Other railroads also had pay cars. Even the UP and CP building the first transcon.
The car "G"at Branford, the Shore Line Trolley Museum, about the same vintage, Jackson and Sharp about 1880, converted to an mu control trailer upon electrification of the elevateds, then converted into a revenue collectoin car. It is believed to be the oldest rapid transit car anywhere. The subway system has always had steel revenue collection cars, some purpose built, current ones (I think) converted from the "Red Bird" fleet now replaced by newer cars.
CSSHEGEWISCH The railroad in question is Canadian Pacific, International of Maine Division.
The railroad in question is Canadian Pacific, International of Maine Division.
Bingo! The IofM sublettering lasted until the first batch of cars with the new CP Rail symbol. Most of the cars so lettered were in paper service, and often ended up traversing southern Quebec before heading south into Vermont to serve the Mid Atlantic market.
The piece of service equipment was a pay car, for delivering workers' wages in cash, due to the lack of banks in that part of Maine. Pay car #52, rebuilt in 1914 from an 1886 wooden coach, lasted until 1957, the last two and a half years' service provided by heavyweight sleeper-observation car "Fort Simpson". The service lasted until 1960, covering the swampy areas between the Quebec border and Mattawamkeag.
Boxcars and other cars were lettered
Railroad Name
XXX Division
As far as I know, no passenger equipment was so lettered.
Remember this was a very large railroad, with only this one division treated this way.
Two divisions of Lehigh Valley Transit:
Liberty Bell Limited for the Phildadelphia Division and Easton Limited for the Easton Division. The local cars and freight equipment were labeled Lehigh Valley Transit, with some freight equipment also having large letters, Trolley Freight.
Another case would be the B&O passenger equipment assigned to Jersey City - Washington service, labeled Royal Blue Line.
Boston and Albany (and Big Four, Michigan Central et al) were all subsidiaries. This division was an integral part of the railroad.
Could be the Boston and Albany, which for a long time was a leased railroad, not actually owned by the New York Central, and the suburban arch-roof non-air-conditioned, walk-over seat cars were used until 1960 and were lettered Boston and Albany. This type of car was not used on the West Shore or in Grand Central Terminal suburban service. It was used on the Putnam Division, but that quite before 1960. Obviously, the cars on the Putnam Division were labeled New York Central. among these cars were those extensively rebuilt for the streamlined Mercury. The cars on the through trains that ran through to Chicago and other points were always lettered New York Central. Locomotives, including the famous Birkshires, but I believe excluding 600-609, the J2 Hudsons, were also labeled Boston and Albany.
It didn't occur to me that there was a problem until I started thinking about the NY & LB, the joint PRR/CNJ property that I didn't even mention. Once I remembered that NY&LB trains operated by CNJ used to go to Jersey City....
Some of the cars belonging to this large railroad were sublettered for a particular division (not a subsidiary) right into the 1960s. Name the railroad, the division, and the reason for the sublettering. This division was also the last one where a particular type of service car operated until 1960.
Well, 48 years is just shy of 50, but my face should still be red. The conventional coaches on the Wall Street were those rebuilt into streamlined coaches, much like so many PRR P-70's, many B&O coaches including the Cincinnatian, and the NYCentral's Mercury. Anyway, glad you gave thorough and correct answer and look forward to your question.
But you could have added that the announcer did not wish people waiting for a regular PRR or Amtrak train to Philly to suddenly decide that they would leave on the first train leaving for there and then find they were on a train with many more stops, a slower overall trip, and a different destination than expected, so simply announcing .... and Reading Terminal, got the people to board that were supposed to board.
Newark NJ, destination Reading Terminal Philadelphia. Trains were the Crusader and Wall St. Diesel, AC electric, third rail (PATH) and 600V DC trolley (NJ Transit Newark Subway). Amtrak and NJT provide the substitute ride from points past Bound Brook, providing through service to Penn Station. For most of their lives either conventional (wall St.) or stainless steel (Crusader) coaches and a diner-lounge, for the last 15 years RDCs with snack bars.
Operators at Newark were PRR, CNJ, PATH and PSNJ, now Amtrak, NJT and PATH.
Amtrak has loco-hauled( even Acela qualifies), NJT has loco (inc dual mode) and MU, NJT has MU rapid-transit and light rail. PRR had both MUs and loco-hauled.
