Note that one hint should have been a giveway, since one railroad was involved in three cases and ran its own trains on the rapid transit system. Also one has a link to the tunnel question. Do you realliy need more hints?
Hudson and Manhattan had its own RofW through Mnhattan Transfer, and anyway, it was defined legally as a railroad until PATH took over, and no longer used railroad trackage. NYW&B was a suburban railroad. It did not run on any rapid transit trackage, but did have across-platform-transfer to the 3rd Ave. Elevated's Willis Ave. Shuttle. SIRT was a subsidary of the B&O and ran on B&O-SIRT tracks, with no break in ownership at any point.
Hint: All railroads that are part of the national freight system are railroads. The South Shore is an interurban line, but it is also a railroad. Ditto, Sacramento Northern - was. Ditto Waterloo CederFalls and northern and also Crandic. Possibly Indiana Railroad, but definitely not Cincinnati and Lake Erie and cerainly not West Penn None of these figiure in the answer, however. There is a tie to the elevated train tunnel question also.
The demonstration rides, which took place about every two hours all day, had the R32's taking passenge from GCT to temporry wood stairs in Mott AHaven Yard (a yard that doesn't really exist today). I rode it. You got one right answer.
4. Hudson and Manhattan Lines (later PATH)?
More hints would be really helpful.
Do you need further hints?
1.... The railroad with the streamliner: This "passenger service" with rapid transit-cars lasted only a short time and was definitely a one-time affair. It could be repeated today with one end-point slighly different, and the old endpoint never did see any other (to my knowledge) trains with passenger inside, although many many passed near by, still do, and hopefully will continure forever, under electric power.
2. The railroad that had a connecting train to that then-steam-hauled limited reached it over tracks of the rapid transit lines that in turn operated or supplied rapid transit equipment for three of the passenger-carrying services of the question. One was a regularly service, and there was a long laps of this service, but then it was reinstated with the rapid transit system owning the entier route. The end point stations for the reinstated service are the same. Not true for any intermediate stations, The second was for a particular group of people for several years, and there were many of them. With their special tickets, they could also ride regular trains with the railroad's regular equipment if schedules were more convenient for them. Could not be done today. The third was for one day only, beginning early in the morning and lasting until evening. Special tickets were sold, but anyone could buy them, but nealy all were from one specific segment of the population, and again there were many. Many regular trains were rerouted to avoid interference with the special service. Could not be done today.
3. This railroad continued to provide passenger service over the line after the rapid transit system's use of its line ceased, but some intermediate poinrts were not served and fares were higher. Very little of the trackage used by this service remains today, even though part of the area served is served by rapid transit. The little bit of rapid-transit trackage used by this service that remains is heavily used by other services.
4. This service had alternating trains of rapid transit and railroad mu equipment, with the railroad's equiipment a more modern design. Today, one can go completely by rapid transit between the same endpoint stations, but a short connecting link that permitted through service has been missing a long time.
All these moves were on electrified tracks. All were on tracks regularly used by regularly scheduled pasenger service for at least 95% of the specific runs, for some the entire run. I rode either rapid transit trains and/or trains run by the railroad for all these cases, at least partly on the same tracks used by these five or six services. Not more than one coiuld be duplicated exactly today because of abandonments and relocations. But one can be done exactly.
I mentioned one railroad had a crack intercity streamliner that once used steam for a portion of its run, and now I will add that one of the other railroads that saw passenger carrying rapid transit cars on its line once scheduled a fast train specifically to connected with that intercity express train.
One of your answers is correct. Please reread the question and look at all your answers and you will see which one exactly fits the definition. You are missing some of the well-known ones that have been discussed in many railfan publications and books, particularly those devoted to electric railways in all forms. Again, some of the answers should be obvious to those who know transit and electric railway history.
daveklepper I thought that the prohibition of streetcar tracks on Michigan Avenue had always been in effect. The information that there was a cablecar track, even just for two blocks, surprises me.
I thought that the prohibition of streetcar tracks on Michigan Avenue had always been in effect. The information that there was a cablecar track, even just for two blocks, surprises me.
It surprised the people building the parking garage under Michigan Avenue in the 1960s, too. The Chicago Park District was formed in 1893, the year after the cable track was laid. In service until 1906, they weren't actually removed until the garage was built. CSL and later CTA used a turnback loop on Garland Court, midway between Wabash and Michigan.
Continuing with this theme, there were five arangements (possibly six) in the United States when trains built exclusively for rapid transit service carried pasengers over electrically operated tracks of Class I railroads (I am not aboslutely certain about the Class I status of one railroad,) either in regularly scheduled service or a special service, not railfan specials. Alll the railroads were part of the national frieght network. You must know four to answer, and one is on a railroad that operated one of the USA's crack streamliners, a long distance train that operated at one time behind steam. Undoubtadly at times on a track used by the rapid transit car passenger train movements. In all cases except one there was level boarding of the rapid transit cars. For one case special steps were provided at one destination.
South Side Rapid Transit. (Don't forget the period,it was on the letterboard of all of the cars). SSRT shared the Loop with the Lake Street Elevated Railway[.] and the Metropolitan West Side Elevated Railway for about a year before electrification. SSRT and MWSE shared the inner loop operating clockwise, LSER operated counterclockwise on the outer loop. in 1900, after SSRT electrified, the Northwestern Elevated Railway joined the loop, sharing the outer track with Lake St. By the time the North Shore arrived, all of the companies were operating under the name Chicago Elevated Railways (Collateral Trust), though the underlying companies remained intact into the 1920s at least.
