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Classic Railroad Quiz (at least 50 years old).

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Posted by rcdrye on Wednesday, August 24, 2022 11:38 AM

This New England railroad lost its "navy" in 1915, after the Panama Canal Act went into effect.  Name both company names used on the boats.

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Posted by rcdrye on Wednesday, August 24, 2022 11:42 AM

The Washington Baltimore & Annapolis Railway used DC's conduit tracks to reach its mid-city terminals.  Name the other DC area interurban that also had conduit-equipped cars.

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Posted by daveklepper on Friday, August 26, 2022 8:25 AM

I was not aware that the Washington and Old Dominion ever operated through into downtown Washington.  I thought it always terminated in Rosslyn, and one transferred  to a Capital Traction/Transit car to actually enter Washington.  If they ever did enter Washington, then they had conduit-equipped cars.

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Posted by rcdrye on Friday, August 26, 2022 10:08 AM

W&OD did terminate in Rosslyn.  There was another company involved before DC cars took over the W&OD connection that also served a very famous location.

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Posted by daveklepper on Sunday, August 28, 2022 7:00 AM

Must have been a thrd unterurban that ran to Mount Vernon, George Washington's Virginia home.  I'll come back with the name.

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Posted by daveklepper on Sunday, August 28, 2022 7:05 AM

Washihngton, Arlington, and Mt. Vernon Electridc Railway

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Posted by daveklepper on Sunday, September 18, 2022 11:11 AM

Should I now ask the next question?

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Posted by rcdrye on Sunday, September 18, 2022 11:47 AM

Go ahead

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Posted by daveklepper on Sunday, September 18, 2022 2:30 PM

Name at least twu North American systems that comverted 2-man centwe-door cars to one-man fronf-entrance cars, and at least two that kept center-door cars as such, conductot required, through and after WWII. 

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Posted by rcdrye on Wednesday, September 21, 2022 11:08 AM

The center door to front entrance was a fairly common conversion, as was a rear-entrance to front-entrance change.  Gary Railways (Indiana) and Milwaukee had some such conversions.  Boston and Cleveland carried center-entrance cars (conductor required) on their rosters until after WWII, though Cleveland's saw relatively little use in later years. Twin Cities converted a fair number of rear-entrance (Gate) cars to air-operated front-entrance cars.  Chicago had postwar PCCs set up as one-man, two-man and convertible, though the last line in Chicago retained conductors to the end of streetcar service.

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Posted by daveklepper on Thursday, September 22, 2022 11:01 AM

By all means ask the next question.  But what i had  in mund was:

Continued operation as conductor required center-door:  Boston that you mentioned and Red Arrow (Philly-suburban).  Note that both properties used them in trains, with only the conuctor required in the second and any possible third car.

Converted to one-man, with front entrance:  Brooklyn (5000 and 5100 series) and West Penn.

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Posted by rcdrye on Thursday, September 22, 2022 4:53 PM

This railroad's electric district had locomotives using three distinctly different types of transmission.  The newest two types could MU.

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Posted by daveklepper on Friday, September 23, 2022 3:07 AM

New York New Haven and Hartford:

EP-1 - EP-4 AC-commutator motors also running on DC.  Likewise Ef-1 and EF-3.

EP-2 and one switcher, rotary converter with DC tracdtion motors.

EP-5 and ex Virginian and N&W EF-4, rectifiers and DC traction moitors

In addition to the EP-5s and RF-4s, the EP-1s and EF-1s also could MU and usually did.  An EF-3 was equal to three EF-1s.  The EF-3s were New England's most powerful locomotives and some had boilers and also handled passenger trains into Penn Station.  (But not Grand Central Terminal)

Nu "EF" had DC third rail capability.  All the "EP" units did.

The EP-4, EP-5. anf EF-3 had streamlining.

All electrics were double-ended with controls at both ends, except the EF-4s, which had typical road-switcher-like bodies.

Regarding power transmission to locolmotives, this railroad had some overhead 600V DC early branch-line electrifications.  The 1901 Stamford - New Canaan one was converted to be compatible eithy the 11000V AC of the main line.  The railroad also used the New York Central's under-running 600V-DC Woodlawen p- Grand Central Terminal.

The Pennsylvasnia Railroad.

Manhhattanh Transfer's last days, with over-running 600V DC third rail into Penn Station, and its continued use Journal Square - Newark PRR - H&M joint service co-existed with the first Philadelphia-area 11000V suburbam electrifications and its overhead-wire 600V DC Camden - Atlantic City electrification, that  was cut back Camden - Glastonbery?) by PRSL.

And at one time or another PRR employed DC motors with DC transmission, AC-commutator motors, general freight and passdenger power and MUs, DC motors with rectifiers off AC, freight power and Silverliners and Metroliners MUs, and rotary converters, the ex-Great Northerns used as pushers.

All MUs (of course). all passenger power, no switchers, freight power with the exception of the ex-GNs when on PRR, could MU between same types.

