Eighty plus years ago, Pullman had four lines of sleepers between St. Louis and Jacksonville. Two lines ran over two roads; one line ran over three roads; the fourth line ran over four roads. All were two-night-out lines. What roads were used, and what were the connecting points?
Johnny
oldest streetcars built for electric operation, Lynchburg, VA, then Wildwood, NJ, single-truck open No 34 at Branford (Shore Line Trolley Musuem) and the oldest, a Providence, RI, United Railways single-truck closed car there, 1889, I believe.
Johnny has it correct. Even though Oakland was the actual destination of many trains, the timetable direction was based on the idea that the Ferry Building in San Francisco was the actual train destination.
This applied to WP, AT&SF and SN trains as well. NWP had used north- and southbound at one time, but by the turn of the century it, too had adopted San Francisco as the "West Pole".
That sounds like San Francisco--even though most trains headed for the city never reached it (unless you count the service that ran from San Jose to the City).
All trains headed for this western city, regardless of railroad or origin, were headed in the same timetable direction.
If it's not in our time frame it sure was once.
Market Street Railway 578, a single-truck "California Car" with a resemblance to a cable car of the same era, was built in 1896 by Hammond, a major west coast builder of horse and cable cars. Acquired by SF Muni 1n 1944 along with the rest of the Market St Ry. (a successor to the original) it was used in work service as a sand car from about 1908 to 1956, when it was restored by Muni for a parade commemorationg the 1906 earthquake. It sat at the Western Railway Museum in Rio Vista from 1957 to 1984 when it was brought back to San Francisco, and is used occasionally in F-Line special service.
All this from http://www.streetcar.org/streetcars/578-578s-msry-dinky/ and a couple of other sources.
daveklepper Correct, your question. Before it was elevated, there were crossovers around Kings Highway so that elevated trains from Park Row and downtown Brooklyn, via the Fulton Steet elevated and the Brighton Line, could run to Manhattan Beach. I don't know if this was a scheduled service or just special moves, but I believe trolley wire was installed south of these crossovers to the Manhattan Bach terminal for these trains. The LIRR also had standard gauge Forney tank locmotives.
Correct, your question. Before it was elevated, there were crossovers around Kings Highway so that elevated trains from Park Row and downtown Brooklyn, via the Fulton Steet elevated and the Brighton Line, could run to Manhattan Beach. I don't know if this was a scheduled service or just special moves, but I believe trolley wire was installed south of these crossovers to the Manhattan Bach terminal for these trains. The LIRR also had standard gauge Forney tank locmotives.
Originally Andrew Corbin had Narrow Gauge cars with vestibules, not open platform cars. It must have been an interesting operation in its early days as Mr Corbin wanted a first class operation.
The Long Island RR site had a piece
http://www.lirrhistory.com/nymbry.html
also there are Bob Emery's track maps from 1924
http://www.lirrhistory.com/mbry1924maps.htm
Between that and the Narrow Gauge discussion group a fascinating history. And a lot of interesting reading.
Thx IGN
If one rides Brooklyn's Brighton Line between Avenue H and Ocean Parkway, where the line is four tracks on a raised embankment, now used by the B and Q lines, but with a history of D, QB, QT, and 1, one can see a few remaining signs at bridges over streets that the embankment was once wider, accomodating two additional tracks on the east side. What tracks were there? Who owned them? Where did the trains come from and go to? What equipment was used?
The Aroostook Valley was a CP subsidiary, surviving on lumber and potatoes. A 1200 volt line, it was dieselized in 1946. AVRR combines 70 and 71 are both at Seashore Trolley Museum, with 70 operational but waiting on interior work.
Aroostook Valley Railroad
The interurban I'm looking for interchanged with its owner on the U.S. side of the border. It also used a paint color that any Canadian would readily identify with its parent.
The Atlantic Shore Line Ry was a consolidation of smaller companies. The ROW used by Seashore was abandoned by ASL in 1927, but the company continued operation in Sanford until after WWII. It wasn't Canadian owned, but you'r getting warmer (or colder, which is more likely in Maine). The International Railway in Niagara Falls had some Canadian ownership, but was also partly in Canada.
Atlantic Shore Line Railroad
If this is not right, then Niagra Junction, which for most of its life was a freight switching electric railroad, but did once have a passenger service to Buffalo.
I believe this was the interurban part of whose RoW now is used by the Seashore Trolley Museum at Kennebunkport. ME.
