Both north and southbound trips terminated at 63rd and Dorchester (how the trains with observation cars got turned there is another story). Ordinary north and southbound trains had runs of the same length. Only the ones that advertised direct connections to NYC trains had the extra northbound distance.
That suggests that the northbound runs ran around the Loop L in order to stop opposite La Salle Street Station before making a right turn at Lake & Wells to head toward Milwaukee.
Up to the end of service, at least some southbound morning rush-hour trains circled the Loop, running on the Wells Street portion twice, before running to Roosevelt Road. I assume they did not stop at the Wells Street Stations a second time.
CSSHEGEWISCH That suggests that the northbound runs ran around the Loop L in order to stop opposite La Salle Street Station before making a right turn at Lake & Wells to head toward Milwaukee.
North Shore honored interline tickets and baggage checks, not a common practice on interurbans.
This practice is hinted at, but not directly documented, in several North Shore books and articles.
Time for another question...
RC or I?
CSSHegewisch is up. Due to the pause someone else can step up.
I just finished on the other thread. Somebody else can come up with a new question.
RC, would you like to ask the next quwestion here?
This streetcar line and associated interurban, which lasted until after World War II, operated almost entirely on track owned by a class I railroad, which provided steam powered freight service over some of the lines involved. Sale of the line to new owners ended freight service.
Several lines meet that description. Did asseeger service continue on rails? Does pasenger service on rails exist today? were not some rail service converted to bus while others continued. And did not and today' railoperations involve two gauges?
Rail operation of both the streetcar line and the interurban continued for a few years after the sale by the class I. All operations eventually were replaced by buses. All track was standard gauge.
The Atlantic City System, with the interurban running over first PRR-owned and then Pennsylvania-Reading Seashore Line's track. Municipal ownership led to ending freight service and then first replacement of the interurban to Ocean City and then replacement of the modern "Miss America" Brilliner fleet with buses.
Except that the system was not publicly owned until 1985, that's pretty much accurate. PRR handled the ownership via PRR/PRSL's West Jersey and Seashore, whose initials were painted on all Atlantic City equipment, including the Brillliners. Operation was handled by the Atlantic City & Shore, which was a management firm. After the sale the Atlantic City Transporation Company owned the property. The Shore Fast Line used PRR(WJ&S) tracks between Atlantic City and Ocean City by trackage rights, so ACTC never owned the line to Ocean City.
The P-RSL didn't change much, except that the Reading got consulted.
During WWII, open-platform passenger-carrying equipment regularly operated into Grand Central Terminal during rush hours.
And wooden cars of one specific type even after WWII untill replaced by second-hand lightweight replaqcements.
All details for both situations, please.
Hints:
The wood steel-underframe vcars did not carry passengers
The open-platform cars were steel, built in the 20th Century, and operated into GCT on its opening day.
I can reluctantly understand why South Shore gets overlooked since it started losing its interurban character when the Insull steel cars were delivered in 1927. I would opine that South Shore lost its last interurban characteristics when the steeplecabs were retired since mainline street running also existed on several steam railroads.
The DeLaware & Hudson also had all-steel open-platform coaches in Sranton - Carbondale service, which I rode in the summer, 1950.
But these into GCT were even more unique and lasted also lasted until until well after WWII, although in the end their last assignment did not include running into GCT, just every connection possible with trains that did.
And some wood non-perople cars did continue to serve the railroad for a few years, but not into GCT.
New Haven still had some open-platform MU cars into the 1940s. The wooden cars would be express refrigerator cars. Express and milk reefers continued in use on the west side line until the milk trains stopped in the late 1950s.
By aaven's wood baggll means ask the next question. You got the right railroad for the MUs, but not the New Haven's Wood short baggage-only cars, which continued to enter and leave GCT until the Central insisted they be replaced, which they were with a few AT&SF lightweights.
The original NYNH&H AC-DC MUs, which were open-platform, but longer than the Central's DC MUs, ran into GCT until around 1948. But continued in use on the Norwalk - Danbury shuttle and the New Cannan Stamford shuttle, the latter until the 4400s, the :"Wasboards" arrived.
The AT&SF baggage cars must have been pre-war, as a lot of later AT&SF equipment had outside swing hanger trucks, which weren't allowed in third rail territory.
The milk cars off the D&H and Rutland must have been handled on the West Side line.
rcdrye...a lot of later AT&SF equipment had outside swing hanger trucks, which weren't allowed in third rail territory.
1. The AT&SF baggage cars sold to the NYNH&H were pre-WWII.
2. But both underrunning NYCentral and standard H&M, BMT-IND, LIRR third rail had no problem with regular swing-hanger trucks, Recall that post-WWII AT&SF sleepers ran into both Penn and GCT in transcontinental sleeper service.
Penn Station Third rail had about the same clearance diagram as Grand Central. The old "Official Register of Passengr Train Equipment" had restriction lists for various classes of equipment. Without going too far into the weeds, there were several variations of the GSC truck with outside swing hangers. My bet is that Pullman (and Pullman-Bradley) made sure the ones intended for use in the New York area were carefully chosen. Oof course all of the Budd-built 10-6s from AT&SF, UP ans SP that made up the backbone of Amtrak's sleeper fleet were OSH-equipped.
One of the USRA types created during WWI was designed for a specific service. The first 5, built by Alco-Schenectady, were lettered and numbered for one railroad, but ended up being delivered to a second, where they formed the basis of a large and famous class, most of which were not built by Alco. The first railroad did eventually get similar engines built by Alco-Richmond, along with some post-USRA examples from the second railroad via a third railroad. Name all three railroads.
That's going to be the USRA 2-8-8-2 (notably enough, substantially developed out of the Y2 class of the 'most famous of the three railroads' -- a set of blueprints being helpfully made available to the USRA design committee early.)
Those first five were lettered for the Virginian. The latter 20 acquired by that road were their (appropriately chosen!) USA class; I can't find any mention of the 'second' road they might have been offered to while VGN was reluctant to take them immediately postwar.
There were 15 more (USB) in 1923, but I can find no indication of these being built for someone else.
The Virginian USE was (coming more than full circle) ex-N&W Y-3s.
Well done! The first five, lettered for Virginian as 900-904, never ran there, becoming N&W 2000-2004 instead. The USA class and postwar USB class (many rebuilt to USC and USD) eventually numbered 40 engines. The ex-N&W USEs came from the AT&SF in 1947, which bought them for helper service from the N&W in 1943. Though not the original 5, they were the same N&W Y-3 class as the first USRA engines.
Virginian also had 7 pre-USRA 2-8-8-2s (class AD and AE, Alco-Richmond 1910)
Still don't have anything worthwhile, but I'm bumping to keep it visible.
I'm throwing this open to keep it alive. I don't have anything remotely as good as the last few questions on the other thread.
What was the last streetcar line to use single-truck Birney cars in regular transit service?
Do the single-truck Birney cars on the 'riverside loop' in Memphis count as 'regular service' for purposes of this question?
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