Mohawk Valley Railroad - was chartered January 21, 1851 and reorganized December 28, 1852, to build a railroad on the south side of the Mohawk River from Schenectady to Utica, next to the Erie Canal and opposite the Utica and Schenectady. The West Shore Railroad later built on that location.
Albany industrialist and Mohawk Valley Railroad owner Erastus Corning got the above railroads together into one system, and on March 17, 1853 they agreed to merge. The merger was approved by the state legislature on April 2, and ten of the remaining companies merged to form the New York Central Railroad on May 17, 1853. The following companies were consolidated into this system, including the main line from Albany to Buffalo: Albany and Schenectady Railroad ~ Utica and Schenectady Railroad ~ Syracuse and Utica Railroad ~ Rochester and Syracuse Railroad ~ Buffalo and Rochester Railroad.
The Rochester and Lake Ontario Railroad was organized in 1852 and opened in Fall 1853; it was leased to the Rochester, Lockport and Niagara Falls Railroad, which became part of the New York Central, before opening. In 1855 it was merged into the New York Central, providing a branch from Rochester north to Charlotte on Lake Ontario.
The Buffalo and Niagara Falls Railroad was also merged into the New York Central in 1855. It had been chartered in 1834 and opened in 1837, providing a line between Buffalo and Niagara Falls. It was leased to the New York Central in 1853 and merged in 1855.
Also in 1855 came the merger of the Lewiston Railroad, running from Niagara Falls north to Lewiston. It was chartered in 1836 and opened in 1837 without connections to other railroads. In 1854 a southern extension opened to the Buffalo and Niagara Falls Railroad and the line was leased to the New York Central; it was merged in 1855.
The Canandaigua and Niagara Falls Railroad was chartered in 1851. The first stage opened in 1853 from Canandaigua on the Auburn Road west to Batavia on the main line. A continuation west to North Tonawanda opened later that year, and in 1854 a section opened in Niagara Falls connecting it to the Niagara Falls Suspension Bridge. The New York Central bought the company at bankruptcy in 1858 and reorganized it as the Niagara Bridge and Canandaigua Railroad, merging it into itself in 1890.
The Saratoga and Hudson River Railroad was chartered in 1864 and opened in 1866 as a branch of the New York Central from Athens Junction, southeast of Schenectady, southeast and south to Athens on the west side of the Hudson River. On September 9, 1867 the company was merged into the New York Central, but in 1867 the terminal at Athens burned and the line was abandoned. In the 1880s the New York, West Shore and Buffalo Railway leased the line and incorporated it into their main line, taken over by the New York Central in 1885 as the West Shore Railroad.
The Troy and Greenbush Railroad was chartered in 1845 and opened later that year, connecting Troy south to East Albany on the east side of the Hudson River. The Hudson River Railroad was chartered May 12, 1846 to extend this line south to New York City; the full line opened October 3, 1851. Prior to completion, on June 1, the Hudson River leased the Troy and Greenbush.
Cornelius Vanderbilt obtained control of the Hudson River Railroad in 1864, soon after he bought the parallel New York and Harlem Railroad.
Along the line of the Hudson River Railroad, the High Line was built in the 1930s in New York City as an elevated bypass to the existing street-running trackage on Eleventh Avenue, at the time called \"Death Avenue\" due to the large number of accidents involving trains. The elevated section has since been abandoned, and the tunnel to the north, built at the same time, is only used by Amtrak trains to New York Penn Station (all other trains use the Spuyten Duyvil and Port Morris Railroad to access the New York and Harlem Railroad).
1867 Vanderbilt acquired control of the New York Central, with the help of maneuverings related to the Hudson River Bridge in Albany. On November 1, 1869 he merged the New York Central with his Hudson River Railroad into the New York Central and Hudson River Railroad. This extended the system south from Albany along the east bank of the Hudson River to New York City, with the leased Troy and Greenbush Railroad running from Albany north to Troy.
Vanderbilt\'s other lines were operated as part of the New York Central Railroad; these included the New York and Harlem Railroad, Lake Shore and Michigan Southern Railway, Canada Southern Railway and Michigan Central Railroad.
The Spuyten Duyvil and Port Morris Railroad was chartered in 1869 and opened in 1871, providing a route on the north side of the Harlem River for trains along the Hudson River to head southeast to the New York and Harlem Railroad towards Grand Central Terminal or the freight facilities at Port Morris. From opening it was leased by the New York Central.
