Correct. The northern terminal of the 3rd Avenue elevated was first at GCD (Depot, not Terminal in those days), and the tracks above 42nd Street became a very short shuttle when the line was extended to the Harlem River and eventually The Bronx, all in the steam era. It was electrified along with the rest of the elevated, and was closed down in connection with the construction of the new Grand Central Terminal. The subway caused it to loose usefulness in any case.
Your question
OK..let's move west....
.....it was a speck on the map but used the Frisco logo...and traffic.
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henry6 OK..let's move west.... .....it was a speck on the map but used the Frisco logo...and traffic.
Henry, are you thinking of the Quanah Acme & Pacific which ran 110 miles from Quanah, where it connected with the Frisco to Floydada, TX?
Mark
Mark...you better be thinking of a good question because you are certainly right!
Henry, in 1950, the QA&P used a quite different herald--but the AT&N's herald had the same outline with different initials. Rember that the AT&N handled the Frisco's freight between Aliceville and Mobile.
Johnny
Deggesty Henry, in 1950, the QA&P used a quite different herald--but the AT&N's herald had the same outline with different initials. Rember that the AT&N handled the Frisco's freight between Aliceville and Mobile.
I remember the QA&P from the early 50's...and that's more than 50 years ago! Time flys. Even when you try to stay on the rails!
henry6 Mark...you better be thinking of a good question because you are certainly right!
This question has to do with the first 0-10-0 locomotive built in the USA. What railroad owned it, who was its builder and for what purpose was it designed and built?
Johnny is absolutely right. The QA&P adopted the Frisco style logo sometime between 1950 and 1954. Prior to that it had been a large letter Q followed by "uanah" with the word "ROUTE" written just below and inside the curved "tail" of the Q. Inside the body of the Q was a drawing of what I believe was the head of an Indian.
Yes..but as far as the question goes...1960 is 50 years ago and so what's the problem? The question fits the parameters...
henry6 Yes..but as far as the question goes...1960 is 50 years ago and so what's the problem? The question fits the parameters...
No problem at all Henry. Your question was definitely appropriate. I was just affirming that Johnny was correct as to the QA&P logo before they adopted the one similar to that of the Frisco.
KCSfan henry6 Mark...you better be thinking of a good question because you are certainly right! This question has to do with the first 0-10-0 locomotive built in the USA. What railroad owned it, who was its builder and for what purpose was it designed and built? Mark
If the usually more reliable souces are right, it was built in 1868 by Ruben Wells, the master mechanic of the Jeffersonville, Madison & Indianapolis, later PRR's Madison Hill line. Built to lift drag freight up the 5.89% Madison Hill. Some sources indicate a date of 1858, but that seems unlikely since even B&O and Reading were having less than stellar success with 0-8-0s then.
Apparently it still exists, at the Indianapolis Children's Museum.
You've nailed it Rob. The engine was named the Reuben Wells after its designer and was built in the JM&I's own Jeffersonville shops. It was a wood burning tank engine and went into service in 1868 replacing the John Brough which was a cog engine. The "hill" from Madison on the Ohio River to North Madison was reputed to be the steepest stretch of standard gauge railroad in the US. and was originally operated as an incline plane.
In 1900, the Soo Line received from Baldwin what was (for a very short time) the world's largest locomotive. What was its wheel arrangements and what were its special characteristics? It spent almost its entire service life in what one service, near where it is displayed today?
2-10-0 Originally numbered 600 later renumbered 950. Worked the iron ore docks at Ashland, WI. Now on display near the old Soo depot in Ashland.
600 also was built with a special configuration normally associated with high-speed passenger engines of the era. What was that?
rcdrye 600 also was built with a special configuration normally associated with high-speed passenger engines of the era. What was that?
From the photo I have seen of it the only unique feature of the 600 was a large headlight mounted on a bracket extending far out in front of the top of the smokebox.
It was built as a Vauclin compund with two high- and two low-pressure cylinders.. Simpled later after the installation of a superheater. Your question next.
While fairly common on many eastern railroads only one southern road owned and operated this type of steam locomotive and that road rostered only one engine of its kind. What type of engine was this, what was its wheel arrangement and what railroad owned it?
Mark...I'm taking a flyer at "part" of this. Only because I own all the Prince books and remember something unique about this particular item.
NC&StL "Camelback"
BUT...arrgh....I don't know the wheel arrangement and I hate to go drag out the book and cheat.
FlyingCrow Mark...I'm taking a flyer at "part" of this. Only because I own all the Prince books and remember something unique about this particular item. NC&StL "Camelback"
Bingo Buck, you've nailed it. The Dixie Line took delivery of a single 2-8-0 Camelback in 1899 which within a few years they rebuilt into a conventional Consolidation. The next question is yours.
I am SLAMMED at work right now...arrrgh....so, I'd be happy to give it up to somebody else for a future draft pick in order to keep things moving along !
I'll give it a try. An easy one. What was the last steam-hauled streamliner put into service, what year, what train car builder, what route, what railroad, what happened to it, what kind of loco pulled it?
