By unique, I am referring to the pre-WWII period --- althouhg come to think of it one or two of the other charactersitics, not on the South Shore, was shared with the B&O's Staten Island Rapid Transit, but that is a good question as to whether or not that is direct railroad ownership.
Remember this history very well. But my usual procedure was to go westbound onh the Broadway, then back on the replacement for the Century, the "Steel Fleet" as we called it. This was the opposite of my first trip, around 1959, west on the Century and back on the Boadway when both were all-Pullman. Had forgotton about the special announcement. The last time I rode the Broadway was four days before train-off, and then only from Lancaster to New York, on a round-trip Harrsiburg ticket so I could return on the Broadway. (Work on the Fulton Opera House restoration) The Amtrak condouctor told me some railfan friends, four fellow Branford members, were sharing two interconnected bedrooms in one of the two Heritage sleepers, and I could ride with them. But most of the Philly-NY portion was in the dining car. The food service remained excellent to the end.
My question, name all the features of the original IC-suburban mu cars that made them different from any other railroad-owned and operated fleet of electric mu cars. Two features and only two were shared with the South Shore cars and only with the steel South Shore cars. Others were unique to the IC alone.
Pennsy tried really hard to keep the Broadway all-Pullman, keeping it so almost a decade after coaches were added to the 20th Century. Even the coaches finally added were ex-UP 44-seat coaches with substantial lounges, which PRR bought just before the PC merger. Technically the Broadway stayed all-Pullman, as it was "combined" with the General, a fiction that was dropped almost immediately. A measure of PRR's pride was the special gate announcement at Chicago Union Station.
You said daily, and the only two Chicago PC named trains were the Broadway and the Floirda train. The latter was every other day, not daily. So the Broadway is it.
The Pennsylvania Limites?
Johnny
rcdryeOf the PRR's 20+ daily departures from Chicago Union Station the 1950s and 1960s, this was the only one whose gate announcement included the phrase "The Pennsy welcomes you aboard!"
Both the Trailblazer and the Detroit Arrow were gone by the mid-1960s. This train retained its name, but not the announcement, into the Penn Central era.
Either the Detroit Arrow (operated with the WAbash via Fort Wayne) or the Trailblazer, coach streamliner to NY.
If Paul (CSSHegewisch) wants to replace this with his own question, he's welcome to do so.
Of the PRR's 20+ daily departures from Chicago Union Station the 1950s and 1960s, this was the only one whose gate announcement included the phrase "The Pennsy welcomes you aboard!"
Paul - you're up!
CSSHEGEWISCH The interurban is the Chicago, Aurora & Elgin, which had flaps on high-level platforms east of Bellwood to allow clearance for freight trains. The high-level platforms were for service operated by the Chicago Rapid Transit Co.
The interurban is the Chicago, Aurora & Elgin, which had flaps on high-level platforms east of Bellwood to allow clearance for freight trains. The high-level platforms were for service operated by the Chicago Rapid Transit Co.
And the freight train crews required at least three men - the motorman, a guy on the front with a pole to flip the flaps up, and a guy on the caboose steps to flip 'em back down. Near as I can tell from photos they were more or less 2x10s with hinged brackets. In a few photos you can see that the crew didn't always get all of them flipped back.
This one has sat for a week. Time to move on.
I was looking for the remnant of the Rutland between NYC's Massena line and the Adirondack Division at Malone. It was retained for NYC and later PC use until the section of the Adirondack Division north of Malone was abandoned around 1970.
New question: To accommodate some of its own trains on tracks shared by a different line, this interurban put flaps on the edges of some of the station platforms.
Let's try a new one...
After this regional railroad was abandoned, a segment was left in place to connect two international routes belonging to the same, much larger, railroad. The connecting segment remained into the 1970s, when the eastermost of the two international routes was itself abandoned. The westernmost remains today.
Wizlish, you're up.
You are of course correct. Dr Webb also had his estate in Shelburne VT, that is now covered by the Shelburne Museum, the Morgan Horse Association and Shelburne Farms. I'll leave to you the tangled "Webb" of the M&M, StL&A/A&StL, RW&O and incursions by the D&H.
