Lots of jumping in from the contestants--
Ed Burns had four correct answers: the names of the cars (Royal series with Azalea), and two trains they were ordered for.
Mark was right that the L&N, WRA, and SOU ordered the cars, but he missed the right quantity for the Southern, and wanted one car ascribed to the wrong road. He added the New Royal Palm. He did note that A&WP & PRR had no skin in the observation game (the A&WP did provide a diner).
rcd told us why one had an odd name, and added NYC for one car.
As I see it, it's almost a tie between Ed and Mark, with Ed having a slight edge.
Johnny
Yes, I rode the Gulf Wind several times, and at least one time it had an L&N obs-sleeper at the rear. One time I rode it just between Jax and Tallahasee in coach, and it had an SAL regular obs-lounge at the rear.
I liked that train a great deal. Good crews, good food in the diner. Sorry about the Dislexic mixup on the name. I did acoustical consulting work a the Jax Civic Aud., U. of Jax Music School, St. James Ch., Jewish Community Center Syn., and at the Fla. State U. Music Building (Talahassee). I tried to use rail as much as possible. Once, though, I had to plan on using Greyhound. But on line to the ticket window at the Talahassee bus sta., I was approached by two businessmen who had planned on driving to Jax and had two cars and wished to drive together in one. So I ended up driving one of the pair's cars. I was in my late 20's and would take that kind of chance. Today, even if I still drove, I would not.. The drive went smoothly.
This is filler for Johnny. All cars Plan 4162, lot 6814 P-S February-March 1950. I'll leave the answer to the car and train sharing the same name to the reader...
Southern:
Royal Arch (Crescent)
Royal Court (Royal Palm)
Royal Palm (Royal Palm) (1950 Pullman list says this is a CNO&TP car)
L&N (Crescent)
Royal Canal
Royal Street
WofA (Crescent)
Royal Palace
NYC (Royal Palm)
Royal Crest
FEC (Royal Palm)
Azalea
I just looked in my November, 1938, issue of the Guide, and the New Orleans Florida Limited was the predecessor to the Gulf Wind--which carried Royal Canal and Royal Street until about 1966; when I rode from Jacksonville to New Orleans in the spring of 1967, the cars were no longer used. They had a longer life there than they did on the Crescent. I rode Pensacola to New Orleans in 1960 and 1961, New Orleans to Gulfport in 1962, and New Orleans to Atlanta in 1966 (no observation east of Flomaton), and there was one on the rear each time.
daveklepper I rode in one on the Gulf Coast Limited, SAL-L&N, Jacksonville - New Orleans, but I don't know if this was a regular assignment.
I rode in one on the Gulf Coast Limited, SAL-L&N, Jacksonville - New Orleans, but I don't know if this was a regular assignment.
Dave, I think the train you refer to was the Gulf Wind not its predecessor the Gulf Coast Ltd. which IIRC was a unstreamlined heavyweight train.
Mark
We're missing two things: the name shared by a car and a train, and the owner of one of the cars (Southern owned only three).
Mark, the L&N did have a Cincinnati-New Orleans train named Azalean. It ran somewhat opposite to the Pan American--leave Cincinnati in the evening and arrive in New Orleans the next afternoon, and leave New Orleans in the morning and arrive in Cincinnati about noon the next day.
As an aside, two of the cars continued in revenue service, as built, after the Southern stopped operating observation cars; what train carried them?
Azalea was the FEC car, later used by FEC as a business car. Most FEC cars had one word names.
NP Eddie Johnny: Are looking the eight cars built for the Crescent and Royal Palm trains? They were in the "Royal" series except for the FEC car "Azalea". I don't know the answers for the other questions. Ed Burns
Johnny:
Are looking the eight cars built for the Crescent and Royal Palm trains? They were in the "Royal" series except for the FEC car "Azalea".
I don't know the answers for the other questions.
Ed Burns
I'm pretty sure Ed is correct. Four of the cars were owned by the Southern and were assigned to the Royal Palm except in the winter season when they ran in the New Royal Palm. The other four cars were assigned to the Crescent. The Southern owned one of these four, the L&N owned two and the fourth was owned by the WRyofA. I'm not sure but think the Azalea was owned by the L&N not the FEC. The Crescent also ran over the PRR and the A&WP but neither of these roads owned any of these cars. Pullman Standard built the cars.
For you have ben panting, with your tongues hanging out, as you wait for another question, here it is.
In early 1950, eight each five double bedroom buffet observation cars were built for five roads. All but one had two-word names, and one word was common to all seven. What word was common to these?
One car was operated on a train with the same name part of the year, and on a train with a variation on the name the rest of the year. What were the two trains?
Why did the eighth car have an entirely different name?
What two roads that handled one of the trains they were built for did not own any of them?
Yes, Mark, I did miss the Sylvania Central; it is tucked in between the CG's freight lines listing and the Savannah & Atlanta--all of these roads (or what is left of them) are now in the Norfolk Southern.
