I'll give this one up.
The Rutland's 90-class mountains ran in New York, Vermont and New Hampshire, and Quebec, though they tended to turn back at Alburgh when used on the Green Mountain Flyer or Mount Royal during the brief period while they were active and the trains still ran to Montreal. New Hampshire mileage was at North Walpole, where Rutland delivered freight cars to the B&M yard.
Central Vermont's 700 class Texas types ran regularly in Vermont and New Hampshire, plus in Quebec and a short stab into Ontario to connect with parent CN. They were too heavy for the bridges in Massachusets and Connecticut.
All of the New Hampshire mileage for both classes were on B&M trackage rights. Their paths crossed at Bellows Falls VT and Cantic QC.
Note the article in the recent Classic Trains did not show the B&M line on the New Hampshire side of the Connecticut between Brattleboro VT and East Northfield MA, which was still in service when the Montrealer and Washingtonian were discontinued. (CV southbound B&M northbound) The bridge at East Northfield was taken out of service in 1969 after one of the abutments failed, since which both northbound and southbound traffic have used the CV line on the west side of the river.
Hasn't this been answered 'enough'? If not... what remains to be given?
O&W had ten heavier and ten lighter than the Rutland's four.
Only checked one source that claimed the only mountains lighter than the Rutland's were NdeM's... My bad for not fact-checking.
daveklepperIt would be characteristic of the Rutland to have the very lightest 4-8-2s.
BUT he's already said neither of those are it... so I'd be lookin' for a place where the Rutland and the CV came together...
I imagine the Rutland's were lighter and ran in Quebec Province, Vermont, Massachusetts, and New York. It would be characteristic of the Rutland to have the very lightest 4-8-2s.
And I do believe the CV's Santa Fe's were the lightest 2-10-2s and ran in Quebec. Vermont, and Massacusetts. They did not run in New York or Connecticut.
Both CV (600 series) and Rutland (90-93) had mountains.
Were the CV Moutains the lightest? Or did the Rutland also have Mountains?
Well, that rules out what I thought were the #1 lightweights (by about 800lb) -- NYO&W.
Surely enough hints for them to get it by now.
Actually, the CV 2-10-4s did not operate in Connecticut (something about bridge ratings - CV even spaced their 2-8-0s when doubleheading).
I was not aware of the BAR's extreme lightweights 4-8-2s. Looking at the tables the ones I was looking for are probably #2 on the lightweight list. BAR's did not operate into NB, CN came over the border for interchange.
If it's not giving it away entirely, there were two places where both the Texas and Mountains could be seen, one of which is in Canada.
Connecticut, Massachusetts, Vermont, Quebec for the 2-10-4s... but that's one too many. What's the railroad that flirted around the border of Connecticut but never actually crossed into it?
Maine for the 4-8-2s... but how did the Bangor & Aroostook operate across that bridge to New Brunswick?
I need to proofread my questions more carefully. The Texas types regularly operated in two states and a Canadian province. The Mountains regularly operated in two states on their own rails, reaching the third state and the Canadian province on trackage rights.
That's pretty interesting. I had thought CP's Selkirks were much bigger than the CV 2-10-4s.
The late Selkirks had 310,000lb on drivers and 447,000lb engine weight, vs. 285,000/419,000 for CV.
CP's 2-10-4s were a bit heavier than CV's. As far as I know they stayed on the main line west of Calgary.
Were not the CP Selkirks even lighter than the Central Vermnt's 2-10-4s? And did they ever run into the USA?
We just had the thread on BIGGEST TENDERS which covered the ten K4s with coast-to-coast tenders as long as they were... pictures!
We all know Central Vermont had the vest-pocket 2-10-4s, so that ought to be easy-peasy for the first person who pulls up a CV map. Right next door were the smallest Hudsons.
The original K4s tender was a 70p70d class, used when the engines were hand-fired. The larger tenders were used when the engines were equipped with stokers. I seem to remember a photo of a K4s with a "lines west" type tender, though no doubt a smaller version than the monsters used on other classes.
The lightest Mountain and Texas types in the US operated regularly in three US states and one Canadian province. Name all three states and the province.
I didn't note that MILW Class A was actually longer than a PRR K4s with and without tender before Overmod asked the question! rcdrye you answered this question much better than me, it's your turn!
Jones 3D Modeling Club https://www.youtube.com/Jones3DModelingClub
That's right -- the A was about 5 feet longer, not shorter as might be expected. Much of the length could be attributed to the main rods connecting to the lead driver with low enough angularity.
I was hoping someone would pick up on the K4's various tender options, though.
Well, that answers the question - the A (excluding the tender) was longer than the K4s. The A class engines weren't considered to be particularly slippery, and they had a fairly long service life in both Chicago-Twin Cities and Chicago-Iowa service.
Comparing the size of MILW Class A and PRR K4s:
The later K4s with a 130P75 tender and a stoker comes in at 86'11 3/4".
I don't have the lengths of the engine and tender for the A. The tender is relatively short compared to the engine. Most listings give the wheelbases, not the overall length.
Yes, I meant the 1935 A class.
Note that you'll get a different answer comparing K4s in 1935 with the Milwaukee design. And yes, there's an interesting difference in length between the K4 and A designs... one being a heavy Pacific, and the other a high-speed Atlantic for lightweight trains...
Assuming you meant the 1935 Hiawatha A class, not always safe with your questions, the A is listed at 88' 8" over the tender - a nice size for 90' turntables, still common in 1935. The K4s with the original tender design is listed at 83' 6", which makes the A with tender 5'2" longer than a K4s with tender. K4s without tender was 45'3", I still haven't found the length of the A without its tender.
How much longer is a PRR K4 than a Milwaukee A 4-4-2?
Qualify your answers carefully.
That's very kind of you, Overmod. But I think it's your turn.
Jones always has better ones.
Overmod and Jones can decide between them for the next quesrtion.
Tight clearances under railroad bridges is a common situation in Chicago. Years ago, the Bismarck Hotel bought a used London double-decker to ferry guests to Black Hawks games at the Stadium. The bus was landed at Lake Calumet Harbor and a convoluted routing was required to avoid low clearances under railroad bridges to get the bus to the hotel.
I don't know why, but I found the shrouding on the trucks of the Broadway Battleship very good-looking. Overall the New York Railways #6000 was a very elegant machine. I wonder why no glass window was installed on this streetcar. Looking forward to more information about this beautiful machine!
https://www.flickr.com/photos/76677346@N04/48614429117/in/photostream/
Edit:
New York Railways #6000 with window glazing
Chicago had none (tracks under the "L", tunnels under the Chicago River and low railroad bridges being the major reasons - Chicago Motor Coach had to be VERY careful with theirs). One city that had quite a few of them (both motors and trailers) found them prone to derail on curves if the top deck was even moderately loaded.
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