Dave,
The only ones that I thought of were Boston, Philly, Toronto and Kenosha, WI. I don''t have tie time right now do the research I'd need to identify any others. The credit goes to IGN for mentioning the first two on my list.
Mark
Hey, could we wait until someone has at least three or four systems to mention? Pittsburg does not run PCC's. Only modern light rail cars. If they have any preserved PCC's on the system, rather than at the trolley museum that has a portion of the old Pittsburgh Railways Washington, PA, interurban, they are used very rarely.
The San Francisco F line did start out as a "Trolley Festifval" operation, but was always operated by MUNI and part of the total transportation picture, which it is today. It is one of the seven that is otherwise a correct answer. This is one that started as a purely volunteer-run musuem operation and is now part of the total transportation picture, but still uses mostly volunteer help. With at least one PCC used regularly. And why do you suppose it is used regularly?
daveklepper Hint: One line now providing a commuter service did start out purely as a museum operation, but is now considered part of the local transportation network.
Hint: One line now providing a commuter service did start out purely as a museum operation, but is now considered part of the local transportation network.
Market St Ry, San Francisco, Ca or the F Line.
Boston , Is Pittsburg still running PCC's. I read somewhere that one of the lines the bridges were too light to handle the Light Rail cars. Also what about Philadelphia.
Rgds IGN
Again one for streetcar fans: Name all North American cities regularly operating PCC cars in transit refenue service NOW, not purely museum "come photograph and ride" operations (like the Baltimore Trolley Museum). Included however, are those operations deliberately choosing vintage equipment for historical purposes, as long as there are regular commuters and people use the service to actually travel from one place ot another. However, these must be PCC streetcars, not rapid transit cars. They need not run on streets, however, private right-of-way operaton is also allowed. Need not be every day operation, weekends-only is also acceptable if the transit route uses only modern LRV's on weekdays.
Deggesty Well, if I had looked at the Erie representation in my Guide from 1916, I would have found the Oil City car, which was still being operated then.
Well, if I had looked at the Erie representation in my Guide from 1916, I would have found the Oil City car, which was still being operated then.
I missed my teen years, too!
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Johnny
wanswheel Henry, the Pullman car at Oil City in 1905 was on trains #5 and #6. http://books.google.com/books?id=nfTRqosciAsC&pg=PA163&img=1&zoom=3&hl=en&q=&sig=ACfU3U01Rmuc3lPt3vLRlJFdc8ZvRn_y-Q Mike
Henry, the Pullman car at Oil City in 1905 was on trains #5 and #6.
http://books.google.com/books?id=nfTRqosciAsC&pg=PA163&img=1&zoom=3&hl=en&q=&sig=ACfU3U01Rmuc3lPt3vLRlJFdc8ZvRn_y-Q
Mike
Thanks, Mike....my 1905 table said nothing about the Oil City car but I knew it did exist at one time. I recall seeing info one time on sleepers for Susquehanna and Scranton, too. But cannot find the info at this moment.
daveklepper Yes I know, it was the Monson, but it defies the definition of a private carrier since it was wholy owned by one shipper and used only by that shipper. I do forget which towns it conneted.
Yes I know, it was the Monson, but it defies the definition of a private carrier since it was wholy owned by one shipper and used only by that shipper. I do forget which towns it conneted.
That's the one I was looking for. It ran from Monson Jct. where it "connected" with the BAR to the town of Monson with several short branches to nearby slate quarries. For most of its life the road was owned by the Monson Slate Co. I think 1938 was the year passenger service was discontinued. In the last few years before going out of business in 1943 the only traffic on the line was an occasional carload of slate from the parent company. You"re absolutely right about that, but it did operate as a common carrier right to the end, ready and able to handle any other freight traffic that might have materialized.
Take it away Dave, the next question is yours to ask.
A correction. NYConnecting to Harold tower was electrified in 1917, and so for 18 years AC electrics handed their trains to DD1-s there. The Bay Ridge electrificaion for frieght service came a b it later.
daveklepper Bridgeton and Harrison Maine 2-footer, last operating between Saco Junction (connection with the B&M standard gauge) and Harrison, The track from Harrison to Bridgeton had been abandoned earlier. I believe the final abandonment was in 1940 or 1941.
Bridgeton and Harrison Maine 2-footer, last operating between Saco Junction (connection with the B&M standard gauge) and Harrison, The track from Harrison to Bridgeton had been abandoned earlier. I believe the final abandonment was in 1940 or 1941.
Dave, you're warm. It was a Maine 2' gauge road but not the Bridgeton and Harrison. The one I have in mind remained in operation for a few years past 1941.
Or, if you want to be more exact, the various narrow gauge non-3-foot streetcar operations. There were several, but I would have to do research to find out which they were and which was last, after WWII.
