This railroad's passenger trains bounced around Chicago's stations perhaps more than any other, missing only Chicago Union Station. In the early years its trains could be found in Central and later Dearborn, before a cutback druing the depression required passengers to change trains near the city limits. Re-entering by merger after WW II, it was a tenant at yet another station for 20 years before moving with its landlord to its last pre-Amtrak station.
Waiting for RC's or Overmod's next question. Thanks.
As soon as I saw the West Side &Yonkers terminated at 30th St. I thought about Mike's question about Lincoln detraining at 30th St. on the NYC West Side line.
I can't get to NYPL to read the 1870 report, but it occurs to me that the 'Yonkers' might have been reached that way, a bit like a NYW&B in reverse.
The current corridor route was used from Jersey City to Philadelphia (United New Jersey Railroad and Canal Companies). Both today's main line and the Camden & Amboy were part of UNJRR&CC but even then the direct route would have been preferred. The Philadelphia Wilmington & Baltimore (today's Corridor) was used to Baltimore, including a ferry crossing of the Susquehanna River. In Baltimore the car Lincoln was in was drawn through the streets (President St and Pratt St.) by horses from PW&B's President Station to the B&O's Mt. Clare station, today's B&O Museum.
Amtrak's New York Division mileposts are measured from Jersey City. PRR built its Baltimore & Potomac line in 1872. B&O built its line to Philadelphia in the 1880s after PRR got control of the PW&B
Abraham Lincoln used the Hudson River RR terminal on the way to his inauguration, traveling by train from Illinois. He took a ferry across to New Jersey, and someone else can tell me the rail route to Washington. If I recall correctly. there was another change of stationd, either Baltimorer or Philidelphia, with great secrecy observed.
The north terminal of the original Harvey cable elevated was at West 2w9th Street and 9tyh Avenue. The Hudson River vRailroad's southern passenger terminal was the block 29th-30th Streets 11th-12th Avenues. Most arriving passengers probasably wished to go to the then-rxisting business ares, near vthe Broom Street and Greenwich Avenue southern end of the Harvey elevated,
The passernger terminal continued in vuse in NYCentral days until about 1933, with two west-side locals down in the morning and back to Spuytin Dyvil in the evening.
The original Harvey elevated was extended north after conversion to steam and some strengthening and rebuilding.
Do you have a question RC?
The Harvey section was extended a bit north after conversion from cable operation. The Hudson River RR had terminal near the north end. B&O had a freight house nearby served by car floats.
daveklepper... where was the northern terminal of that first elevated? And which steam road's terminal was near at the time?
Good. You got the first part of the answer, and where was the northern terminal of that first elevated? And which steam road's gterninal was near at the time?
That looks remarkably like the first 'elevated-railroad' proposal in New York -- Harvey's -- that unbelievably lightweight system that used a cable looping down through the supports at the end with all the traction machinery under the street.
It made better sense than Ely Beach's idea... but it was no match for the real elevated railroads that came in the 1870s... including the somewhat rickety-looking Phoenix Bridge construction as on Suicide Curve.
That looks remarkably like the first 'elevated-railroad' proposal in New York -- that unbelievably lightweight system that used a cable looping down through the supports at the end with all the traction machinery under the street.
Preceded the London Circle Line and the London District Line. its developed state mostly abandoned pre-WWII, and remnent of its extension in 1957.
Is this the trick question about the London 'circle line', which only during construction had 'two endpoints' -- the two lines building toward these on two different routes, and running a common service afterward...
The destinatin sign simply read "Subway." Used for both West 242 Street & Broadway, reached by Yonkers' 1. 2. & 3 lines. northern terminal of today's 1 subway line, and East 241st Street & White Plains Road/Avenue, southern end of A New Rochelle - Subway Line and northern terminals for today's 2 and Rush-Hour 5 subway lines.
The C streetcar ran through the first destination, the B and W through the second.
Question: When bthe World's first rapid transit line opened in 1869, with only end-pont stations, it had an immediate major source of traffic from a different railroad. Explain, please,
Maybe I should ask questions that don't involve NYCity-area streetcars?
Same destination sign for two locations on Third Avenue Transit streetcars. The basic question is not about subway or elevated trains.
The bonus subway station sign question was answered already, "7th Avenue," C, D, E. 53rd St. Manhattan, and Q, B, Eastern Parkeway, Brooklyn.
