NP EddieWhat are "squareheads"?
What are "squareheads"? Where they the new VGN electrics? I believe that the newest ones were sold to the NH and wore three color schemes.
Ed Burns
The Squareheads were built by Alco at VGN's request. Originally supposed to be built at Alco's Richmond plant, the bodies were built at Schenctady. GE apparently declined to provide the rotary phase converters, so Westinghouse gear was used.
The railroad is the Virginian. The squareheads were Alco-Westinghouse products. The subsequent power (EL-2B's and EL-C's) came from GE.
This was a major steam railroad electrification...Later units were all from one builder.
You do know the West Valley had a Baldwin with GE electrical gear in 1925...
In the "classic" electric era, many locomotives were built by the two main running gear/electric partnerships, Alco/GE and Baldwin/Westinghouse. In the case of one electrification, all of the original locomotives were built by one of the running gear firms and equipped by the "wrong" electrical firm. Railroad and builder/electical.
Amtrack does not run to Jersey Citu, so PATH, the Successor to H&M, is now exclusive owner and user. Although H&M (and compatible PRR) equipment, as well as crews, used the line, they were PRR trains west of Journal Squaew, Jersey City.
Your question,
PRR east of Newark? Steam (PRR to Jersey City, LV from Manhattan Transfer), Diesel (ditto), Third rail 600VDC (H&M) and Electric (PRR, both MU and Loco-hauled). I guess PATH works as a successor to H&M, and Amtrak to PRR.
But the equipment and train-crews of the predicessor of the present owner were n these tracks very frequentty.
The period showed both passenger and freight trains on this line, but today, only passnger with only passenger.
The owner of the line today was neither the owner nor the other user in the 1950s, nor was it the predicessor of the single user and owner today, But equipment of the predicessor and crews.......
The answer to this question was the answer to another question about this particular rail line. From aboout 1952 to 1957, on the same tracks, five different forms of motive power were used and represented five of the six (now or were) in wide-apread use in North America. Excluded are animal power, sails, graviy, cable.
The line is still in used, intesively, but not with five forms of motive power.
Which line, which trains?
Daveklepper has the answer. It's kind of hard to imagine transfers being issued by a transit operation with only one line.
Take it away, Dave.
Chicago & Milwaukee Electric (the official name of the CNS&M's street trackage) owned three blocks of track on Wells St. that was also used by The Milwaukee Electric Railway & Light Co. (TMERL). TMERL cars on Wells lasted several years longer than C&ME's, but C&ME owned the track to the end.
Both the single-truck Birneys that migrated to the line when the double-truck safety cars that were normal were required to boost the Waukeegan - Great lakes N . B. setvice had special floor construction for better heat insulation against cold wearther. All runs carried a complement of flags to indicate runnung extra or second section following, etc. The line gave and received transfers to and from only one of the routes of the main transit system, the one line that had been the local operation of the interurban north to Sheborgan.
Not quite. City cars and interurban trains operated by the same operator and on the same tracks was hardly unusual. Besides, North Shore's city cars operated on some trackage that the interurban trains did not use.
CSSHEGEWISCHWhat was an unusual characteristic of this operation?
North Shore Line operated a single city streetcar route in Milwaukee. What was an unusual characteristic of this operation?
Happy to have CSS ask the next question. If he is reluctant to come with on e, I'll do my best.
daveklepper The Cincinnati and Lake Erie and its predicessors were standard guage, but the Cincinnati city system was broad gauge.
The Cincinnati and Lake Erie and its predicessors were standard guage, but the Cincinnati city system was broad gauge.
You guys split the answer.
In addition to the two wire overhead there was another problem that was also found in other Ohio cities...
The cars were the "Red Devils" and the interurban was the Cincinnati & Lake Erie. The interurban couldn't enter Cincinnati because of the two-wire overhead used by the Cincinnati street railway system..
The interurban's best known cars were built not far from the end of its line just outside of its namesake city.
A little more digging on the 1915 trip suggest they brought a large amount of food and drink, and some of the transverse seets were removed and replaced with wicker lounge chairs. The group took about 9 1/2 hors from Boston to New London, and a little over 10 from New London to New Rochelle, staing in a hotel in New London.
This large interurban system, made up from several smaller systems, couldn't actually enter the city in its corporate name for two reasons, requiring a transfer of all passengers entering the city itself. Name the interurban system and both reasons its cars couldn't enter the city.
Vertical clearance under a bridge is xcorrect.
The article didn't say how the 22 hours were spent. It may have included only the trolley portion. The run used Bay State, Rhode Island Company, Shore Line Electric, Connco and New York & Stamford tracks.
So...a vertical clearance problem under a bridge (New Haven RR?) Big cars also had problems with tight curves, especially when the overhang went past the curb.
daveklepperDid the 22 hours include the NYW&B part?
That is not the reason for the change of cars in New Haven.
They would have gotten as far as Norwalk, but the car they started out in, a big cleristory-roof car, would have had a very specific probkwem at one point south of there.
Did the 22 hours include the NYW&B part?
I think the Newspapermen did it in about 22 hours. Bay State 4182 would have been fairly breezy even with all of the windows closed. The seats were at best rattan-covered, though at least some of the series had wooden seats.
I would think the use of ConnCo 500 was due to the Mellon family wanting to buy more Mass. and R.I. electric railways. ConnCo cars did use full railroad size flanges so that might have been the real reason. Obviously ran out of overhead wire in New York City...
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