On to the next question. Other than 3' roads what was the last narrow gauge railroad to operate as a common carrier in the US? When did it cease operating and between what towns did it once run?
I will not say that Peter Maiken's Night Train is definitive, but he mentions only Meadville and Bradford as Erie sleeper destinations.
There were parlor cars Pittsburgh-Cleveland, but P&LE handled them into/out of Pittsburgh.
As to my answer concerning PRR crews taking trains into Penn Station, I considered it the answer to be the answer to only one question: Why PRR engine crews and other roads' train crews?
OK so you sent me to a photo copy of an 1892 table that has nothing about equipment...I may be missing some pages....and an August 1905 table which says nothing about the routes we've discussed! However in our defense, there are indications of Pullman Parlor Car and Pullman Buffet Parlor cars to such places as Susquehanna and Scranton, and NY points including most major stops from Port Jervis to Jamestown and Buffalo in addition to intermediate stops through Ohio and Indianna enroute to Chicago. Another note shows sleeping and parlor cars in several tables into the 50's Cleveland, O to Pittsburg, PA but those would have been P&LE east of Youngstown.
henry6 Howver once I believe I saw a sleeper listed for Oil City, too, just can't find it now.
Howver once I believe I saw a sleeper listed for Oil City, too, just can't find it now.
Henry,
You previously mentioned there were two others in addition to Bradford and Meadville. I was going to guess they were Scranton and either Lawrenceville or Blossburg on the branch from Corning. Since you mentioned it, I too have in the back of my mind that there was a sleeper from Oil City a long time ago (cira 1900-1920's). I don't have a question in mind yet but will post one by tonight.
Mark...I am going to give it you. My Julu 1937 Guide and several eartly 50's era timetables show NY to Meadville and NY to Bradford. A 1958 Guide indicates a Chicago to Meadville sleeper. All other timetables (1941, 1931) are similar. Howver once I believe I saw a sleeper listed for Oil City, too, just can't find it now.
We await your quizzing!
Erie, PA was not an Erie on line city but was reached by a PRR branch from Corry and I don't believe there was any through line passenger connections of any kind. Bradford and Meadville are two of the four I am familiar with...
Erie , PA, at one time via a branch line, I believe. But that is only one addition.
henry6 Thanks, Johnny...and let me qualify my question to: What ON LINE Pennsylvania cities were terminal destinations for Erie Pullman and Sleeper service?
Thanks, Johnny...and let me qualify my question to: What ON LINE Pennsylvania cities were terminal destinations for Erie Pullman and Sleeper service?
The only two that I am aware of were Bradford and Meadville though I wouldn't be at all surprised if there weren't others at one time.
henry6 I haven't asked a question in a long time, so, please, with your permission Johnny, may I this time? Thank S. Alright...what Pennsylvania cities were terminal destinations for Erie Pullman service?
I haven't asked a question in a long time, so, please, with your permission Johnny, may I this time?
Thank S. Alright...what Pennsylvania cities were terminal destinations for Erie Pullman service?
You are right Dave. I misread a caption in the book and should have known better because electrification did not reach Brewser until the early 80's...84 I believe.
I was a regular reverse commuter on the Harlem Division 1971-1996 and I can assure you no straight electric locomotive handled passenger trains north to Brewster North (now "Southwest"). The P's, T's and S's were all gone by the time the electrification was extended to Brewster North, and the only locomotive hauled trains (2 each way during rush hour) that ran through to Dover Plains were all hauled by FL-9's. The other service north of Brewster North was handled first by RDC's, then by the Budd SPV's, and then by push-pull FL-9 trail coach cab coach combinations. Possibly an electric freight locomotive went north to Brewster North, but that would have been at night when I wasn't aware. Except for the two through trains during rush hours, all service to Brewster North was by MU trains. By that time the Poughkeepsie and Peekskill trains of the Hudson Divison were all powered by FL-9's also. Check the date of the electrification and the retirement dates of the NYC's passenger electrics. The last of these were two T's equipped with LIRR shoes and used in the PRR and LIRR tunnels on the Penn Station wire train, replacing the old DD-1's.
Emergy snow engine changes occured on the PRR at Newark and at Philadelphia. Now of course Amtrak changes engines at Phila on NY -Pittsburgh trains, but hopefully that will be moved to Harrisburg when they get their new electric locomotives.
Based on contemporary public timetables, Williams Bridge is first station below Woodlawn and Wakefield next. According to pictures in the book THE COMING OF THE NEW YORK AND HARLMEM Brewster hosted electric locomotives in addition to MU's. Wheter there was an engine change to go north is not indicated in the pics and I haven't read the book in over 10 years. Yes, Mt. Vernon predates White Plains/White Plains North for engine changes. I lumped Harold and Sunnyside together in my mind thinking of Harold only as a LIRR tower just out of the tunnel.
