do you need more time or should i withdraw the question and ask another?
What in the world made me write "whole fleet." I did know that a large number, about ten, went to Crandic. But there were more than "several" of the C&LE cars sold to LVT, I would guess about 20. At least I think I remember riding 1018. Also, I may have erred in that the P&W cars may have been built before the C&LE lightweights, not after, and the test of the C&LE car was to demonstrate capabilities before the track rehabilitation on the C&LE allowed high-speed operation there. The entire C&LE lightweight fleet was sold, as opposed to the Indiana RR where only 2 out of about 32 were sold. Yet the IR cars were superior in certain respects, although slightly heavier. The C&LE cars came on the market first.
My question: (1) In the NY subway system, what route designation, number or letter, has had the most route changes of any, Simple extensions don't count. (2) What specific station has had the most changes in which route(s) served it? This should be a snap for someone with a map NY subway map collection,
C&LE 127 made three trips on P&W in 1930, one with prototype Brill "Bullet" trucks. It later returned as Lehigh Valley Transit 1003, entering the Strafford line on one trip but not going all the way to Strafford. C&LE and P&W were both controlled by Dr. Thomas Conway, who was also interested in other "high speed" properties like the Chicago Aurora & Elgin. Dr Conway engineered the sale of several the "Red Devils" to LVT before C&LE's final abandonment in 1939. Others of the C&LE cars went to the Cedar Rapids and Iowa City, with LVT and CRANDIC also acquiring one Indiana RR "High Speed" each, in each case as a replacement car for a former C&LE car. Conway's designs for the Bullet led to the trademark P&W design.
The test car was a Cincinnati and Lake Erie "red devil" high speed on the Philadelphia and Western between 69th St. Upper Darby, Philadelphia and Norristown. (I believe it never ran to Stratford). I cannot supply the car number at the moment. It returned for regular operation 1938 - 1949 as a Liberty Bell Limited car on the Lehigh Valley Transit's through run from 69th to Allentown, with the whole fleet sold to the LVT. Conway was the man, but I have been blocked on his first name. (Arthur?)
The evaluation of the C&LE car resulted in the development of the Philadelphia and Western "Bullets."
Since this has been sitting there for a while and Ed is up on the other thread...
On this line known for high-speed operations a borrowed high-speed car made several trips onthe property in 1930, only to reappear for a much longer period as a trackage rights tenant after 1938.
Owners of the car in 1930 and 1938, and the trackage rights landlord get you the next question. Cars' numbers in 1930 and 1938 get you respect for meticulous research. The name of the man involved at all phases gets I don't know what.
rcdrye NP Eddie I believe they were 900 HP each for a total of 1800 HP. They were built in 1935. The locomotives could be used as a pair or individually. Ed Burns Both 511 and 512 had two 12 cylinder 201-A engines for a total of 1800 HP per unit, 3600 for the pair. Santa Fe 1 and 1A, the Super Chief units, were mechanically identical, as was B&O (later Alton) 50.See the recent Classic Trains issue on E Units for more details.
NP Eddie I believe they were 900 HP each for a total of 1800 HP. They were built in 1935. The locomotives could be used as a pair or individually. Ed Burns
I believe they were 900 HP each for a total of 1800 HP. They were built in 1935. The locomotives could be used as a pair or individually.
Ed Burns
Both 511 and 512 had two 12 cylinder 201-A engines for a total of 1800 HP per unit, 3600 for the pair. Santa Fe 1 and 1A, the Super Chief units, were mechanically identical, as was B&O (later Alton) 50.See the recent Classic Trains issue on E Units for more details.
I rechecked my source (Railroad History The Diesel Revolution published by the Railway & Locomotive Historical Society) and found that I was mistaken when I originally read it. It actually states, "... No's. 511-512 contained four diesels laid out in two boxcar configurations. Each diesel had eight (rather than six) cylinders totaling 900hp ..." Eddie and Rob, you are both correct, 1800 was the horsepower of each unit giving the combined pair a total of 3600-hp.
Mark
Again I am honored!