The Geneva and Lyons Railroad was organized in 1877 and opened in 1878, leased by the New York Central from opening. This was a north-south connection between Syracuse and Rochester, running from the main line at Lyons south to the Auburn Road at Geneva. It was merged into the New York Central in 1890. Harold S. Vanderbilt stock certificateOn July 1, 1900, the Boston and Albany Railroad was leased by the New York Central, although it retained a separate identity. In 1914 the name was changed again forming the modern New York Central Railroad.
The New York Central had a distinctive character; unlike its arch rival the Pennsylvania Railroad\'s mountainous terrain, the NYC was best known as the Water Level Route; most of its major routes, including New York to Chicago, followed rivers and had no significant grades. This influenced many things, including advertising and most notably locomotive design.
Steam locomotives of the New York Central were optimized for speed on that flat raceway of a main line, rather than slow mountain lugging. Famous locomotives of the System included the well-known 4-6-4 Hudsons, and the postwar Niagaras, fast 4-8-4 locomotives often considered the epitome of their breed by steam locomotive aficionados.
Despite having some of the most modern steam locomotives anywhere, the NYC dieselized rapidly, conscious of its by then difficult financial position and the potential relief that more economical diesel-electric power could bring. Very few New York Central steam locomotives still exist. All Hudsons and Niagaras were sent to the scrapper\'s torch. In 2004, the only surviving big modern steam locomotives are two 4-8-2 Mohawk dual-purpose locomotives.
The financial situation of northeastern railroading soon became so dire that not even the economies of the new diesel-electric locomotives could change things.
The Junction Railroad\'s Buffalo Belt Line opened in 1871, providing a bypass of Buffalo, New York to the northeast, as well as a loop route for passenger trains via downtown. The West Shore Railroad, acquired in 1885, provided a bypass around Rochester, New York. The Terminal Railway\'s Gardenville Cutoff, allowing through traffic to bypass Buffalo to the southeast, opened in 1898.
The Schenectady Detour consisted of two connections to the West Shore Railroad, allowing through trains to bypass the steep grades at Schenectady, New York. The full project opened in 1902. The Cleveland Short Line Railway built a bypass of Cleveland, Ohio, completed in 1912. In 1924, the Alfred H. Smith Memorial Bridge was constructed as part of the Hudson River Connecting Railroad\'s Castleton Cut-Off, a 27.5-mile-long freight bypass of the congested Albany terminal area.
An unrelated realignment was made in the 1910s at Rome, when the Erie Canal was realigned and widened onto a new alignment south of downtown Rome. The NYC main line was shifted south out of downtown to the south bank of the new canal. A bridge was built southeast of downtown, roughly where the old main line crossed the path of the canal, to keep access to Rome from the southeast. West of downtown, the old main line was abandoned, but a brand new railroad line was built, running north from the NYC main line to the NYC\'s former Watertown and Rome Railroad, allowing all NYC through traffic to bypass Rome.
The Vanderbilt interests, having steadily reduced their shareholdings, lost a proxy fight in 1954 to Robert Ralph Young and his Alleghany Corporation. Unable to keep his promises, Young was forced to suspend dividend payments in January 1958 and committed suicide that month.
After his death, Young\'s role in NYC management was assumed by Alfred E. Perlman, who had been working with the NYC under Young since 1954. Although much had been accomplished to streamline NYC operations, in those tough economic times, mergers with other railroads were seen as the only possible road to financial stability. The most likely suitor became the NYC\'s former arch-rival Pennsylvania Railroad.
The New York Central became a fallen flag on February 1, 1968 when it joined with its old enemy, the Pennsylvania Railroad, in the ill-fated merger that produced Penn Central. Slightly over two years later, on June 21, 1970, the Penn Central Transportation Company filed for bankruptcy.
Conrail, officially the Consolidated Rail Corporation, was created by the U.S. Government to salvage Penn Central, and on April 1, 1976, it began operations.
On June 6, 1998, most of Conrail was split between Norfolk Southern and CSX. New York Central Lines LLC was formed as a subsidiary of Conrail, containing the lines to be operated by CSX; this included the old Water Level Route and many other lines of the New York Central, as well as various lines from other companies. CSX also assumed the NYC reporting USE THE \"CONTACT SELLER\" FUNCTION TO CONTACT US AND RESOLVE ANY QUESTIONS BEFORE offerDING INTERNATIONAL SHIPPING AVAILABLE FOR SOME ITEMS VIA USPS PRIORITY MAIL INTERNATIONAL ~ NO FIRST CLASS INTERNATIONAL PARCEL ~ CONTACT US FOR A SHIPPING RATE QUOTE BEFORE offerDING