Have to look this up. Atlantic Shore RR?
This Canadian-owned interurban was entirely within the U.S.
Fast, thorough, and accurate answer. Glad to know the track is still in freight service. And look forward to your question.
The MoPac's Houston North Shore? I believe UP is still operating the track involved (MoPac ran it with steam and diesels) which went to a huge Humble Oil (Exxon) refinery. Houston's other major interurban was the Galveston-Houston Electric. HNS was part of the Beaumont, Sour Lake and Western susidiary of the New Orleans Texas and Mexico, part of the Missouri Pacific Lines. NOT&M became part of the MP proper in 1956. Interurbans ran on the Houston streetcar system until 1931, were replaced by railbusses in 1948, and ran until 1960.
The crossing of the Mississippi was scenic but occured at night when passengers were asleep on the DZ, and there was some drama seeing the Front Range in the morning approaching Denver. But nothing like the EB or CZ, of course.
An interurban line that was a subsidiary of a Class I railroad that ended its passenger service after conversion to diesel for frieght with an ACF-Brill or Fageol diesel bus mounted on flanged wheels. If you know the answer, tell me if the track still exists for freight? I would imagine it does because of the industry that the line penetrated.
The major city had at least one other interurban line as well as an extensive local streetcar system, both converted to bus before WWII.
It has light rail or modern streetcar, depending on your definition, today, but it does not go where the interurban of the question went.
I'll accept that. The widely distributed shot had an E5-powered 1956 DZ posed in front of a background shot of Marias Pass, really more appropriate for the Empire Builder. Despite its western endpoint, the DZ did not have a very scenic run - at least as far as mountains. The DZ was usually assigned a three unit set of E7-E9 series engines.
Possibly the Denver Zephyr posed with an E5 against a CZ background?
In the last several years of operation The Mountaineer and the Soo-Dominion were the Summer and rest-of-year versions of the same train, usually but not always combined with CP's Dominion west of Moose Jaw. After 1960 summer-only through cars went via Winnipeg until 1963, without either of the old train names.
New question:
When this train was given new equipment after 20 years of operation, its publicity photos were posed with 15 year old locomotives (rarely used on the train in regular operation) and against a backdrop that should have belonged to another train jointly operated by its owner.
rcdrye The Norfolk-Chicago "Mountaineer" ran under Amtrak from 1975-1977 before getting truncated, combined or whatever and renamed the "Hilltopper". The Soo-CPR summer-only "Mountaineer" ran from Chicago to Vancouver B.C. via Portal ND from the mid-1920's to 1960. The Chicago-St.Paul section was usually operated over Soo's own Wisconsin Central line, but sometimes cars were carried on C&NW's "Viking". The "Mountaineer" often ran with a wild collection of cars borrowed from other trains, the main reason (aside from an interline car CHI-Sault Ste Marie with the CMStP&P) Soo Line had a contract with Pullman. Other Soo trains operated with Soo Line (or CPR) owned sleepers.
The Norfolk-Chicago "Mountaineer" ran under Amtrak from 1975-1977 before getting truncated, combined or whatever and renamed the "Hilltopper".
The Soo-CPR summer-only "Mountaineer" ran from Chicago to Vancouver B.C. via Portal ND from the mid-1920's to 1960. The Chicago-St.Paul section was usually operated over Soo's own Wisconsin Central line, but sometimes cars were carried on C&NW's "Viking". The "Mountaineer" often ran with a wild collection of cars borrowed from other trains, the main reason (aside from an interline car CHI-Sault Ste Marie with the CMStP&P) Soo Line had a contract with Pullman. Other Soo trains operated with Soo Line (or CPR) owned sleepers.
BINGO! You got it!
Initially, the Mountaineer initially ran as a separate train on the Soo and by the early 1930's C&NW operated the train between Chicago and St. Paul. During its time on the C&NW the train sometimes ran indepdently and other times as part of another C&NW train. Post WW2, it became primarily a St. Paul-Vancouver operation with a few Chicago cars via C&NW, but as time went on, the train was merged with CP trains (I think the Dominion), becoming a St. Paul-Portal-Moose Jaw operation.
As for the Amtrak version, as I mentioned earlier, when it's Mountaineer was running, for some reason Amtrak used the same name graphic that Soo/CP used in the mid-1920's. Why this train was allowed to be visually different in its schedules I have no idea.
The next question is yours....
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