Ed: It's your question to ask!
ALL:
The Great Northern purchased three switch engines from EMD that were built in Canada. What were their numbers, model numbers, and why where they purchased?
Happy hunting!
Ed Burns
SW9's 14, 15 and 16 were built by GMD London. I am guessing they were bought for the Vancouver, BC terminal, the Manitoba line had a Geep IIRC.
Greetings from Alberta
-an Articulate Malcontent
Above picture: Great Northern switching in Vancouver.
Photograph depicts the Great Northern Railway station in main street Vancouver. Image captured looking west with the CNR trackage to the left. Lifted track in the foreground used to be depot track. Visible are switchers and a sand car found behind them.
SD70Dude:
You are correct and get the next question. As information, the GN paid duty on about six or eight road switchers and three cabooses in order to run between Seattle and Vancouver, BC. Also I saw the BNML 2 in the Northtown Diesel Shop when I worked in the Material Department. Was BNML 2 also built in Canada as I don't what the "IIRC" stands for? My guess is that the Diesel Shop in Grand Forks ND was downgraded to running repairs and all heavy repairs were sent to Northtown.
Ed,
IIRC = if I recall correctly, I was in a hurry typing on my phone. GP9 #2 (later BNSF 1685) was indeed built in London as well. It is still around, having been donated to the Prairie Dog Central in 2010:
https://www.winnipegfreepress.com/our-communities/headliner/The-Prairie-Dogs-newest-member-99333819.html
Ya gotta luv happy endings.
Even for diesels!
Now for an easy question, and it is hard to believe this is over 50 years ago now.
When GO Transit first started service what two models of motive power did they use? A hint, both were unique to GO.
GP40TC and those Hawker Siddeley diesel railcars (D700 to D708).
Honorable mention to the ex-Ontario Northern FP7s.
It was the Hawker Siddeley passenger consists that really defined GO for me, as both the original sets and the bilevels showed world class design and construction... a bit like a rail A.V.Roe. I still miss them as a company.
Overmod GP40TC and those Hawker Siddeley diesel railcars (D700 to D708).
That's what I was looking for. To you, Overmod.
The DMUs were powered by Rolls-Royce engines, which turned out to be quite unreliable. They ended up being de-powered and converted into cab cars.
The GP40TC's were of course sold to Amtrak, who later had them rebuilt into GP38H-3's. They are still running today, mainly in yard and work service but occasionally pinch-hit on passenger trains.
The GP40TC's were also the only units to wear GO's original black-based livery, which I quite prefer to the plain green & white. Hides dirt better too. I will have to look up some photos tomorrow.
Not such a happy ending for the AVRO Arrow.
Still stings.
We need another Laurier. Fat chance.
We are "peoplekind" and dressing like a Bollywood bride!
The Beaver is back at least.
Overmod both the original sets and the bilevels showed world class design and construction... a bit like a rail A.V.Roe.
both the original sets and the bilevels showed world class design and construction... a bit like a rail A.V.Roe.
One could say they flew down the rails like an Arrow!
EDIT: Miningman beat me to that reference.
SD70DudeThe GP40TC's were also the only units to wear GO's original black-based livery, which I quite prefer to the plain green & white.
Here is a demo of the 'dirty' appearance (with green and white for partial comparison)
I've never considered the "unintended technology risk to the Soviet Bloc ". We were, back then, pretty fierce Commie fighters, nothing got by the RCMP Secret Service Division ( before CSIS)...had it made it to the Trudeau years then all bets are off.
Pierre would probably give Castro half a dozen of them as a birthday gift.
Overmod SD70Dude The GP40TC's were also the only units to wear GO's original black-based livery, which I quite prefer to the plain green & white. Here is a demo of the 'dirty' appearance (with green and white for partial comparison) https://goo.gl/images/TVtCBV
SD70Dude The GP40TC's were also the only units to wear GO's original black-based livery, which I quite prefer to the plain green & white.
Ugh, needs a bath! But think how much more dirt/soot/oil is obscured by the black background. I prefer to think of them like this:
https://transit.toronto.on.ca/photos/images/go-602-pickering-1967.jpg
http://www.railpictures.ca/?attachment_id=32627
The green & white units could look pretty bad too if not washed or maintained:
http://3.bp.blogspot.com/-J4LH9MEEFRE/TvziRYeG-7I/AAAAAAAAEx8/vJ2ZdNSZy9o/s1600/bloggo2.jpg
Same for Amtrak silver:
http://donsdepot.donrossgroup.net/dr0604/amt193.jpg
I have never liked white paint on vehicles of any kind, just too much of a pain to keep clean. GO seems to wash their equipment regularly now, there are not many pictures of filthy equipment.
Here's a simple one:
How'd they get this to work in this particular location?
Explanation, place, year, and circumstances please.
