I pass the torch to the other guys....I just got to ask a question.
Pennsylvania RR and New York Central did not share very many facilities, but in one city PRR not only used the same station as NYC, but was actually a tenant of NYCs. Station still exists but is no longer in use.
RC DRYE:
Are you thinking of the NYC depot in Buffalo, NY? I read (not sure where) that the PRR used that depot because they had only one or two trains a day on that line.
Ed Burns
Retired NP-BN-BNSF from Minneapolis and ATCS host in Anoka, MN
Ed is correct with Buffalo Central Terminal. PRR and NYC shared a handful of Union Stations here and there (Erie PA, Toledo OH, Cincinnati OH) but PRR was usually an equal partner. PRR's Western New York and Pennsylvania usually had one each day and night trains to Harrisburg compared to the dozens of NYC trains. PRR/PC service continued right up to April 30 1971.
R. C. Drye:
I read that the PRR used the NYC station in Buffalo, NY.
Sorry--but I don't have a question to continue this thread.
Some miscl. information though from my 4 years on the NP before the 1970 merger. In only saw a SOO line passenger train once and that was a NP's Minneapolis Lower Yard. The SOO used the NP trackage from a point called 14th Avenue North (Minneapolis) to a point near the MILW depot in Minneapolis. Then the SOO backed in the MILW depot. The Winnipeger consist sat in the St. Paul Union Depot during the day and was cleaned. The last SOO passenger train was discontinued in 1967.
The NP interchanged with the GN three ways in Minneapolis. 1. Industries east of the Mississippi River were delivered to the GN via a short track in Northeast Minneapolis. 2. Industries west of the Mississippi River were interchanged via the NP's Lower Yard. The GN shoved up from a track near the GN Depot and delivered and pulled. 3. Any road to road cars (and I only saw one) was delivered to the Minnesota Transfer Railroad for the GN.
Any time you want to talk about the Twin Cities, please call 763-234-9306. I was Roadmaster's Clerk for five years and had to know about the TC Terminal, joint trackage and all.
So Ed, I'll use your commentary as a new question base and ask it on your behalf. It doesn't quite fit into our 50 year window, but the train description certainly did.
The last Soo passenger train that had passenger equipment (as compared to caboose space) was discontinued in March 1968 (some months after the Winnipeger). During its postwar period it never looked like a Soo Line passenger train. Endpoints and participating carriers.
The train in question was the "Copper Country Ltd" between Chicago and Calumet MI. It was a joint MILW-SOO train.
CSSHEGEWISCH The train in question was the "Copper Country Ltd" between Chicago and Calumet MI. It was a joint MILW-SOO train.
Originally a joint MILW/DSS&A train, the Copper Country Ltd often ran through with MILW power, and seldom if ever had Soo Line equipment in the rest of the consist. In DSS&A days it occasionally drew a pair of DSS&A RS1s north of Champion MI.
EL #5/6, the "Lake Cities", operated under a different name during part of 1964 and 1965. What was the different name and its basis?
It ran as the "World's Fair" during the 1964-1965 World's fair in New York.
rcdrye It ran as the "World's Fair" during the 1964-1965 World's fair in New York.
We have a winner. You get the next question.
CSSHEGEWISCH We have a winner. You get the next question.
You were inactive for quite a while and ask really good questions. Please ask another.
Since the thread has sat for five days how about this:
This short line castoff of a larger (then class I) regional system merged with a local freight-only trolley line, replaced steam with small diesels (and a silver gas-electric). Cut back in stages due to flood control work and declining traffic, it survived into the 1980s with diesel operation of the former electric lines and to this day on the remaining "steam" main line.
Does Concord and Clairmont in New Hampshire still operate?
Close enough. The Claremont and Concord was a Pinsly family purchase of B&M's Claremont and Concord line (the name goes back to the 1880s). After Pinsly bought the C&C, he bought the Claremont Ry. (Formerly Claremont Ry and Lighting) which operated switching service on various streets and roads in Claremont and West Claremont. By 1962 the line was cut back to run between Claremont and Newport, with both the main line and the former Claremont Ry lines using 44 tonners since 1956. In 1970 the main was cut back to East Claremont. The former C. Ry trackage was abandoned in 1986 (though some still remians visible) and the line east of downtown Claremont was abandoned in the early 1990s. The company still operates carrying lumber and road salt from Claremont Jct to Claremont. Around 2001 the company leased the former B&M Westboro yard across from White River Jct VT where it handles road salt and propane. Connecting trackage rights on G&W's New England Central.
