daveklepperIn any case, you get to ask the next question.
Here is the question: what was unique about the way that the Florida East Coast identified its passenger cars (particularly, the lightweight cars)?
Johnny
daveklepper YOu got the three railroads into Durango correct despite my error. And I was mistaken, the coal railroad did not enter Durango but connected via the RGS. And you are right about Silverton, also. But what about the gauge question? Can you answer that correctly and give the full story, or should I do it? In any case, you get to ask the next question.
YOu got the three railroads into Durango correct despite my error. And I was mistaken, the coal railroad did not enter Durango but connected via the RGS. And you are right about Silverton, also.
But what about the gauge question? Can you answer that correctly and give the full story, or should I do it?
In any case, you get to ask the next question.
I hope to have a question ready tomorrow.
In 1893, 1916, and 1930, there were only two roads shown into Durango--D&RG, and RGS; both 3' gauge. The D&RG had three lines from Durango--to Silverton, Farmington, N. M., and to Alamosa (std. gauge on to Denver). The RGS came down from Ridgeway, where it connected with the D&RG.
There was a coal rr, Boston Coal and Fuel (also 3'), which connected with the RGS at Franklin Jct.; it went up to Perrin's Peak Mine.
There were four roads into, or almost into Silverton--D&RG, Silverton, Silverton Northern, and Silverton, Gladstone & Northerly (absorbed by SN)--all 3' gauge, but this is not the town you named.
Do I have to make the question even easier to answer?
Name all the railroads that served Durango, Colorado. And to where they ran. Were they all three-foot gauge? If there was an exception, which was it and why was it an exception? What was the eventual plan. And what actually happened?
You must have at least three railroad names to answer and know the answer to the last four questions.
An edit: Since there are no answers so far, I"ll relent. Need not know the eventural plan. Just the other answers, and three railroads remain enough. (There are more.)
Sure Dave, your question next.
Robert F. Kennedy was on the Southern Pacific just 5 days before the awful news on the radio in Vietnam. John F. Kennedy rooted for Navy. In the old days the Pennsy brought the teams, the cadets and midshipmen, and tens of thousands of fans on special trains from New York and Washington directly to Municipal Stadium (JFK Stadium) in South Philadelphia.
Mike
So does my 50% qualify me for the next question or do you wish to ask another question? Your choice.
Not B&M, far from it.
Yes, President Kennedy took the train to the Army-Navy Game.
My guess and i'll admit only a guess, is Boston and Maine for th efirst and PRR for the second.
God rest Ted Kennedy.
What railroad did his brother Bobby ride on a whistlestop campaign on May 31, 1968 and what railroad did his brother John ride to a football game on December 1, 1962?
MIke, you win and get to ask the next question. But a few minor corrections and some additions.
The local cross-river interuruban to New Albany and Jefforsonville was the same broad gauge as the Lousville streetcar system, but the Indiana Railroad, and its predicessor Interstate Public Service, entered Louisville on the same bridge on standard gauge with dual-gauge track on the birdge. Therefor, New Albany, as well as Louisville, had two gauges. In fact, the local Birney-operated New Albany system was standard gauge, and so New Albany outlasted Louisville as having two gauges, since the local interurban to Lousiville and the local streetcars outlasted the Indiana Railroad service.
New Orleans also had the standard gauge NO-Kenner interurban
Philadelphia also has and had the Norristown Line at 69th Street and had the interurbans to Allentown over that line until 1953, standard gauge.
Cincinnati had interurbans, one at the same broad gauge as the streetcar system, several standard gauge, and one narrow gauge.
Los Angeles, the streetcars were all narrow gauge. The Pacific Electric interurbans were all standard gauge. But some of the PE routes could possibly be described as streetcar.
Toronto had two standard gauge interurbans at city limits
San Francisco: The cable cars cars are now completely and were mostly narrow gauge.