It's right in the article the photo was in - Reading built a 2 1/2 ton replica of Reading 134 on two Ford Chassis in their Camden shop. You can see the float structure behind the drivers. 1925 Atlantic City Parade - won first prize! It was Reading's answer to PRR's win the previous year with a scale model of the Delair bridge. Both PRR and Reading were represented in Atlantic City by subsidiaries - PRR's West Jersey and Shore, and Reading's Atlantic City Railway. Both became part of the Pennsylvania-Reading Seashore Lines in the 1930s.
I tried dereferencing the article from the link, but on an iPhone the forum software made that impossible. It did seem interesting, though: those were still the years that competition between the Reading and PRR was still strong (and that some of the fastest trains in the world were being run as part of that) and this shows in part the strength of the rivalry at that time.
So - moving from rivalry to cooperation: Of the five state capital Interurban Union Stations, which one was the last to service interurbans?
Salt Lake City
I'm going to take them out of the list one by one. The easternmost one that was known as Interurban Union Station was in Columbus Ohio, where its standard gauge tracks were reached over three-rail segments of the broad-gauge Columbus streetcar system. It went with the near-simultaneous failure of the last of the Ohio interurbans in 1938. That leaves four, all in state capitals, all known as Interurban Union Station except one, which was known as the Traction Terminal.
Salt LakeCity was used by Bamberger to Ogden. I realize the line west to the lake did not use it.
So it is Ogden, Utah, which was used both by Bamberger and the line north to Preston, which may also have operated through WWII, but did quit much sooner than BAmberger. So, it is Ogden.
Indianapolis quit when the last Inidana Railroad operations under that name went bus, because the power company franchise run to Seymore, than ended in a tragedy, did not use the Terminal, and it stopped before WWII. Detroit ended in the 1930's Cleveland did not have an |Interurban Union; there the interurbans shared the Public Square loops (four) with the local streetcars, except of course for Shaker Heights, which was inside and under the Terminal. Dayton quit before Indianapolis when Indiana pulled out. Louisville quit when the Daisey line pulled out, after WWII but before Ogden. Indiana had left earlier, 1939 or 1940.
Oh, yes, Sacramento lost its interurban passenger service on both the Central California Traction and Sacramento Northern before WWII, althogh both continued to provide local streetcar service toward the end of WWII, and electric freight service sometime after.
Ogden was wasn't the state capital.
You were correct with your initial guess of Salt Lake City. Bamberger used the Interurban Union Station there until rail ops ended in 1949. The Salt Lake Garfield and Western was listed in early 1948 as "Service to resume May 1948" but that didn't happen.
IRR ended operations in January 1941, the PSC of I runs to Seymour on the former IRR Louisville line that ran about another 8 months ran from a different spot. Traction Terminal remained as a bus station until the 1980s.
Sacramento's relatively new Union Station lost service in 1940.
Des Moines Iowa had interurban service until 1954, but the last carrier, Fort Dodge, Des Moines and Southern, cut back its entry to downtown to the outskirts in 1938. Having to cross 13 railroad tracks on the way into town may have had something to do with it. The other Des Moines interurbans were gone before WWII.
Hmm. Do I get to answer the nex question? Waerloo Ceder Falls and Northern also cut back from the Ceder Rapids interurban station to a converted residence on the north side of Ceder Rapids. This may have happened earlier than the Crandic cutack, probably when the streetcar ssytem went bus and WCF&N would have had to assume full costs for maintaing the streetcar tracks involved in reaching the station.
Yes, but Des Moines was Iowa's state capital (still is...)
You get the next question.
Around 1949, perhaps a year or two earlier, the joint operation of the Astoria and Flushing lines by both the BMT and IRT, then both parts of the New York City Transit Authority's rapid-transit system, ended, with the BMT running to Astoria with 10-foot wide cars, no change at Queensboro Plaza anymiore, and IRT with its 8+-wide cars to Flushing. This made the BMT Q-Types redundant in Queens, and they replaced the composit cars in Third Avenue Elevated rush-hour Though-Express service. But the Q-Types trucks were replaced by trucks fromt he composite cars. Question one, why? Two: What sas the effect on perormance?
When the Manhattan portion of the Thrid Avenue Elevated was abandpned, everything below 149th Street, and pre-WWII subway cars took over the remaining Bronx portion, the cars were shifted to replace the last open-platform gate-cars on the system, on the Myrtle Avenue elevated. They had to visit Coney Island shops and have their roofs lowered before this assignement. Why?
Do I ever need the edit button! No answer to all three so far? If you know the answer to one of the three, go ahead and be the winner, and I will fill in with the other two reasons.
Weren't the Qs retrucked because of loaded weight limits on the outer tracks? With these things already in motor-trailer-motor triplets I can imagine more leisurely acceleration at full load. We could test this as I believe the Qs in preservation kept the 1950 trucks...
Roofs reduced to fit through the tunnel to the Coney Island shops.
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