Classic Railroad Quiz (at least 50 years old).

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Posted by Miningman on Friday, April 28, 2017 11:46 AM

Just to backtrack a wee bit as things went kind of fast.

Here is a picture of the original Jubilee F1a. All the original one's with the larger drivers, were scrapped, owing to the often heard excuse/story "I thought the other roundhouse was saving one". 

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Posted by Miningman on Friday, April 28, 2017 9:54 PM

This answers a few questions.

This revealing photograph shows a CPR Jubilee 4-4-4 type with its semi-streamlining removed. 
CLC/Marine Museum of the Great Lakes at Kingston

A modern steam locomotive hauling two ancient wooden passenger cars on a branchline train.
CPR Jubilee 2928 ( #1942 3/38) backs train #637 from Hamilton into Guelph Junction, May 24, 1954.
It will wait for a meet with Montreal-Chicago #21 Chicago Express before continuing on to Goderich. 
J.F.Beveridge/Collection of F.D.Shaw

CPR 2910-2929 Cyl. 16 ½ x 28 Drv. 75" pressure 300 pounds and only 25,900 t.e. weigh only 212 ½ tons in working order and are hand-fired. This single order of 20 small, lightweight locomotives were unique to the CPR where they were used on local passenger and branchline freight trains. #1924-1943 11/37 to 3/38 

These twenty modern, semi-streamlined 4-4-4 Jubilee type engines were hand-fired due to their small size. Designed for light passenger trains and branchline freights they were unique to say the least. No other Canadian and few American railways used this wheel arrangement. 

It was the earlier 3000-3004 with 80" drivers and stokers built 8/36 by MLW that became famous for their record making high speed, 112 ½ mph. Cyl.17 ¼"x28 Drv. 80" 300# 26600 t.e. 231 tons.

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Posted by daveklepper on Saturday, April 29, 2017 3:54 PM

Yes, th eIndiana Railroad had quit lpmg befpre the PCCs were oprdered, but the Daisy Interurban across the bridge ran throuogh WWII and I believe quite between the time the PCCs wsere ordered and when they were delivered.

One of the cities with broad gauge streetcars had a location where electric cars oeprated on three-gauge tracks, broad, narrow, and standard.  Which city?   But electric cars did not operate on all three gauges.  One gauge was steam only.

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Posted by daveklepper on Sunday, April 30, 2017 9:39 AM

I am posting this question a second time because of the long delay in posting it the first time and the possibility the first posting has been lost.

My quesiton is, which of the cities with broad-gauge streetcar systems had a yard where there were three gauges, inlcuding three-gauge track, broad, standard, and narrow, even though only steam operated on the narrow gauge.

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Posted by rcdrye on Monday, May 01, 2017 6:57 AM

Dave Klepper, you are up!

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Posted by rcdrye on Tuesday, May 09, 2017 1:00 PM

Cincinnati.  I know Cincinnati had a broad gauge streetcar system, but standard gauge interurbans also ran there. There was also a narrow gauge steam suburban line (Cincinnati, Georgetown and Portsmouth).  Cincinnati Traction comany's Carrel Street yard was laid with track of all three gauges, as the CG&P was transitioning from narrow to standard gauge.

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Posted by daveklepper on Wednesday, May 10, 2017 4:45 AM

This will be my last posting until (if ever) the Edit Button is restored.  I am 85 years old, have Dislexia, and do not wish to be suprised by making a statement the opposite of what I intended to make!  I need the Edit Button like handicapped and elderly Americans need long-distance train service.

You are entirely correct, described the situation perfectly.

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Posted by CSSHEGEWISCH on Wednesday, May 10, 2017 10:03 AM

TRAINS had a picture of this yard in "Would You Believe It" in an issue in the late 1960's.

The daily commute is part of everyday life but I get two rides a day out of it. Paul
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Posted by NP Eddie on Thursday, May 11, 2017 11:26 AM

Rob and All:

The following is from Dave Klepper: "his Cincinnati answer is 100% correct".

Dave is have trouble with computer access to "Classic Trains".

Ed Burns

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Posted by narig01 on Friday, May 12, 2017 3:16 AM

rcdrye

Dave Klepper, you are up!

 

Mr Klepper is having problems, and emailed me.

