Classic Train Questions Part Deux (50 Years or Older)

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Posted by daveklepper on Tuesday, December 3, 2019 8:13 AM

Correct, except that "extension routes from the Shaker...." (Shaker mostly mu PCC operated) should be intended for the east-west rapid transit lines operated similarly to Shaker Rapid Transit and including some rapid-transot-surface operation with some surface lines reaching dowtown via the rapid transit line.  The mu operation was never implemented because the east-west rapid transit line was built as a high-floor high-platform quasi-heavy rapid transit line instead.  But it does share some track with Shaker, and East 55th has both low platorms for Shaker and high for the "Rapid."   The MU operation in Toronto was a success, as it was on Shaker, Boston, and Pac.El., and was a stopgap until the Bloor-Danforth subway was build, just as much earlier Peter Witts with trailers were a stopgap until the Yong St. Subway, Toronto's 1st, was opened.

I cannot agree that trailer and/or mu operation does not increase capacity.  But often it does not increase capacity enough to rule-out real rapid transit and a dedicated RoW (and the gigantic expense of the needed construction!)..

Most modern light rail operations have some mu operation, and most try for as much dedicated RoW as psosible.

Your question, please.

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Posted by rcdrye on Thursday, December 5, 2019 5:57 AM

Before UP's "City" trains moved from C&NW to Milwakee Road in 1955, only two of the through sleeping car routes between the east and west coast via Chicago used the same Chicago station for arrival and departure.  Name the railroad pairs.  One of the routes was among the first discontinued not long after the UP move.

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Posted by Deggesty on Thursday, December 5, 2019 10:06 AM

rcdrye

Before UP's "City" trains moved from C&NW to Milwakee Road in 1955, only two of the through sleeping car routes between the east and west coast via Chicago used the same Chicago station for arrival and departure.  Name the railroad pairs.  One of the routes was among the first discontinued not long after the UP move.

 

One was PRR-CB&Q; the other one was, I believe, NYC-CR&P.

Johnny

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Posted by rcdrye on Thursday, December 5, 2019 12:17 PM

Got them both. The NYC <-> Golden State cars were initially handled in the Chicagoan westbound and the Commodore Vanderbilt eastbound.The Broadway/CZ car lasted until 1958.

The other "coast-to-coast" route ran through New Orleans, where the "in" and "out" stations were a mile and a half apart, so different cars were used for each segment, with luggage transfer handled by a special representative.

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Posted by Deggesty on Thursday, December 5, 2019 1:42 PM

The way I read the question, Chicago was the only intercahnge point. In the sixties, through New York-Los Angeles service through New Orleans was begun, using, of course, the NOUPT station in New Orleans. I took advantage of this service in 1968, riding in an SP car from Houston to Tuscaloosa. In 1980, I rode from New Orleans to Los Angeles in a Southern car that was in this service.

New question: The Southern Railway System had many miles of road with ATS, and almost all of the lines with ATS were connected at various points. But--there was a 40.3 mile section that was not connected to any other Southern ATS equipped section. Where was this section, and why was ATS installed there?

In 1966, the maximum speed allowed on this line was 45 mph.

Johnny

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