Not the Culver, but yes, the IRT was involved. The additional nickle after leaving the streetcar. But the sign didn't say "I.R.T" It simply said.....
Culver Line and 7th Avenue IRT? But that's just obvious.
The two-location but indefinit locati8on sign did accurately tell where they put the additional nickle after having left the streetcar. If they did nlot have thbe nivckle required to complete their journey, they could obtain change there.
The two-location, but indefinit locati8on, did accurately tell where they put the additional nickle after having left the streetcar. n If they did nlot have thbe nivckle required to complete their journey, they could vobtain chane there.
You got the Bonus right, now do the research for vthe main question. Yes, 7th Avenue is the station sign for 53rd Street and 7th Avenue in Masnhattan (B, D, E), and Eastern Parkway asnd 7th Avenue in Brooklyn (B, Q, formerly D, Q, formerly Q, QT, QB, formerly 1).
The sreetcar lines, horsecar, casble, and electric, did vnot use the two end-points vfor operation usingvthec same destination sign. And all used destination signs naming specific locations, which this sign did not (and may still be in use on the replacement buses).
At both locations, there cwas vonly a spring-switch trailing-point crossover, used by the cars with the destination sign from one direction, with other streetcars running through.
7th Avenue streetcar, eh?
How about this?
https://www.boweryboyshistory.com/wp-content/uploads/2015/09/6.jpg
Please stop a useless argument and an swer my question. Most Third Avenue Transit destination signs named specific locations, like 42nd St. & 1si Av. or Gettys Square. The sign for the two locationsc was different, like Weehawken Ferry and Fort Lee Ferry. Like the lkatter two, it referred to what people did after exiting the streetcar. And they paid another nickle.
Overmod CSSHEGEWISCH I'm going to take a pass on both threads. Some of the questions have become so incredibly obscure that much of the fun has gone out of it. I went to hinting rather than answering much of the time because I don't have questions of 'father and daughter train' quality and have to fall back on quiz trickery of the Abraham-Lincoln-at-30th-Street kind. Note how often I have passed the hot potato to anyone that wants it... You, on the other hand, have no such excuse... or are you saying you have nothing but incredibly obscure questions devoid of fun?
CSSHEGEWISCH I'm going to take a pass on both threads. Some of the questions have become so incredibly obscure that much of the fun has gone out of it.
I went to hinting rather than answering much of the time because I don't have questions of 'father and daughter train' quality and have to fall back on quiz trickery of the Abraham-Lincoln-at-30th-Street kind. Note how often I have passed the hot potato to anyone that wants it...
You, on the other hand, have no such excuse... or are you saying you have nothing but incredibly obscure questions devoid of fun?
You obviously haven't taken a good look at my questions. Most of my questions were straightforward enough that they would be answered within a day or two. It's just that the answers to some of the questions posed by others seemed to required almost as much research as a master's thesis.
So, South Shore, answer my question! RC should know the answer.
And 7th Avenue designates two different New York City subway stations. as a bonus. Easy for Broadway Lion.
CSSHEGEWISCHI'm going to take a pass on both threads. Some of the questions have become so incredibly obscure that much of the fun has gone out of it.
OK, here is one where the research for the correct answer is available on one thread on this Forum.
So the SP used "Thev Owl" as the name for two different trains in two entirely different area.
Third Avenue Transit used the same destnation sign reading to refer to two different streetcar-line destinations. Explain.
I'm going to take a pass on both threads. Some of the questions have become so incredibly obscure that much of the fun has gone out of it.
When you get done asking on the other quiz thread... you're up on this one, too.
Close enough. DSS&A (and its Mineral Range RR ) carried Milwaukee's Copper Country Limited as trains 9 and 10 between Champion and Calumet MI. During the steam era power changed at Champion. Milwaukee's E and F units ran through most of the time, but sometimes a pair of DSS&A's boiler-equipped RS-1s were used. After the 1961 Soo Line merger, the DSS&A's RS-1s went south into former Wisconsin Central territory. If Soo power was used, it was a GP9 or an FP7. The Copper Country Ltd lasted until March 1968, making it the last non-caboose passenger service on the Soo Line.
rcdrye Where did the RS-1s come from?
Where did the RS-1s come from?
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