Shot in the dark wild gues . Was the other end Narragansett, RI?
I may be a little out of touch on this. I was thinking of the Narragansett Pier RR. It's southern connections being the various ferry's to Block Island, Newport, & (I think) Greenport.
I'm doing this from a memory of having read the connections there.
Thx for patience with someone who is only old enough to have read about this(born 1959)
Thx IGN
Aside from the Warwick Railroad, a small industrial switching railroad, only the NYNH&H served Providence, no other class I in that period.
At the time the remainder of the Bar Harbor express was discontiniued, the State of Maine overnight train between NYGCT and Portland, with through sleepers to Bangor and Concord NH, was still being operated over the line between Providence and Worcester, and was in operation all during all periods mentioned in my question. There is a relation to the route in my question, however, but it is not at all the service you mentioned. It was a service started by Dumaine and later terminated by McGinnis or Alpert. It served on-line communities as well as end points and provided good connections at its southern terminous.
I think you are talking about the remnants of the Bar Harbor Express in and out of Worchester, MA to Providence and NY. B&M and MEC offered the connection to Portland and Bar Harbor. P&W was the actual RR leased by the NH, too.
RIDEWITHMEHENRY is the name for our almost monthly day of riding trains and transit in either the NYCity or Philadelphia areas including all commuter lines, Amtrak, subways, light rail and trolleys, bus and ferries when warranted. No fees, just let us know you want to join the ride and pay your fares. Ask to be on our email list or find us on FB as RIDEWITHMEHENRY (all caps) to get descriptions of each outing.
forgetting about the other railroad's connecting services that was ended shortly after Bucky Dumain's restoration began, some more hints"
The route has freigiht service today by the Providence and Worcester and is reasonably well maintained. Restoration of passenger service has been discussed.
The P&W provides freight service between the end points via a different route as well.
The southern end of the particular passenger service was not an all New Haven show, since there was one other railroad providing freight service, and it did provide passenger service as well, way-back when.
The northern end was served by three class-I railroads, none of which are operated under their names today.
Both the southern end and the northen end see some Amtrak service today.
Providence and Worcester is not the only freight railroad on the northern end, and there are two others as well.
The Buuck Dumain instituted service was if I remember correctly, in the early Spring 1953. The sad part was that a direct conecting service, whiich had been rather useless and suddenly became useful it its last week of operation, run by another railroad, was discontinued about a week after the new New Haven service began. I rode the "outbound" or last Northbound trip of that connecting service, but did not ride the southbound, since I found I could ride a locomotive (an Alco RS-2 or RS3) directly back to Boston. The connecting service that was discontinued use wood open-platform equpment, but by that time was diesel hauled, also RS-2 or RS-3.
The service Bucky Dumain initiated was certainly not wooden open platform and was pretty much the state of the art technology for such service at the time. Changing engines enroute would not have been possible.
Please read my hints correctly. The Buck Dumain instituted service did not have engine changes and served on-line communities. The interem service that came and went during the 30-years no local service period did have engine changes and did not serve on-line communities. Do you have a collection of New Haven timetables or ORGs? Going though the years before and after Buck Dumain's rein should give you the answer. And then also go back 30 years and the interem period.
Incidentally, all this was discussed on my postings about a year or two ago.
SHKarlson "Only wreck of an RDC" ... Boston and Maine had two bad ones on the Eastern Route, one in which a consist of Budd Cars was hit from behind by a conventional train that overran a signal, another in which the last car out of North Station hit a tank truck.
"Only wreck of an RDC" ... Boston and Maine had two bad ones on the Eastern Route, one in which a consist of Budd Cars was hit from behind by a conventional train that overran a signal, another in which the last car out of North Station hit a tank truck.
Only half righe, SHK....B&M did have a wrick in North Station but the other rear ender was at Palmer, MA on the B&A when eastbound RDC's got rammed.
Stephen Karlson, DeKalb, Illinois
Your hints confuse me more! I first thought of Pittsfield,MA service up from Danbury with FL9's and American Flyer coaches....then, no, I thought out to the Cape with RDC's reaching Hyannis. But now you indicate engine changes and all so I thought of Worchester, MA as part of the old Bar Harbor Express Route!!
