The bypass route still exists today, as far as I know. At 91, my memory may not be perfect; however, my memory is that the bypass route does not extend to Patomic yard but just to the north end of the Patomic River Bridge, and was the only reason there was catenary on the bridge. If I'm wrong, then the question is wrong, there was no catenary on the bridge, and there was a second bridge with catenary that still exists without it. I'll look for it on tge web.
PRR (PW&B) owned the track on the bypass route as far as the interlocking at the north end of Pot Yard, B&O had trackage rights. Conrail passed it to CSX when it was split up, quite a few years after CSX acquired the RF&P. Ownership now is clearly in CSX's hands.
As far as I know, no passenger equipment was regularly seen in Patomic Yard.
The 11000V AC catenary was on the still-in-use two-track heavily-used Patomic River Bridge.
It did not exist in the two-track tunnel south from Washington Union Station, except about 500 feet south of the north tunnel portals, and trains using catenary power to and from Patomic Yard yard did not run through Union Station.
All this time I'd been thinking it was RF&P. Now I have to go check.
I remember that one company anticipating running sideloading container blocks to the yard was Southern Railway. Was the yard used at some point as an overflow coach yard for some of the major Washington PRR (and NH) trains?
Yes, Patomic Yard was included, and now name the ralroad the PRR Used to reach it and the nature oif the traffic.
This has to be Pot (Potomac) Yard -- familiar to me as the south end and interchange point of the high-speed container train I developed for Conrail.
Washington Terminal was not an independent railroad. It was partly owned by PRR. Close, however.
The railroad was a Class I. The electrification no longer exist, but the reason for it may exist, but with much reduced importance and traffic, although traffic that was once under wire remains strong.
Wahington Terminal. So that PRR trains could enter Washington Union Station. PRR, B&O, RF&P, Southern.
The PRR 11000-Volt-25Hz electrification extended over another railroad, one independent of the PRR, not like the Long Island.
Which railroad? Where? Why? All traffic under the wire, both electric diesel and/or steam.
Bump
Waiting for CSS&SB's question.
Yep. TP&W got half of EMD F3 four unit demonstrator set 291. TP&W numbered their two units 100A and 100B, the 100B (291B1) was renumbered to 101 when it got a cab with a nose that was slightly shorter than standard.
The road in question is TP&W, and the unit in question was an F3B that had a cab attached to one end.
The modification I'm looking for was only done once, to one unit of a former EMD demonstrator. From the front and an angle it looks like a normal F3, from the side not so much. This unit and another ex-demonstrator (from the same set) were the only F3s this railroad owned.
rcdrye In the covered wagon era, carbody modifications were rare, except for side panels. One railroad did something to an F3 that no other railroad tried. Although the result was not easy to pick up in a photo, it was easily found with a measuring tape.
In the covered wagon era, carbody modifications were rare, except for side panels. One railroad did something to an F3 that no other railroad tried. Although the result was not easy to pick up in a photo, it was easily found with a measuring tape.
Don't know if this qualifies but in 1948, the NP rebuilt the side panels on their F3s as there were problems with the air filters. That changed the early passenger scheme (aka Butterknife) to extend around the front porthole. This then became the Phase II standard.
Did not the Boston & Maine relocate the drawbar and coupler further from the centewr for better operation around curves?
rcdrye, don't forget you're up on this thread, too
Thanks. Great. You did include the B&A-NYC and NYConnecting that many would have left out. And, as usual, I learned something new from your answer. Look forward to your question.
Canadian National Railways (Montreal - East Alburgh VT)
Central Vermont Railway (East Alburgh VT - Windsor VT) White River Jct-Windsor operated by Boston & Maine.
Boston and Maine (White River Jct VT -Springfield MA). Southbound trains operate via CV, northbound via B&M between Brattleboro VT and East Northfield MA.
Boston & Albany (NYC) Springfield Union Station
New Haven (Springfield MA - Bronx NY)
New York Connecting RR (Bronx -Queens via Hell Gate Bridge)
Pennsylvania RR (Queens NY - Ivy City DC)
Washington Terminal Company (DC)
For some periods the train operated Montreal -St Johns QC on CN, connecting with the CV St. Hyacinthe Sub for the remainder of the route.
B&M's portion was made up of a patchwork of owned and leased lines. Between Windsor VT and Bellows Falls VT the line was owned by the Sullivan RR (Except for the ends, the entire railroad was in Sullivan County NH). The portion between Bellows Falls and East Northfield was owned by the Vermont & Massachusetts RR. Both of those companies remained in existence under B&M control until the entire Conn River Line was acquired by Central Vermont on 1987.
The reason is that you are correct. It is East 10o5th Street, and my memory had taken a glitch. Do you have further informatyion on when and who was the customer and what kind of freight?
Name every railroad whose tracks the Montrealer-Washingtonian used. For exanmple, don't leave out Washington Union Terminal.
That's it, as amended.
Freight delivered nominally by the BMT's South Brooklyn Railroad to a costumer wanting delivery (or pick-up) at the Canarsy Station, with rhe road crossing the last on the subway system at East 105th St. Station. Not a usual freight origine or destination, freight at Canarsy may have been a one-time occasion, and the South Brooklyn always used whatever was handy, not just its own equipment. The MUs were probably standard steels, the usual three-car "B" unit, with cabs only at each end, and door-control only in the middle car.
And you did state that an adapter coupler was used, not at all unusual for South Brooklyn.
The answer is far more obvious than anything mentioned so far.
Standard steel MU passenger cars, only equipped to operate on third rail.
CRT would have had coupler problems, as would CA&E.
That rules out the LIRR, which only used locomotives. If a DD1 was not available, an H6 or H9 consxolidation certainly was.
Possibly the CA&E did this on occasion. The Chicago Rapid Transit did have a freightp-line gradep-crossing (ex Milwaukee), but I believe this had overhead wire. The Sacramento Northern also had freight motors, but may have done this on occasion. Ditto the Lackawana and Wyoming Valley (One freight motor). The Wilksbarre and Hazelton?
But with the Laurel line having just one freight motor, logically they could passenger equipment when uit was serviced, But they alsdo use witre on freight sidings.
Is it one of the mentioned operations?
Multiple MU passenger cars, I presumed in a set long enough to span the gap at the grade crossing. At least 2 cars in the picture I saw when I was young.
I am pretty sure there was an adapter coupler to be able to move the freight cars.
The third rail did not, of-course, continie across the road. There were several locations like this on the Chicago Aurora and Elgine, but I do not recall the exact lolcations.
There may also have some on the Sacramento Northern.
And one on the Long Island Railroad on the Long each branch. Saw a DD-1 do the chore.
The electric locomotives on all three railroads were mu-equipped, or did you mean MU passenger cars providing the power?
I'll leave it open a little while longer, but in the meantime:
Where could you find a system switching freight cars across a road grade crossing using third-rail standard MU equipment?
Does anyone still have an interest in this?
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