Most funiculars are special gauges, so Pittsbught and Johnston, among others, can be counted
Again, Mike your question
New Orleans - broad gauge and standard gauge streetcars
Philadelphia - broad gauge streetcars, standard gauge subway
Camden - broad gauge streetcars, broader gauge and standard gauge interurbans
Trenton - standard gauge streetcars, 3 different broad gauges of interurbans
Wheeling - broad gauge steetcars, standard gauge suburban lines
Columbus - broad gauge streetcars, standard gauge interurbans
Cincinnati - broad gauge streetcars, standard gauge interurbans at city limits
Louisville - broad gauge streetcars, standard gauge elevated line to Indiana
Denver - narrow gauge Trams, standard gauge interurban
Los Angeles - narrow gauge and standard gauge streetcars
I'm glad you liked the pictures. CV planned to have a passenger steamer to New London but it didn't happen due to World War I. For about 3 years before the war, CV and Grand Trunk ran a through sleeper from New London to Chicago via Montreal, according to my father, who almost certainly had to have visited Pier 29 because he moved to New York right after graduation from Notre Dame in 1936. Dad was a messenger at the St. Albans dispatcher's office from 1926 to 1932, and he worked on a track gang during summer vacations from college. His father and two uncles were CV engineers, of course. In 1971, he submitted a long and detailed proposal for restoration of the Montrealer, which put Vermont on the Amtrak map in 1972, and led to his appointment to the Amtrak board of directors in 1974.
Those are truly marvelous photoraphs. Thanks. I should point out the the B&M also operated the Montrealer/Washingtonian, but that was not by any means its premier train. Its premier trains were definitely the Flying Yankee and the Minuteman. The B&M's East Wind also operated over Hell Gate.
Asa far as I know, the "Boston Night Boat" was a separate operation, not part of the B&M. I think the firm was called "The Fall River LIne", even though the Boston Night Boat did not dock at Fall River.
Now for the question: During the height of the streetcar-interuruban era, at least ten fairly large North American cities had electric public rail transit of one sort or another emplying two or more different gauges. Which ones were they? Please don't answer unless you can name at least seven.
Dave of course!
The 3 CV steamers were the New York, the New London and the Vermont. The LCL freight they transported on the East River, Long Island Sound and the Thames River was shipped to or from New York and Chicago via Canada at a differential rate.
This is at New London, Connecticut
The water tower is in the linked picture. The old freighthouse is gone.
http://photos.nerail.org/showpic/?2005120720220710016.jpg
Boxcars in New London got jostled by the 1938 hurricane.
Thanks for the hint. The Central Vermont. And it smost famouse train was the Monteraler/Washingtonian.
Now, do I get to ask the next question?
Southern Pacific was on West St. and the Hudson River. The freight terminal of the railroad in question was on South St. and the East River at Pier 29. One of its steamers was in town all day, getting unloaded and loaded. Meanwhile another steamer was unloaded and loaded at the railroad's other pier at the end of its main line. They sailed back and forth at night.
Pier 29 is the 3rd pier south (to the left) of the Manhattan Bridge. The railroad's steamer is just visible above the roadway to the right of the tower of the Brooklyn Bridge.
The railroad's steamer at Pier 29 is visible between the towers of the bridges. PRR and B&O are near the Brooklyn Bridge.
South St. viewed from the deck of the Manhattan Bridge. At the lower left is some water and a side view of the front part of Pier 29. Lackawanna is further down at Pier 26 (the long building).
Pier 29 is the structure with 3 triplets of upstairs windows and a flagpole. That's the Brooklyn tower of the Brooklyn Bridge.
The railroad's steamers sailed under a bridge on which its most famous through train rolled.
I believe that is the correct answer.
B&O had tracks on Staten Island and at the W. 26th St. freight house. I don't know of any Union Pacific pier but Southern Pacific had a pier for its steamship line to New Orleans.
Off hand I would give first choice: B&O and second choice UP.
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.
I looked up boat. Webster's says, "1. a small, open vessel or watercraft propelled by oars, sails or engine. 2. a large vessel; ship: landsman's term applied especially to river steamers." Funk & Wagnall's says, "1. a small, open watercraft propelled by oars, sails or an engine. 2. Colloq. Any watercraft of any size, ranging from a rowboat to an ocean liner."
http://cruiselinehistory.com/wp-content/uploads/2009/05/44cprsteam410.jpg
http://www.ferrypicsbygraham.fotopic.net/c1389842.html
In the old days when New York was the king of ports and the nation's biggest factory town, most railroads in the region had maritime freight facilities there. What railroad had an East River pier and a freight terminal in Manhattan, but no tracks in New York City or New Jersey?
Not getting to far off subject but on the west coast several RRs provided coastal steamship services and realizing it is someone else's question Ijust thought i would mention the following.
GN/NP provided service between Astoria Oregon and San Francisco with two steamships named SS Great Northern and SS Northern Pacific. They were actually faster than the competing SP Rail route between Portland and San Francisco. An SP&S train took passengers from Portland to Astoria for the steamship service. From Seattle GN operated transpacific ships at one time.