Back to you, Dave.
I rode the Pinsley Suncook Valley from Concord to Pittsfied four or five times in the sumer of 1945, Later, our camp group rode in owl-faced ex-PRR P-54's behind a 2-6-0 from Concord to Clairmont Junction (B&M) to connect with the Day White Mountains Ezpress through to GCT. In the spring of 1950, as an MIT Frreshman, rode the fan-trip Boston - Concord - Clairmont Jc. - White River Jc. - Boston, all open-platform wood cars, 4-6-2 power except C - CJc. , double-headed 2-6-0's.
What interruban line in the USA was the first or one of the first to apply regnerative braking and magnetic track brakes, and had a large fleet of cars that had zero air equipment of any kind, relyiing on regnerative braking (switching to dynamic if the overhead could not receive the power), magnetic track brakes, and hand brakes? Name the company and terminal points served.
daveklepper What interruban line in the USA was the first or one of the first to apply regnerative braking and magnetic track brakes, and had a large fleet of cars that had zero air equipment of any kind, relyiing on regnerative braking (switching to dynamic if the overhead could not receive the power), magnetic track brakes, and hand brakes? Name the company and terminal points served.
West Penn Railways had a fairly large fleet of airless cars as you describe, using them on the main portion of their system linking Pittsburgh (via P Rys in Trafford and McKeesport) with Connellsville, Uniontown, Latrobe and Brownsville. West Penn and its related systems also had a fair sized fleet of more conventional cars, including some Cincinnati curved-side lightweights.
The only West Penn equipment that operated into Pittsburgh in through service over Pittsburgh Railways were box motors and trailers, all of which were air equipped.
100% LOOK FORWARD TO YOUR QUESTION
The railroad that owned the highest steel bridge in Iowa later bought the former interurban that owned the second highest steel bridge. Owning RRs and (optional) bridge name for the highest bridge.
rcdrye The railroad that owned the highest steel bridge in Iowa later bought the former interurban that owned the second highest steel bridge. Owning RRs and (optional) bridge name for the highest bridge.
The C&NW's Kate Shelley Bridge. The Ft. Dodge Des Moines & Southern was the former interurban.
Mark
Correct. Looking forward to your question.
At one time or another there were eight tunnels on Class I railroads in the state of Illinois. What are the names or locations of the four that have been abandoned or daylighted and on what railroads were they located? What four remain in active use today?
The four that are still in use are all located on one railroad. The others were on four different roads.
I can come up with IC's four, three on the Edgwood cutoff and the hard rock tunnel on the Iowa Division at East Dubuque. So far I only have the former GM&O tunnel on the line southeast of E. St. Louis for abandoned ones.
The four tunnels on the ex-IC are the ones that are still in use today on active lines of the CN. Those on the Edgewood Cutoff are known simply as Tunnels 1, 2 and 3. I think the former GM&O line between E. StL. and Cairo is abandoned but the tunnel at Alto Pass had been daylighted while it was still in service.
Keep looking for the remaining three abandoned tunnels Rob. One is in far western IL, one in far southeastern IL and the third just under 100 miles from Chicago.
Another abandoned tunnel would be the Winston Tunnel on the former CGW.
CSSHEGEWISCH Another abandoned tunnel would be the Winston Tunnel on the former CGW.
The Winston Tunnel was the other one in far western IL. It was just under 2500 ft. in length making it the longest tunnel in the state. Just two more to go.
Five days is long enough for any question to run so here are the remaining two tunnels that no one has yet identified. 1) The Split Rock tunnel on the Rock Island mainline between Utica and LaSalle and 2) An un-named tunnel on the Big Four's Egyptian line at the town of Tunnel Hill about 45 miles north of Cairo.
Since Rob correctly identified five of the eight tunnels he is our winner and gets to ask the next question.
I had found the NYC one but thought it might have a name. I assume the Split Rock tunnel was daylighted.
The Boston and Maine one hard rock tunnel that was long and famous. The B&M also had two urban tunnels, one in Massachusetts (cut and cover) and one in Vermont (hard rock). Both are still in use. Name the City in Massachusetts and the town in Vermont.
Login, or register today to interact in our online community, comment on articles, receive our newsletter, manage your account online and more!
Get the Classic Trains twice-monthly newsletter