Classic Railroad Quiz (at least 50 years old).

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Posted by rcdrye on Tuesday, September 12, 2017 9:53 AM

Pacific Electric is one of the two.

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Posted by CSSHEGEWISCH on Tuesday, September 12, 2017 10:21 AM

Pacific Electric is well known, I believe that Bamberger (with the re-powered RS1) is the other.

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, September 12, 2017 11:19 AM

Bamberger 570 was an RS1 later re-engined with an EMD 567B engine and an SW7 hood.  Union Pacific bought the railroad and renumbered 570 to 1270.

Bamberger 570

The poles were removed before UP bought the railroad and repainted the engine.

You guys flip a coin for the next question.

 

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Posted by daveklepper on Tuesday, September 12, 2017 1:19 PM

Happy to give it to CSS&SB.  Certain he knew about PE, and I was pretty dumb for not remembering Bamberger.

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Posted by daveklepper on Friday, September 15, 2017 12:48 AM

Waiting for the question.   Or do you wish to had it back to me?

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Posted by CSSHEGEWISCH on Friday, September 15, 2017 10:11 AM

Take it away, Dave. 

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 daveklepper on Saturday, September 16, 2017 2:47 PM

This interurban diesalized and went freight-only.  It was asked by the Government to restore passenger service during WWII and bought one or two second-hand gas or diesel-electric cars and began a one-trip-iinbound each morning, oe-trip outbound each evening commuter service.  It did not serve directly city or business district where most commutors worked, and they changed to and from another rail line for the complete trip each way.  Even in the electric passenger service days, as far as know there was never through service.  Portions of the line's tracks may remian, but the line itself has been abandoned.  Passenger service was discontinued shortly after the war ended and gas rationing ended.   Name it.

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Posted by daveklepper on Tuesday, September 19, 2017 11:33 AM

In its interurban days, the interurban cars did not provide through service to downtown where the commuters worked, but required them to change to a local streetcar run by a different company to complete the journey into the city proper.  Another interurban did reach the center of the city, and if the interurban I am looking for had had track connection at the connecting point (unsure if there ever was one) and equipment like this othe interurban, with a special facility at the connecditon point, they could have provided service.   But their own equipment lacked a necessary attachment.

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Posted by rcdrye on Tuesday, September 19, 2017 1:05 PM

Washington and Old Dominion?  W&OD cars ran to Rosslyn VA where passengers transferred to conduit-plow-equipped DC Transit equipment. 

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Posted by daveklepper on Tuesday, September 19, 2017 1:38 PM

Correct.  Your question.

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Posted by daveklepper on Wednesday, September 20, 2017 12:10 AM

rc:   You might also want to describe the other interurban, the one that did enter the downtown Washington area and how it did it.

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Posted by rcdrye on Wednesday, September 20, 2017 6:50 AM

The Washington Baltimore and Annapolis began running cars on D.C. streetcar tracks in 1910, after converting from AC to DC on its mainline (The AC cars were too heavy for the conduit track construction).  "Plows" were hung off truck-mounted hangers under the car for conduit operation.  The plows were added and removed at a pit near 15th and H street on the northeast side.  Initially, trains changed ends in the middle of the street near the Treasury Building, but later an off-street station was built between 12th and 13th NW.  WB&A rented the plows from WRy&E, later Capital Transit.  The Washington-Virginia Railway also used some conduit trackage.

 

New question:

This sprawling privately owned city sytem got its start in the cable era.  It remained privately held, competing and cooperating with a city-owned system until bought out by a city bond issue during World War II.  Some of the system remains in operation. 

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Posted by daveklepper on Wednesday, September 20, 2017 9:28 AM

Market Street Railway.   The Heritage route F cars use what were the inner, or Market STreet Railway, tracks on Market Street.  The outer tracks of the four-track installation on Market Street were the MUNI trscks.   The conversion from cable to trolley-wire electric operation occurred with the restorationi of service after the famous fire of 1906.  The Embarkadaro surface tracks are ex-freight railroad.   Not sure about Third Street, was it MUNI or Market St. Ry?  The subway of course is new, and the lines feeding it, J. L, M, and N, were always MUNI, except that I think is a place on the J where, for a short distance, the tracks were shared with Market Street Ry.

Some cable operation did continue after the fire, but not on Market Street, and some feeder lines were electric before the fire.

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Posted by rcdrye on Wednesday, September 20, 2017 9:49 AM

The inner tracks on Market became the main ones after the Muni acquisition, and the former Muni ones were removed as the number of lines that shared them decreased.  The other stuff still in use by MUNI includes the site of the Geneva Division carbarn at San Jose Avenue (J,L,M) and the cable lines on Powell, Washington,  Jackson (both truncated to Hyde) and Mason/Sacramento/Taylor.  Third street was Market Street Railway, but since the line was abandoned before the MUNI acquisition, it doesn't really count.  A small amount of track near the west portal of the Sunset tunnel was also jointly operated at one time.

The company was managed for many years by Byllesby, which also managed lines near Pittsburgh PA.