 

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Posted by daveklepper on Friday, September 23, 2022 3:22 AM

deleted

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Posted by rcdrye on Saturday, September 24, 2022 6:58 AM

I rpobably should have excluded PRR, though it certainly met the criterea (DD1's being the kicker - all of the MU stuff didn't fit the question).

Virginian had "split-phase' Squareheads, motor-generator EL-2Bs and rectifier EL-C's for a short time.

Feel free to ask the next question.

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Posted by Overmod on Saturday, September 24, 2022 12:57 PM

The PRR qualifies for reasons you didn't mention.

1) L5pdw or whatever the straight AC unit was (the one that had one or two pans at different times.  Big Liz didn't really count.

2)P5, GG1, DD2, and prospective classes for the wartime extension were quill drive with multiple-tap control.

3)Rectifier types of a couple of flavors (E2 and the E44s) that retained multiple-notch control for MU capability... (I do not include the ex- Virginian engines that became the E-33s because I don't remember their MU setup; I do NOT remember ever seeing them MUed to anything but themselves...)

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Posted by rcdrye on Saturday, September 24, 2022 6:56 PM

EL-2Bs and EL-Cs (E33s) could multiple with each other, though there's no record of it actually happening that I have found.

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Posted by daveklepper on Sunday, September 25, 2022 3:29 AM

Two wooden elevated cars that are existing were rebuilt with important changes four times.  The tracks where operated also four (possibly more)

Major ownership:  One major change. two minor changes.

On one occasion, possibly more, not including initial delivery over 100 years ago, their wheels did cinyacy the tracks of railroads with freight service.

Definitely the oldest operable cars on the system.

Name the cars and the changes.

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Posted by daveklepper on Sunday, September 25, 2022 3:48 AM

Answering Overmold. my recollection is that PRR did restrict MUing only to same types, even distinguishing between GG1s with different gear ratios.   The exception was with O-1s and P-5s.                                                                           .

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Posted by Overmod on Tuesday, September 27, 2022 11:41 AM

There is a discussion_  I think it was in one of Bill Volkmer's books -- that the E44s were designed with MU compatible with earlier electrics.  (They certainly were not compatible with diesel-electrics!)

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Posted by daveklepper on Tuesday, September 27, 2022 1:27 PM

They may have been designed as such, but this practice was rarely, if ever, put into actual use.

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Posted by Overmod on Wednesday, September 28, 2022 2:39 AM

Ask the man who owns one:

http://www.rr-fallenflags.org/manual/e44-om.pdf

29 notches, restricted to 18 with traction motors cut out (see p.60ff)

Utterly incompatible with 8-notch AAR diesel-electric MU as built.

 

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Posted by rcdrye on Wednesday, September 28, 2022 8:00 AM

No listing of non-E44/E44A MU compatibility.

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Posted by daveklepper on Wednesday, September 28, 2022 9:45 AM

I probably should know. but what exactly is the difference between an E-44 and an E44A?

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Posted by CSSHEGEWISCH on Wednesday, September 28, 2022 10:16 AM

The last six E44's (4460-4465) were built with silicon diode rectifiers.  The earlier E44's that were built with ignitron rectifiers were re-classified E44a when they were rebuilt with silicon diode rectifiers.

The daily commute is part of everyday life but I get two rides a day out of it. Paul
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Posted by Overmod on Friday, September 30, 2022 12:10 PM

The 29/18-notch MU control on the E44s (both original and solid-state rectifiers) was likely incompatible with anything else.  I see no mention that intermediate notches could be 'split' as on the GG1s, or that there was any UP gas-turbine-like compatibility for trailing diesels.

Only the E2b was directly "compatible" with the P5a.  It was my understanding that the "P5a only" MU sockets were added after the locomotives were built, and then subsequently removed and plated over.  Remember that the P5a (and I suspect any version of the P5 including the P5b) had 32V MU, while the E44s IIRC were 74-volt.

Where's Pneudyne?  He knows this stuff forward and backward.  And these might be good questions to ask on PRR-FAX while there are still people there ahead of the edge of history...

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Posted by rcdrye on Friday, September 30, 2022 2:31 PM

The E2Bs used AC series-wound motors, so making the control compatible with a P5a was relatively easy. 

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Posted by daveklepper on Wednesday, October 5, 2022 1:04 PM

My understanding was the O-1 (4-4-4 or 2-b-2) was compatible with the P-5 (4-6-4 or 2-c-2), sharing same control system. All gone by the time the GGp-1 fleet was finished.

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Posted by daveklepper on Wednesday, October 5, 2022 1:11 PM

Back to last question (mine) Posted earlier, a hint:

BRT Brooklyn "BU" Elevated Cars

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Posted by rcdrye on Wednesday, October 5, 2022 4:12 PM

BMT wooden cars 1273, 1404 and 1407, built by Laconia (1273) and Jewett in 1903 and 1907.  Generally referred to as "BU" cars, they occasionally run on former BMT lines in Brooklyn.

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