That's the list. I was thinking of C&NW when I added the part about wholly owned line, though C&NW didn't get to K.C. until it got the RI's Spine Line in the early 1980s. Milwaukee and Rock Island had a paper subsidiary for their joint entry into Kansas City, as well as the jointly owned Davenport Rock Island & Northwestern. The Burlington and the Rock Island cooperated on the Zephyr Rocket between the Twin Cities and St. Louis, since neither had a particularly direct route.
Rob:
I checked a 1948 OG and found that the CGW, CBQ, RI, and MILW served those four cities. The CBQ and RI also served St. Louis.
Ed Burns
Guess this one needs replacing... I was looking for Illinois Terminal, which rebuilt several small electric locomotives into gas-electric-electrics. St Louis and Belleville Electric, a rare freight-only electic line, had one built by St. Louis Car for the Illinois Central.
In 1950, five different railroad systems served Chicago, Kansas City, Omaha and the Twin Cities. Name all five, plus any wholly owned lines that were part of the systems that got them to one of the cities. Two of them served St. Louis under their own names as well.
North Shore was known for its trolley-battery locomotives, which enabled the road to offer industrial sidings without overhead wire. Another large interurban in Illinois also had trolley locomotives capable of "wireless" operation for much the same purpose. Name the railroad and describe the locomotives.
You are a lucky fella Dave to have taken that train. Except for the local yokels I doubt many have experienced those rare miles.
Was this a business trip or just a holiday logging in some soon to disappear forever mileage?
Another question--Have you ever made a somewhat reasonable estimate of the total amount of rail-miles you have traveled over...if you strung it all together as one straight track how far have you gone? Approximately of course.
When I rode the PEI mixed and the train on the ferry (Charlottetown-Moncton, transfer to Ocean Limited) shortly before the passenger service quit (1965 or 1966?), power was a GP-7, if my memory is correct. Lunch in the boat's dining room.
Marieville yard with freshly painted interurbans. Makes the 3 year-old CLC look dull and old:
http://www.railpictures.net/photo/297834/
Greetings from Alberta
-an Articulate Malcontent
Rcdrye has it. I had almost forgotten about the M&SC and their diesel ops, but then stumbled upon some photos just as I was trying to think of a question, perfect timing.
It is likely the H-12-46's were used on P.E.I passenger and mixed trains too, some of the units were assigned to the island for a time:
Among NDG's favourite locomotives. Many photos posted in the past.
Damn, he beat me to it by no more than five minutes because it's taken me over 30 minutes to get the Internet to connect!
I was going to add Prince Edward Island, but I think we have discussed the 'rare' passenger service 'around Granby' before, so no surprise there!
FM/CLC H-12-46 7618-7629, used on the former Montreal and Southern Counties trackage around Granby. M&SC cut electric service back to Marieville after they took over Montreal commuter service to Central Station/Gare Central.
Getting closer, but the manufacturer was not Alco/MLW either.
New Haven did have by far the largest fleet of DL-109's, and did use them extensively in freight service, but they were not the only buyer.
Some of the A1A-A1A MLW models were unique to CN too, and may have hauled passenger trains on occasion, but they were not ordered with the intent to put them into regular passenger service. The model in question was.
I'm going to go for CN's MLW RSC13. I can't place the small subsidiary, unless they served onthe former QRL&P line.
My guess: The New Haven Alco DL109. They moved people by day and freight by night. Regarding the line, my brain is rusty, though I'll still take a crack at it: The line to Maybrook via the Poughkeepsie bridge.
An Alco Road-Switcher, identical to its RS-2 or RS-3, except for A1A trucks instead of B, probably for CN.
5 days sure goes by quickly, time for a bump and a hint I guess. The locomotive manufacturer was not EMD.
A class of A1A-A1A diesels were built exclusively for one railroad, which used them in both freight and passenger service, notably on one of its smaller subsiduaries. Name the locomotive type and the line they hauled passenger trains on.
After checking the EJ&E website, it shows that fourteen centercabs were re-powered with 567's and renumbered in the 900 series and nine got 606A engines and were renumbered in the 700 series.
Exactly. Five of EJ&E's DT-6-6-2000s were repowered with pairs of 12-567s, giving enough 606SCs to do all 10 of the VO's. The other DT-6-6-2000s were re-engined with Baldwin 606A engines, which fit in the original hood.
All yours, Dude!
rcdrye This Chicago-area line re-engined its Baldwin VO-1000s with engines it already owned, made available when other units were re-engined. Name the railroad and the "other" engines.
This Chicago-area line re-engined its Baldwin VO-1000s with engines it already owned, made available when other units were re-engined. Name the railroad and the "other" engines.
Elgin, Joliet and Eastern repowered theirs with different Baldwin engines, exchanging VO's for 606SC's. The "new" prime movers came from some of EJ&E's DT-6-6-2000 centre-cab transfer units, which had in turn been rebuilt with EMD 567's.
Many of the involved locomotives remained in service until the mid-1970s, but none survive today.
Correct. Next question?
New Haven rebuilt car 1000 in 1959 from one of the prewar "American Flyer" coaches with 78 seats. The original car was built by Pullman-Standard at the former Osgood-Bradley plant in Worcester Mass in 1938 (I lost my note on the original number). Although the car was well received it came out just about the time the NH's finances collapsed. Unique paint scheme with red lower panel and remainder in black with white lettering including stacked NH in center of car. Renumbered 2696 by Penn Central, it may have operated in Amtrak service under lease. With other prewar Pullman-Bradley and Pullman-Standard cars (all built in Worcester, P-S assumed complete ownership in 1938) it probably ended its life under lease to MBTA in Boston commuter service.
Repeating the question:
This railroad had an ambitious plan to modernize lightweight pre-WWII coaches still in service. One prototype cars was so modernized, the car repainted, and numbered 1000. But it was the only car so treated, the program did not proceed despite the favorable review of the modernized car. But some of the fleet continued into Amtrak service and still run on tourist and museum lines.
Which railroad and add any other information you have.
And here is a 1948 photo of a Third Avenue straigih-side convertable (851-1050 were curved-dside) at St. Ann's Avenue and Boston Road and 169th Street, The Bronx.
And over's comment on the split at Limon and the EMD half-an-E-unit power is as a B-unit is correct.
Correction, the Philly WWI double-enders, both on the PTC and Red Arrow (PSTC) were called "Hog Island" cars. Possibly better called medium-weight, rather than light-weight, all probably two-man originally, but converted to one-man.
As noted, the Rocky Mountain Rocket served both Colorado Springs and Denver. Tour groups would go to one, use buses to tour Colorado, and return from the other. This presented a continual problem for the Rock, with a surplus of passenger equipment in one and a dearth in the other. The D&RGW helped solve this dilemna.
Not that complicated, only the one RI train involved. Most passenger railroads did the same sort of thing on occasion, but were able to use only their own trains.
Are you looking for connections to and from the 'Golden State route' joint RI-SP line?
This split at Limon involved using that interesting 'B-unit-with-a-cab' that would be visually integrated in the larger train's consist, right?
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