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Posted by daveklepper on Sunday, September 24, 2017 2:46 AM

You and I both forgot the K, Ingleside.

My question, the fully streamlined North Coast Limited and off-season Mainstreater carried the NP's two-paint job, including the cars owned by the CB&Q and the SP&S.  But after a while there was always one passenger-carrying car that did not have this paint scheme, and often it was actually owned by the NP.

What kind of car was it.  Define its appearance,  Who built it.  In addition to the NP, what other railroad's(s') tracks did it role over and on what other train(s) with endpoints and junction.  And in addition to all that, there was another railroad whose passenger equipment locked couplers with these cars, even though these cars never were in a train run by that raiload.  This additional equipment was desdheading, but occasionally could be used for overflow seating.  Please do your best to get all the answers before posting.

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Posted by NP Eddie on Sunday, September 24, 2017 1:30 PM

You are looking for "Slumbercoaches". The NP and CBQ cars were in a pool between the NCL and Denver Zephyr. "Car Names Numbers and Consists" describes that pool. The NP eventually purchased MP, NYC, and B&O (except one car) cars. "Car Names Number and Consists" states that the CBQ purchased two of the NP cars to equalize mileage. The DZ's Colorado Springs equipment was forward on a DRGW train to Colorado Springs. The exterior was unpainted stainless steel.

Ed Burns

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Posted by daveklepper on Sunday, September 24, 2017 2:34 PM

You are correct, but:

Between Denver and Colorado Springs the tracks of still another railroad were used in one direction.  Which railroad?  And the D&RGW train Scenic Limited or Royal Gorge) was in part a joint operation with that railroad for connection to one of its trains, where?  And which railroad's cars would once in while be coupled behind the slumbercoach for a non-revenue ferry move, with the option of a car being used for overflow if necessary to just provide some passengers with place to sit?  (Very rare. But happened at least once.)

Look forward to your providing the answers and asking the next question.

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Posted by NP Eddie on Sunday, September 24, 2017 2:58 PM

Dave:

Page 226 of "Car Names Numbers and Consists" states that four cars from the DZ were given to the DRGW for forwarding to Colorado Springs on their Royal Gorge train. I don't know which railroad deadheaded Slumbercoaches.

This railroad, no longer in existence, had a day train between Fargo and Winnipeg. The railroad in question was able to remove that train two states, but failed to notify a provincial government of that desire. Name the two states and that province along with the railroad.  What happened to the train during this time of uncertainty.

Ed Burns

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Posted by rcdrye on Sunday, September 24, 2017 5:07 PM

The Denver Zephyr operation to Colorado Springs used AT&SF track in one direction.  AT&SF cars were never involved in the train's actual operation, but an AT&SF switcher may have moved the cars from the D&RGW station, where the westbound train arrived, to the AT&SF station where the cars were added to the eastbound Royal Gorge.  The AT&SF and Colorado and Southern operated the line between Pueblo and Denver together, also including the D&RGW in the Joint Line's operation.  AT&SF and C&S had switchers supplied by each company to the pool painted with both companies' initials.

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Posted by daveklepper on Monday, September 25, 2017 3:39 AM

In at least one direction, northbound, the AT&SF cars from Raton were addded at Pueblo to the Scenic Limited or Royal Gorge (at one time or another either name was used), and the DZ slumbercoach added at Colorado Springs.  May not have happened southbound; perhaps the (MP-D&RGW Colorado Eagle was used.  As far as I know, for many years the AT&SF did not have a separate train between between Pueblo and Denver, but added its cars to a D&RGW train.

But when the slumbercoach of NP or CB&Q ownership was tacked on the D&RGW train at Colorado Springs, on a few occasions of the year a car or two of still another railroad was tacked on with it.  Which railroad and why?  (Ed, these were not slumbercoaches, just usually a coach or two and a sleeper, deadheading.)  And it could also happen in reverse southbound.

Regarding your question, and from an NP man, of course, the NP was the railroad, which ran a day train between Fargo and Winnipeg. Possibly this is where the NP's RDC was used?  The two states are North Dakota and Minnesota, because the NP line does jog slightly east into Minnesota on its way north to the Canadian Boarder, or one can say that the border between the states jogs slightly to the west.  Winnepeg is in Manitoba, so that is the Canadian province involved.  For a short while the train ran rather uselessly between Winnipeg and somewhere close to the Candadian - USA boarder, possibly Emerson?  No attention was paid to making any connection for passengers on this shortened run to the NP main via a bus.  The GN's overnight train continued several years more, but dropped its sleeper before dicontiniuing altogether.  I rode the GN train, but never the NP one between Winnapeg and the USA.

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Posted by NP Eddie on Monday, September 25, 2017 12:03 PM

Dave:

You are correct! Before its removal, the train was a "stub" between Winnipeg and Pembina, ND. I don't know it the single car RDC was turned at Pembina or the engineer just switched ends. The NPRHS has employee timetables. One subdivision on the St. Paul Division has the operation noted. The RDC spent abouot 30 minutes in Pembina before returning to Winnipeg.

Next question to you.

Ed Burns

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