These questions are about the Burlington Northern Railroad diesel locomotive roster. My main source is Del Grosso's "Burlington Northern Railroad Locomotives 1970-1996" and personal observations at Northtown.
1. What was the lowest numbered BN locomotive and what was the highest numbered BN locomotive?
2, A total of 10 road units and one switcher were wreck rebuilds without a cab. What were their numbers as rebuilt?
3. Two General Electric switcher demonstrators were loaned to the BN in the 1980's. I saw them at Northtown Diesel shop. What were their BN numbers?
Happily retired NP-BN-BNSF
Absolutely right! The units were road tested in the winter of 1935-36. The next question is yours Ed.
NP Eddie KCS Fan: Are you looking for EMD 511 and 512? Both were 1800HP units. Ed Burns
KCS Fan:
Are you looking for EMD 511 and 512? Both were 1800HP units.
Yes, EMD 511 & 512 are the right numbers but 1800 was not the horsepower of each unit. I'm also looking for the year they started their road trials.
The first non-articulated diesel electric passenger locomotive in the US was a two unit demonstrator built by EMD. What were the numbers and horsepower of each of these two units and in what year were they debuted in road tests on various eastern railroads?
That's the last one. Dallas/Ft Worth handled by the El Paso car.
rcdrye Got all the destinations. Missing one car and route.
Got all the destinations. Missing one car and route.
NY - San Antonio MoPac/T&P Texas Eagle
NY - San Antonio Frisco/Katy Texas Special
NY - El Paso MoPac/T&P Texas Eagle
NY - Houston MoPac/T&P Texas Eagle
Washington - Houston MoPac/T&P Texas Eagle
rcdryeI'll post a new question tomorrow morning.
Oh all right... tomorrow night...
In 1953 PRR's Penn Texas carried cars between New York and three Texas cities connecting to two different railroads at St. Louis, plus a Washington sleeper to one city. Name the cities and railroads, including the final carrier for one of the trains.
In the 1920s CRT did quite a bit of work for the North Shore at the Skokie Shops, especially painting and interior work. The practice pretty much ended with the collapse of the Insull empire.
I'll post a new question tomorrow morning.
rcdyre gets it! Dave, I'd love to here your story, though. Will you post about your experience? I've started a thread at http://cs.trains.com/trn/f/742/t/232381.aspx.
average life, depends on the period you are talking about. original Gibbs cars 1904 - 1949. original BMT steels 1915 1967
But R44's, except for STaten Island 1978 -2006
I would estimate 35 years, which is typical for rapid transit and commuter equipment in North America, light rail also.
The R-32's were the first mass-produced stainless-steel rapid transit cars in North America
The heaviest rebuilding and overhauling of New York's subway equipment occurs at the ex-BMT Coney Island Shops. The IND facility north of the 207th St. A terminal is newer, but the BMT shops were modernized and are larger and easier to switch. The major IRT shops for repair and overhaul no longer exist, and were where the "Lenox Terminal" of the 3 line was. 207th St. did the preparation for 'reefing' of scrapped cars, however.
Skokie shops along the Skokie Swift ex-North Shore line was CRT's overhaul shop and remains that for CTA today. But North Shore never used it. Its shop was at Highland Park on the Shore line.
Dave:
What is the average service life of either an NYC or CTA subway car?
Which shop in New York City or Chicago does major work on those cars (wreck damaged or other)?
correct. You got there before me. rode the demonstration train GCT - Harmon
Budd R-32s
Nope, the R36s were placed in service in late July, and were retired in the early 2000s.
These cars are still in service!
IRT R-36 series
Bit of a fun one skirting the rules:
These NYC Subway cars celebrate their 50th birthday tomorrow, being unveiled to the public on September 9th.
Good kickstart question and answer. On with the thread!
EMD RS1325,
C&IM.
By this time, there really wasn't a market for new switchers. IIRC, they were intended to get a taller nose, sort of like the NW5, if they had a steam generator. As the two lacked it, they got the standard GP/SD hood.
My oops in not posting a question.
At the end of the 1950s EMD offered a switcher variant designed to replace steam switch engines still in use at passenger stations. Only two were built, neither for passenger terminal service. Name the purchaser and the model.
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