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.
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.
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.
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.
Must have been a thrd unterurban that ran to Mount Vernon, George Washington's Virginia home. I'll come back with the name.
Washihngton, Arlington, and Mt. Vernon Electridc Railway
Should I now ask the next question?
Go ahead
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.
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.
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.
This railroad's electric district had locomotives using three distinctly different types of transmission. The newest two types could MU.
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.
deleted
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.
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...)
EL-2Bs and EL-Cs (E33s) could multiple with each other, though there's no record of it actually happening that I have found.
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.
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. .
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!)
They may have been designed as such, but this practice was rarely, if ever, put into actual use.
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.
No listing of non-E44/E44A MU compatibility.
I probably should know. but what exactly is the difference between an E-44 and an E44A?
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 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...
The E2Bs used AC series-wound motors, so making the control compatible with a P5a was relatively easy.
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.
Back to last question (mine) Posted earlier, a hint:
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.
Login, or register today to interact in our online community, comment on articles, receive our newsletter, manage your account online and more!
Get the Classic Trains twice-monthly newsletter