CPR provided coastal steamships that connected Vancouver with Nanaimo, Skagway, Seattle, the Gulf Islands, Victoria the Sunshine Coast and coastal steamer services from Victoria up the west coast of Vancouver Island and the Queen Charlotte Islands. Later they provided cruise ship services to Alaska
CNR provided steamship services from Seattle to Victoria, Vancouver and on to Prince Rupert at one time. They also provided cruise ship services to Alaska.
Al - in - Stockton
Interesting indeed. Look forward to the next question. Meanwhile, overnight ships between costal points were often called night-boats. Case in point: In the summer of 1937, age 5, I rode overnight on the Boston Night Boat from NYC . I remember the taxi to North Station and the train to Concord or Plymouth, NH. Returned with mother and father the same way. I think there were other Night Boats along the eastern seabord.
passengerfan Mark I do agree with the mileages you put up for the two trains but you missed the Canadian National at 2930.3 miles Montreal to Vancouver and the train was the Super Continental. That makes it longer than the CP route and the Indian Pacific falls to sixth place. Al in Stockton
Mark I do agree with the mileages you put up for the two trains but you missed the Canadian National at 2930.3 miles Montreal to Vancouver and the train was the Super Continental. That makes it longer than the CP route and the Indian Pacific falls to sixth place.
Al in Stockton
Duh. I must be suffering from old timers disease to have missed that one,
passengerfan That wasn't 50 years ago but I too remember when the Canadian operated via Via ran from Montreal to Toronto then on to Vancouver that would have been longer. I can also remember when the original Canadian would arrive in Vancouver from the east and a bus transferred passengers from trainside to the CPR dock within site of each other probably not more than a block apart in Vancouver where one boarded the CPR Princess Patricia or Princess Marguerite for the trip to Seattle via Victoria all on one ticket. Unfortunately I can also remember the two CPR night boats from Seattle to Victoria and Vancouver the Princess Joan and Princess Elizebeth. I believe it was 1954 that the night boats were discontinued. I have never understood why these fine ships were ever called boats when they were in excess of 350' . When I was in the Navy we never called our destroyer a boat it was always a ship.
That wasn't 50 years ago but I too remember when the Canadian operated via Via ran from Montreal to Toronto then on to Vancouver that would have been longer. I can also remember when the original Canadian would arrive in Vancouver from the east and a bus transferred passengers from trainside to the CPR dock within site of each other probably not more than a block apart in Vancouver where one boarded the CPR Princess Patricia or Princess Marguerite for the trip to Seattle via Victoria all on one ticket. Unfortunately I can also remember the two CPR night boats from Seattle to Victoria and Vancouver the Princess Joan and Princess Elizebeth. I believe it was 1954 that the night boats were discontinued. I have never understood why these fine ships were ever called boats when they were in excess of 350' . When I was in the Navy we never called our destroyer a boat it was always a ship.
As to ship/boat, I do not know if there is an official demarcation line, but I know that my brother, who was a radarman on a minesweep (AM55), was on a ship, and not a boat, even though it was smaller than a destroyer. I do not think that anybody would cavil at calling a dory, yawl, gig, or lifeboat a boat.
Deggesty passengerfan Mark I do agree with the mileages you put up for the two trains but you missed the Canadian National at 2930.3 miles Montreal to Vancouver and the train was the Super Continental. That makes it longer than the CP route and the Indian Pacific falls to sixth place. Al in Stockton What was the distance when VIA operated the Canadian from Montreal via Toronto? I do not remember the year (I am 24 miles from home, 4,000 feet higher, and (supposedly) 10 degrees cooler, and I do not expect to go home for several days; our morning temperature today was about 40, with about 50 noted in the valley), but I do recall seeing that variation in operation. Johnny
KCSfan Al, If you agree with the distances I posted for the two trains the Canadian's route is the longer of the two. Canadian - 4466 km = 2774 miles Indian Pacific - 4352 km = 2704 miles Since they are so close in length, I am amazed to hear there is another route whose distance falls between the 70 miles that separates these two and anxiously await learning what it is. Mark
Al,
If you agree with the distances I posted for the two trains the Canadian's route is the longer of the two.
Canadian - 4466 km = 2774 miles
Indian Pacific - 4352 km = 2704 miles
Since they are so close in length, I am amazed to hear there is another route whose distance falls between the 70 miles that separates these two and anxiously await learning what it is.
Mark
Wanswheel got three and Mark got one there is still one to go.
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