Henry6 and JOhnny have gotten most of the right answers, and I leave it between them as to who should ask the next question. As far as I remember, the facts are these:
While some NYC and possibly NYNH&H trains changed engines at Mott Haven, this was during an experimental period when some steam still ran through to Grand Central Station (or Depot) as GCT had yet to be built. The full initial NYC eletrification went to Mount Vernon and HIgh Bridge, where there were engine and yard facilities. For a few years NH trains changed to NYC electrics one stop south of Woodlawn, I think Wakefield, but possibly Williams Bridge, with NH steam running light to the facilities and New Rochelle, which was the first set of NH's electrification, extended to Stamford within a year, and the 600V DC N. Cannan Branch converted to 11000V AC. New Haven was reached within eight years later,. No passenger trains changed at Ceder Hall, and NH freights did not run into Manhattan as trains. (car float) Waterbury trains continued to change at Stamford, not Bridgport, but Danbury was a change point for Pittfield trains. Brewster was actually never an engine change point. By the time the electrification went to Brewster North, all service was with mu cars. Wassaic throughs service used and uses dual-mode, and there are no engine changes today for commuter trains into GCT. Croton Harmon and White Plains North were the northenmost nyc CHANGE POINTS.
NY Connecting opened with steam, DD-1's ran through from Harold Tower near Sunnyside to Manhattan Transfer, and probably had PRR engine crews. This continued when the NYNH&H electrification reached Harold Tower for four years utill the PRR filled in the gap between Trenton and Sunnyside/Harold Tower, Queens.
Jamaica was the ONLY regular engine change point on the LIRR.
Baltimiore was a PRR change point for trains from DC, not NY, going West via Harrisburg.
Wilmington was the first change point for AC trains running south from NYC and still served for the Cape Charles trains after the DC electrification.
A couple locations come to mind. On the NH, New Rochelle. On the NYC Hudson Line, Marble HIll. But on the Halrem/NH line a site near Williams Bridge/Woodlawn was also possible. However, looking at the boot THE COMING OF THE NEW YORK AND HARLEM, Brewster and White Plains North were the two engine change points for the NYC for sure, and on the NH Stamford, Bridgeport, New Haven, and Danbury plus New Rochelle (based on Dave's hint). The NYC Hudson Line was Croton-Harmon but Marble Hill is where the Put terminated at one time...again I am scanning almost a hundred years here...Mott Haven being a yard serviced by electic engines if all pictures I've seen are correct. The Long Island stronghold is Jamaica but I wonder about the Port Washington branch trains, if they were converted to electric all at once or if they had to change power at Sunnyside...another point the NH might have used too, but Dave's hint indicates not. The ony two Manhatten stations we are concerned with are GCT and Penn...the west side line of the NYC did use diesel but not a passenger line. I do not recall seeing third rail along that line in any pictures or my own viewings. On the PRR, Waverly and Hudson were freight points and I should not have considered them for passenger engine change, the only Meadows change point then was Manhatten Transfer; Newark if needed, but mostly Hunter Tower for the LV, then Rahway (if indeed), South Amboy (until Matawan cut in and now Long Branch), and Trenton, Philadelphia, Wilmington, D.C., and Harrisburg as logical points. I think I've covered all railroads into and out of Manhatten, and all logical points. But I do have a feeling I am missing something.
Johnny's state is correct. As far as I know engines were not changed at Mott Haven. Somone should come up with the correct answer as to the first NYC and NYNH&H points. The NYNH&H, like the NYC built out of NYCity to to it. Except in the case of the NYand Connecting Railroad.
I believe what I and others have posted pretty well covered "entering Manhatten". Any PRR train originateing off the electrified lines would be a candidate but probably ran steam or diesel to places like Philadelphia, South Amboy, Newark, Manhatten Transfer, Trenton, and Rahway (which I'm not sure of myself; they did and NJT does, turn back trains there, it indeed might have been change point before South Amboy; Matawan of course, was a later extenssion of the wires, and now Long Branch). Any train to the south of course would get a GG1 at D.C.; So Balitmore and Wilmington might also have been a power change point. As for the NY, NH & H. I can't remember if they built out of NY or if they built into NY. Mott Haven was the first electric change for NYC/NH but was of course extended up the Hudson to Harmon and the NY and Harlem to North White Plains (Brewster came on closer to the 60's). I suppose the NH could also have changed at Sunnyside before ducking under the East River, too, although I always remembered wire across the Hell Gate Bridge. Part of the questions is open ended in that you did not specify a date, so Manhatten Transfer on the PRR could be arguable from a post 1930 point of view.
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