The second hint, by answer to the last of the subquestions I asked: The publicity was accurate in that the new service did service some on-linen towns, whereas the service that had been inaugurated and withdrawn stopped only at endpoints of the route (and really not quite that), was not intended to serve the route per se but rather more distant points beyond both end of the route.
A third hint is that the service the Buck Dumain instituted was a NYNH&H operation. Most of its passengers probably transferred to what would today be called NEC trains at one end of the route. The service that had been instituted during the 30 year period and withdrawn was in interline train, that changed engines at least twice in each direction, possibly three times, and added and dropped cars while on another railroad. Most of its passengers did not need to change trains for their journey.
In the early 1950's Buck Dumain restored service on a New York New Haven and Hartford rail line, and the publicity said there had not been passenger service on the line in 30 years.
To be completely accurate, the publicity was wrong, and there had been a scheduled passenger train over that line later than the 1920's.
What line was it? What equipment was used for the restored service? What train did use the line long after the 1920's? And in what sense was the publicity accurate?
Hint: I rode the line both in a regular passenger train and on railfan specials. The track exists today and passenger service could be restored if political leadership wants it and subsidizes it. I think the track is in relatively good shape and the operator provides good freight service.
McGinnis or Alpert after him removed the service.
Dave, you have it with the Chesapeake & Ohio which absorbed the Pere Marquette in 1947, At that time the C&O inherited the former PM sleeping car routes between Chicago and the Michigan cities of Grand Rapids, Muskegon, Petoskey and Traverse City. Previously the only C&O train into Chicago was a gas electric doodlebug from Cincy which in later years terminated in nearby Hammond, IN.
The next question is yours.
Mark
Some guesses: Possibly the Piere Marquet, with services to Presque Isles, New Holland, and Grand Rapids. Or possbily the PM always had these sleepers but they were kept when the C&O took over, so the C&O now had sleepers into Chicago, where before it just had a plug local from Cincinnati that ran at the end only as far as Hammond. (C&O sleeprs from Norfolk, Washington, and even NYC went into Chicago as NYCentral sleepers from Cincinnati.)
Were the Nickel Plate Pullmans to Hoboken, on both the day and the night train, through via the DL&W, only post-WWII?
Did the Chicago Great Western inaugurate some kind of short-lived sleeper services before merger into the C&NW?
Nope, it wasn't the CI&L. Sleeping car service on the Monon continued right up to the time it dropped its overnight trains (late 40's or early 50's as I recall) and was never resumed thereafter.
KCSfan Good job loopster. You had me fooled because I was thinking more of sins than vices. The next question follows. In the post WW2 era a certain railroad began operating sleeping car services with Chicago as one of their terminals. Prior to this time, this RR had for years only run coach service to/from the Windy City. Name the railroad and the routes of these sleepers. Mark
Good job loopster. You had me fooled because I was thinking more of sins than vices. The next question follows.
In the post WW2 era a certain railroad began operating sleeping car services with Chicago as one of their terminals. Prior to this time, this RR had for years only run coach service to/from the Windy City. Name the railroad and the routes of these sleepers.
It is the TP&W, Tobacco Pills and Whiskey, It`s your question Mark
Could it be the Minneapolis & St. Louis? The only vices I can think of are money, sex and lust though the last two seem to me to be redundant.
If not the M&StL how about the TP&W? Pride and willfulness come to mind but I can't conjur up a vice beginning with the letter T.
not the p&e
loopmaster not c&im but it does go to peoria also
not c&im but it does go to peoria also
I could not work out more than one cardinal sin for the P&PU.
Johnny
If the C&IM is correct perhaps idolatry and/or money would be more appropriate than idleness and mayhem. If it's a road other than the C&IM I'm going to need you to give another hint loopmaster before I can hazard another guess.
The Chicago & Illinois Midland certainly fits the location but I'm having a time coming up with the three vices. Covetness, Idleness and Mahem perhaps? The first two are OK but mahem doesn't seem exactly right to me.
farther south to mid state
loopmaster In Illinois
In Illinois
OK: were there railroads: Arkansas and St. Louis? St. Louis and Araknsas?
Alabama and St. Louis? St. Louis and Alabama? Alton and St. Louis? St. Louis and Alton?
Atlantic and St. Louis? St. Louis and Atlantic?
Vices: Slauth, Lust, and Avarice?
The rr I have in mind is in the midwest.
I think you have the aswer. I try, but cannot do better!
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