Klepper David-Lloyd

to me, enburns@comcast.net

2 days agoDetails

Thanks.     Do me a favor and on the Classic Trains Forum let "rc" know that his Cincinnati answer is 100% correct.

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Posted by rcdrye on Friday, May 12, 2017 7:03 AM

Thank you, Dave.  I hope you get your access problems cleared up.  As much as I like posting questions I really like digging to find answers to the questions posted.

Like the more famous Sacramento Northern out west, this interurban had 600 and 1200 volt divisions as the result of an early merger (unlike SN, there was no through operation).  It was more successful as a freight carrier than a passenger carrier, became an important diesel operated switching line owned by two connecting railroads, and is still active today.

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Posted by NP Eddie on Sunday, May 14, 2017 12:56 PM

Rob and All:

The following is from Dave Klepper: " ....the freight swiching railroad is the Piedmont and Northern. And the reason there ws no thru service is that there was a gap between the two divisions requiring of the Southern Railroad between them."

Ed Burns

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Posted by rcdrye on Sunday, May 14, 2017 3:15 PM

Not the P&N (1500V on both divisions anyway).  This railroad's two divisions connected.  1200V cars operated on half voltage in the middle city, with no through cars.  The successor line painted its locomotives in a scheme that included the colors of two of the owners.

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Posted by rcdrye on Monday, May 15, 2017 6:49 AM

I need to correct the description of the part that bacame the switching road.  The switching road bought the line from the interurban's receivers.  The switching line also owned the (steam railroad) Union Station in the city that marked the boundary between the 600 and 1200v divisions

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Posted by CSSHEGEWISCH on Tuesday, May 16, 2017 10:07 AM

I would think that the interurban was Terre Haute, Indianapolis & Eastern and the switching road was picked up by Indianapolis Union Ry.

The daily commute is part of everyday life but I get two rides a day out of it. Paul
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Posted by rcdrye on Tuesday, May 16, 2017 12:23 PM

THI&E was all 600V.  Successor Indiana RR did have a 1200V section on the former Interstate Public Service line to Louisville, but IRR's 1200V equipment worked at 600 or 1200.  The line I'm looking for was in an area where steam road interchange with interurbans was more common.  The middle city on the line's streetcar company was named for a well-known group of small cities, but the streetcar company's name counted one less than the more commonly known number.

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Posted by rcdrye on Tuesday, May 23, 2017 9:43 AM

Based on no response in 6 days, I'm replacing the question.  I was looking for the Clinton Davenport and Muscatine, which rand between its namesake cities, 600V above Davenport, 1200V below.  Part of the line went to the CB&Q/MILW controlled Davenport Rock Island and Northwestern, whcih also controlled Davenport's Union Station, used most heavily used by non-owner CRI&P.  The CD&M used the Tri-Cities Railway in Davenport, ironic since Davenport is part of the Quad Cities (Davenport and Bettendorf IA, Moline and Rock Island IL).

The new question:

This railroad, which had a well known fleet in the New York Harbor, had a smaller one in another major city, the only one of its kind in that city.  The fleet was in service from the teens to the mid-thirties, with almost all of the equipment heading to New York Harbor after the operation shut down.

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Posted by CSSHEGEWISCH on Tuesday, May 23, 2017 10:12 AM

That would be the Erie, which had a carfloat operation on the Chicago River, allowing it to serve the North Side.

The daily commute is part of everyday life but I get two rides a day out of it. Paul
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Posted by rcdrye on Tuesday, May 23, 2017 12:19 PM

Two tugs and three two track floats made up Erie's Chicago fleet.  Original float bridge at 18th street, the operation started with two New York-sytle "station floats" with center unloading platforms.  Float station was at Erie and Kingsbury near Montgomery Ward's huge warehouse, with a later float station at Webster Avenue, both on the North Branch of the Chicago River.  Both sites later got float bridges serving small yard and team track areas, and could handle both carload and LCL traffic.  Before 1915, the floats were also used to tend Erie's lake boats.  The yards were handled by 23-ton Baldwin gasoline locomotives.

Dropped by USRA in 1918, Erie restarted it in 1923, adding float-only service to Navy Pier in 1924.  Fairly successful until the depression, the service ended in 1936, lasting through the straightening of the Chicago River.  Both tugs were sent to New York, one lasting into the Erie Lackawanna era.

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