It looks as though the Wadley Southern and Louisville & Wadley may have shared an engine and a coach--except Sunday, the WS ran a mixed train to Swainsboro and back each morning, and then the L&W ran a mixed train to Louisville and back.
It'll take me a while to work up a new question.
Right on Johnny. You've got three of the four and the next question is yours to ask. The fourth road was the Sylvania Central which had the same officers as the W&T, L&W and WS. I don't have a '53 OG and you might check your copy to see if there is a representation for the SC - should be as the SC wasn't abandoned until March 1954.
Mark, your comments brought me to look at the Wrightsville & Tennille, the Wadley Southern, and the Louisville & Wadley--which are shown in the March, 1953, Guide after the Savannah and Atlanta, which is shown after the Central of Georgia. Their Auditor was the Vice-President and Controller of the Central of Georgia, which indicates that the CG had control of the roads.
Johnny, you're in the right general area but the Southern was not the parent of the roads I have in mind. Two of the roads were completely abandoned prior to 1965 and today only a portion of one of the other two still operates as a branch of the NS.
Mark, this sounds somewhat like the Southern and four of its little adopted children--Louisiana Southern, Live Oak, Perry and Gulf, South Georgia, and Albany and Northern-- but the Live Oak, Perry, and Gulf did not connect directly with the Southern, but did connect through the South Georgia. The November, 1965, Guide listings of these roads shows a local superintendent or a local general manager (the same one for the two roads that serve Florida, and, I would say, that the listing in the higher echelons at the beginning of the Southern representation also applies to these shortlines.
A Class I railroad owned and controlled four shortline roads that had a common set of officers. Each of the four shortlines had a connection with the parent road but were operated independently under their own names. What were the names of these four and their Class I parent?
daveklepper Those are Illinois Central subsidiaries and Mark is clearly the winner.
Those are Illinois Central subsidiaries and Mark is clearly the winner.
Those are them. Some or all of IC's E6's were "owned" by the VS&P and the Y&MV for tax purposes. I guess Illinois got a little more relaxed by the time the E8s and E9s came along. Of course later in life they could be found on their "owner's" rails.
Yazoo & Mississippi Valley and Vicksburg Shreveport & Pacific.
The A&BC had two river names, the AB&C had two cities and a body of water. The parent company had a two word name with no "&".
Previoius two postings were based on misunderstanding, that diesels were NUMBERED sAY 1000A, 1000B, 1000C when joined together for one streamliner.
Louisville and Nashville
Nashvile Chattaooga and St. Louis, Atlanta and West Point
C&NW didn't get the Great Western until 1967. Both of the subs I'm looking for have names in them that reflect parts of an important Civil War campaign.
Chicago and Northwestern Railway
subs:
Chciago, Mineapolis, St. Paul, and Omaha Railroac, Chicago and Great Western Railway
Those are both AB&C, and CB&Q is the parent. The units I'm looking for operated on top-of-the-line trains, and didn't operate on either of the subsidiaries until later E-units were on the property. The last place name on the AB&C railroad was once a very common part of railroad names, that most railroads never got anywhere near... The A&BC line paralled the parent, the AB&C line crossed it.
Chicago Burlington and Quincy, Fort Worth and Denver (City?), Colorado Southern
According to a 1940 CERA bulletin, the IC electrics used GE PC control, of type PC-103-D1. The four Baldwin-Westinghouse Class E locomotives which later went to the South Shore had Westinghouse HBF (Hand acceleration, Battery, Field Control).
Back to the Quiz:
A major midwestern carrier had subletters on some of its early E-Units, for subsidiaries of the form AB&C and A&BC. Name the parent and the subsidiaries.
Sprague did do consulting work after he left GE and was reported to have done actual design work on a consulting basis for Westinghouse. He went back to GE to do consulting, my guess this was on compatibility issues primarily. He had his own manufacturing business, but this was not in competition with either GE or Westinghouse.
The picture window PCC's in Boston use the GE cam control and not the usual GE PCC motor-driven resistor bank control. They are the only PCC's with this control.
The CRT steels, the 4000's: How did one switch from LV to HV (Battery to line) control? Was the switch under the car, where?
If you know the control system for the IC electrification, you can answer the previous post and many would be interested. And all this can be on your new thread, which had not seen when starting this post.
Look forward to your question.
ANY VETERANS OF THIS TIME IN IC HISORY
FUSE
I don't have the book here but I'll look at it tonight. I know that there were both high and low voltage parts for the circuit breaker control, but I'm pretty sure the jumper wire between cars was part of the low-voltage circuitry. How about we start a new thread?
Sprague was directly involved in the original MU and the type M. By the time Westinghouse was getting involved Sprague had left GE so its not unlikely that he consulted. The PC-type controls were not, as far as I know, developed by Sprague. Incidentally GE continued to develop cam controls until at least the 1970s, with SCM (Simplified Cam Magnetic) and MCM (Modified Cam Magnetic) controls used on both experimental and production post-PCC equipment on the CTA. GE's version of the PCC control is physically very similar to the "Turret" control used on wooden L Cars, though the internals are different.
I refer you to CERA's bulletin 115 for a really detailed discussion.
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