This would be the New York Central, of course, who acquired 'just enough' stock from William Seward Webb et al. Webb of course had bought control of the Rutland from the Clement interests in order to further his chances, or so he thought, at the Vermont governorship by being a local railroad president.
I had thought this was going to have something to do with the Mohawk and Malone/St.L&A approach to Montreal that became the Adirondack Division of such recent interest to railfans and trail advocates, but apparently it doesn't...
The Rutland finally completed its dream of a route to Canada in 1901 after it bought the Ogdensburgh and Lake Champlain and built the Rutland-Canadian up through the Champlain Islands. Shortly after the route's completion the Rutland fell under the control of a large railroad system. Name the system and the man responsible for this, who was formerly president of the Wagner Palace Car Company.
I saw several sites on the Champlain II and the Oakes Ames while looking for the previous question. Thought it would make a question. The wreck has become a dive site in Lake Champlain.
This is what I'd found.
http://ufdc.ufl.edu/UF00098800/00009/4j
http://www.lcmm.org/shipwrecks_history/uhp/champlain_ii.htm
http://www.waterfrontdiving.com/champlainIIHistory.shtml
rcdyre your question.
The "Oakes Ames" was a sidewheel steamer built in Burlington VT in 1868 for the Rutland Railroad for carferry operation between Burlington VT and Plattsburgh NY, where a connection was made with the Montreal and Plattsburgh, a Delaware and Hudson predecessor. Capable of carrying 14 36 ft freight cars, it was loaded through the bow from a float at the foot of Maple St, near the present Vermont Railway yard. It operated the route until 1871, when the combination of D&H disinterest and slightly improved relations with the Vermont Central/Vermont and Canada made the seasonal ferry operation less attractive. Sold to the Champlain Transportation Company, it was rebuilt as the line steamer "Champlain II" which was wrecked on Split Rock Mountain, near Westport NY, in 1875.
Champlain Transportation is still in business as Lake Champlain Transportaion, running among others a seasonal route from Burlington to Port Kent NY (where the "Ames" stopped, but not to transfer cars) and from Grand Isle VT to Cumberland Head near Plattsburgh. The original Montral and Plattsburgh line was replaced by the current route via Rouses Point in the 1880s.
A trivia question.
Congressman Oakes Ames had a steamship named after him while serving in congress. Name the railroad it was operated for and the two ports it served.
I'm not sure what happened to my reply.
My guess was St Albans, Vt - Alburgh, Vt - Lacolle, Quebec - Rouses Point, NY. That was from looking at what remains today. (Mostly rusty rails).
In digging around the internet, I see that Wanswheel, Dave Klepper and you(rcdye) had a lively discussion last December on Central Vermont passenger trains.
I'll try to get a question posted tonite.
The IGN
IGN gets the next question for the partial answer. When the Rutland was abandoned, the Central Vermont chose to discontinue operation over the bridge and trestle between Rouses Pint NY and Alburgh VT. Instead CV's Rouses Point Sub operated from East Alburgh VT to Cantic QC and back to Rouses Point via the CN's former Canada Atlantic and Rouses Point lines. The operation was made a little more difficult since there was no connecting track in the SE corner of the crossing at Cantic. Traffic had dwindled to practically nothing by the late 1980s, so the rights over CN were not included in the sale of the Central Vermont to RailTex's New England Central in 1995.
narig01 Was the railroad that was abandoned the Rutland? Rgds IGN
Was the railroad that was abandoned the Rutland?
Rgds IGN
It was. Now fill in the detour blanks.
One of the Canadian railroads is involved. The entire detour was less than 12 miles long.
It's got to involve CASO, right?
OK, so I was wrong. The picture of the bridge was in the September issue of Trains, not Classic Trains.
There was a picture of the bridge in a recent issue of Classic Trains.
daveklepper Minnesota one and N. Dekota the other?
Minnesota one and N. Dekota the other?
Bit further east.
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