The cable line was the Chicago City Railway. The CCRY's Wabash avenue line and State Street line had originally shared a double track loop on Madison, Wabash, Lake and State which may have been the Loop before the L loop was built. In 1893 the State and Wabash loops were separated, with State retaining the original loop, and Wabash looping via Madison, Michiganand Randolph back to Wabash. This setup involved a two block stretch between Madison and Randolph where the cable cars ran left-handed to avoid having to cross the slots. The Lake St. L built to Wabash in 1895, covering part of the Wabash loop, and the second leg was completed in 1897, covering the State loop's northeast corner, the left-hand double track stretch and the entire Wabash line south to Van Buren. SSRT's connection covered Wabash south from Van Buren to Harrison after the Van Buren and Fifth Ave. (Wells St) sides were completed.
Dave, you're welcome to the next question.
I know State Street had cable operation, but I am unsure whether you mean Congress, Wabash, Lake, or Wells for the Chicago Loop "side" that had a cable-car line under the elevated structure. Southside "L" converted to electric operation with MU'S after one of the others converted with electric locomotive, I think Metropolitan or Northwest. I think, but am not certain, that Lake Street elevated was the last holdout for steam. And the added company, long afterward, was of course the Chicago North Shore and Milwaukee. So the place was the Chicago Loop.
So separate out the place where steam shared with two electrics for a time. If it helps there was a fourth company later,after steam operation ended. For at least part of the shared line, there was a cable car operation below.
The LIRR continued summer steam operation to Coney Island over the Culver Line tracks used simultaneously by Brooklyn United and then BRT elevated rapid transit trains and local streetcars,,, also to Sands Street Termiinal on electrified elevated tracks. New York and New England trains came into Manhattann over the Putnam Line Bridge and terminated at the 155th Street 9th (and 6th) Avenue elevated liine terminal (actuallly at 155th and 8th Ave.) untill the el was extended over the bridge to connect with the Jerome Avenue structure of the Lexington Avenue Subway (but the el provided the first service). Chicago's elevated lines were electrified at different times, some after they all began sharing the downtown Loop, making for mixed steammm and electric operation on the Loop. The 9th and 6th Avenue elevateds were converted to electricity at different times, making for mixed operation on tracks they shared south of Rector Street to South Ferry. Ditto 2nd and 3rd Avenue, mixed south of Chatham Square to S. F. Suburban Transit, running its own trains from 129th Street to Treemont Avenue, The Bronx, was the last of the "Manhattan" elevateds to be converted, converted with through operation of 3rd Avenue trains, but before that its steam shared the tracks at the 129th Street station
Continuing steam elevated railways... This company's steam operation shared track with two other elevated railways, both of which were electrified.
RC gets it.
Although, Dave, thank you for that information. I forgot about Brooklyn not being part of NYC at the time.
RC, your turn!
This was not the third elevated, becaise originally, the 2nd 3rd, 6th, and 9th Ave.elevateds in Manhattan were all different elevated companies, and Brooklyn had two major elevated companies, Chicago four. It wasn't the third city, because Brooklyn and New York were separate cities then. The villages in Queens s were separate communities. Soux City was thus the fourth city with steam-powered elevated trains. And the 11th company!
Sioux City South Dakota. The Sioux City Elevated Railway was a mixed elevated and surface operation that opened with Forney-type engines in 1891, was electrified in 1892. I can't find photos, but I'm fairly certain the line was operated from trolley wire (with so-called "locomotive cars" and trailers, not MU cars). The lines promotors went bankrupt after the panic of 1893, and at least the elevated section of the line was abandoned around 1899. Like many contemporary cable and streetcar lines, it was largely built for real estate promotion. Sioux City also had cable cars.
Thanks,
An easy one to keep it moving:
This city was home to the third steam powered elevated, and seems an unlikely location. Name the city.
NorthWest Great Northern Railway. IIRC, the British GNR received 20 H-1 2-6-0s from Baldwin around 1900. The US GNR had many built by Baldwin.
Great Northern Railway.
IIRC, the British GNR received 20 H-1 2-6-0s from Baldwin around 1900. The US GNR had many built by Baldwin.
Excellent! I had to verify that both of them used "Railway". GNR (UK) was grouped into the LNER (London North Eastern) in 1923, and GN (USA) merged into Burlington Northern in 1970.
All yours, NorthWest!
The Baldwin Locomotive works was known as one of the world's largest. In the ealy 1900s it built locomotive orders for two railways with the same corporate name in different parts of the world. What was the railways' common name?
I remember seeing "Nautilus II" parked at IC's 18th Street coach yard from the Outer Drive. Rcdrye, your question.
Nautilus II was the lightweight car that replaced a custom-built heavyweight car Nautilus in 1957. The original Nautilus carried 18 tons of seawater. Maybe C&O and Budd built the tank too small on the Chessie...
Nautilus II was converted from C&EI lunch counter lounge car #602. No mention of what was on the menu after Shedd acquired it.
Speaking of fish, the Shedd Aquarium in Chicago used to own a private car for the transportation of exotic fish and other sea creatures. What was the name of this car.
I was thinking of the fish tank. The tank itself worked OK, but the fish got motion sick. The problem with the projector was ultimately solved, as C&O (and later B&O) showed movies in the Dining car after dinner during the 1960s. Few of the Chessie's special design features were used by the cars' later purchasers. On the otherhand C&O's castoffs from the Chessie and the giant Pullman-Standard order helped a fair number of low-budget operations get new cars in the early 1950s
CSS, your question.
The feature that failed was the fish's survival?
I thought it was motion picture projection, where the vibration caused the projector to jitter and be unable to project a stable image and low-distortion sound from an optical sound track.
Another C&O sleeper destination: White Sulfur Springs
I would guess that the feature in question was the fish tank in the lounge car. In fairness to the fish, the Chessie never ran since it was built for a market that didn't really exist (See B&O's experience with the original routing of the "Cincinnatian").
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