This was a complete streamlined train, originally with a round-end obs, too.
NYC Empire State Express 1941 Budd New York-Cleveland. It was inaugurated on Pearl Harbor Day (Dec 7, 1941). J3A hudson, except T-motor between GCT and Harmon and CUT (later P-motor) between Collinswood and Cleveland.
B&O's Cincinnatian -1947 - Cars rebuilt from heavyweights in B&O Mount Clare shops - engines were streamlined P-7 Pacifics - original route was Baltimore-Cincinnati - in 1950 train was rerouted to Detroit-Cincinnati - last run was on April 30, 1971
I think there's one even later. N&W's Powhatan Arrow Norfolk - Cincinnati. Cars by P-S Class J 4-8-4. Inaugurated 1946 with rebuilt heavyweights. Re-equipped 1949 including round-end observations. Some of the "J"'s were built after the train was re-equipped. discontinued 1969.
KCSfan B&O's Cincinnatian -1947 - Cars rebuilt from heavyweights in B&O Mount Clare shops - engines were streamlined P-7 Pacifics - original route was Baltimore-Cincinnati - in 1950 train was rerouted to Detroit-Cincinnati - last run was on April 30, 1971 Mark
I need to correct my prior reply. The first run of the Cincinnatian was on Jan 19,1947. The NC&StL City of Memphis went into service on May 17, 1947 making it the last steam powered streamliner to be placed in service. The streamlined City of Memphis cars were rebuilt from heavyweights in the Dixie Lines own shops. Its observation car was square ended much like the one on the Phoebe Snow. Motive power was a streamlined Pacific. The train ran between Nashville and Memphis. In 1956 the name City of Memphis was dropped but the train continued to run for nearly another decade as No's 5 & 6.
RCDYE IS CORRECT THE POWNATTAN ARROW WAS THE LAST. THE CARS WERE BUILT BY PULLMAN. TWO SETS PLUS SPARES, AND THEY WERE, I BELIEVE THE FIRST LIGHTWEIGHT COACHES AND DINERS THAT THE N&W BOUGHT (LIGHTWEIGHTS SLEEPERS BOUGHT EARLIER WERE PRIMARILY FOR THROUGH SERVICE WITH THE PRR AND SOUTHERN MATCHING THEIR SLEEPERS.)
i BELIEVE THE OBS WERE SOLD, BUT THE COACHES AND DINERS MIGRATED TO THE POKAHUNTIS AND CAVALIER
IT WAS INAUGURATED IN 1949 AND TRAINS RAN AN ARTICLE ON IT IN A 1949 ISSUE, SO THOSE WITH THE CD CAN FILL IN MORE DETAILS.
daveklepper RCDYE IS CORRECT THE POWNATTAN ARROW WAS THE LAST. THE CARS WERE BUILT BY PULLMAN. TWO SETS PLUS SPARES, AND THEY WERE, I BELIEVE THE FIRST LIGHTWEIGHT COACHES AND DINERS THAT THE N&W BOUGHT (LIGHTWEIGHTS SLEEPERS BOUGHT EARLIER WERE PRIMARILY FOR THROUGH SERVICE WITH THE PRR AND SOUTHERN MATCHING THEIR SLEEPERS.) i BELIEVE THE OBS WERE SOLD, BUT THE COACHES AND DINERS MIGRATED TO THE POKAHUNTIS AND CAVALIER IT WAS INAUGURATED IN 1949 AND TRAINS RAN AN ARTICLE ON IT IN A 1949 ISSUE, SO THOSE WITH THE CD CAN FILL IN MORE DETAILS.
I beg to disagree. The Powhatan Arrow was inaugurated on April 19, 1946 with a mix of streamlined and some heavyweight cars headed by a streamlined Class J 4-8-4. The following is a quote from american-rails.com with emphasis added by me.
"The Powhatan Arrow was interestingly one of the very first postwar streamliners to be inaugurated. Although it originally included heavyweight equipment it was entirely re-equipped in 1949 with lightweight, streamlined equipment from Pullman Standard."
A photo of the 1946 Powhatan Arrow can be found on line at http://bramwellwv.com/powhatan.html.
I am happy however to defer the next question to Rob.
Considering I had one wrong answer first... This should be pretty easy...
In the late 1950s these two carriers shared set-out sleeper service between the state's largest city and its capital city. The service alternated every two months between the two carriers. According to the OG, one used a 10 sec 2 cpt 1 DR car, the other a 12 sec 1 DR car. Endpoints, RRs and train names.
How can you call the 1946 Pohattan Arrow a streamliner if it include heavyweiight non-streamlined cars? The 1949 train was an all-new train, as you described. What you are doing would be like claiming the streamlined Super Chief was started when the original heavyweight version was inaugurated.
The re-equipping made it streamlined. The Exposition Flyer had a mix of lightweight and heavyweight cars before the CZ started, but it was not a streamliner. The CZ was. (And since it is my question I think I have a right to this interpretation. Need we take a vote? But comments are useful, and I understand your point even if I disagree with you.)
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