Actually this whole lengthy explanation might not qualify, since CNJ trains didn't move to Newark until 1967.
A faster and more direct one-seat ride was available to the terminal city with many trains going to points further away. Still avalable. Plus a combination of slower rail services.
The passengers were mostly commuters, and now have to drive or bus to a different line for their commute. But they do get a one-seat ride, whereas the station in question acted more as a transfer point for them. Still does for others.
Why do I keep thinking of South Station, Boston, and the White Train 'without a stop or jar or antic, without a stop to Willimantic'? That's not it, of course -- unless some of the 'six' then are different from the 'five' now (e.g. no steam)
The thing that bothers me is that thing about most of the traffic not going through to the terminal city. That would imply lots of folks getting off to mass transit, or a military base, or some other 'attraction'... something that doesn't attract 'em enough any more...
And when the service was operating, there were four different rail operators using the station, with the private comopanies getting some subsidization for providing commuter service. Today there are three operators, all government, and providing four different services with four different fare policies. Despite the loss of the paticular service, which I think will be revived some day, the station is very heavily used, with easily more than 100 rail movements each day.
What I mean by different types of motive power: LA Union Station has only two. Diesel locomotive powered long-distance and commuter trains, and trolley-wire DC light rail cars outside. Penn Station, NY has four. AC-catenary locomotive long-distance and commuter trains (some locomotives now dual-mode), and AC-catenary mu commuter trains, plus loco and mu for third-rail dc (LIRR plus the subways). This station and one other in the USA has five. But it had six when the service described by the announcement was operating.
Hint: This station, where the departure announcement occured.is one of the two USA stations that has rail passenger traffic on three levels and five different types of motive power. At the time the service was provided, there was a sixth, but now there are five.
At a large railroad station the departure of more than one train, perhaps just one at the very end of the specific passenger service, was announced with the names of the wayside stations but not the name of the terminal city, just the common name of the station. Sort as if the C&NW was still running to and from Milwaukee using the station still in use, and the departure announcement would be Ogelbie Transportation Center or Northwestern Terminal, and not Chicago. These departures were a post WWII development, but did not preserve the passenger service to this day, although many think there should be a revival. Nearly everyone boarding this service, except railfans, did not travel through to the destination city anyway.
Name the city, departure and terminal cities, name two named trains meeting this description, name the rail services at this station (definitely more than one), and the circumstances that led to the service being provided from this station, and what services now exist. What options are there today for travel between the two cities?
That's it, Dave! You were right about the gas mechanical motive power, the first of which replaced their two out of service moguls in late 1939. They had to lease a Ma & Pa 4-4-0 until the gas job arrived. The connecting short line was the New Park and Fawn Grove. After merging into the Stewartstown in the early '20s, traffic fell off until it was abandoned in 1934. Your question, sir!
or was it gas-electric?
Anyway, they seem to have some ex-Reading mu cars for the excrsion service.
Got it, the Stewartstown Railroad, converted from steam to gas-mechanical in 1939, portion being restored for tourist operation, volunteers requested.
The connecting and purchased short line was the New Hope and Farm Grove RR, abandoned in 1935. Stewartstown does eventually plan restoration of frieght service.
Was the secondary main line the Port Road, or the Balltimore Northan?
No. Further east. A secondary mainline of the PRR was it's class one connection.
Is some of the existing track of the Huntington and Broad Top Mountain RR being restored as a tourist operation?
Not quite. You still have to go further south in the state and remember: this shortline has always been independent. Also, I'll reemphasize: Early conversion to internal combustion motive power and at one time was the connecting link for another rural shortline, which it later absorbed.
I think you are referring to the Allentown and Auburn, operating now out of Kutztown, PA. But it was not always independent, because for a short time it had been merged into the Reading until the Reading banckrupcy.
I think the rails are still there, but the former class one connection is now a tourist operation for a few miles, beyond that, I'm pretty sure the class one tie is inactive.
Is it still connected to the National system?
A drizzle of lumber traffic. Other projected traffic, mostly feed and other agricutural supplies, failed to materialize.
Today, it is being returned to service for tourist excursions only. At least for the forseable future. It's former class one connection has now steamed back into activity.
What was the major freight product handled at the first resurrection and what is the major freight product handled today?
Too obscure?
No, Dave. You've got to go a lot further south in the state. And this line was always independent.
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