The current LIRR line is shown on MTA maps as the "Far Rockaway Branch". The "A" MTA line, which traverses part of the LIRR's one time Rockaway Beach branch, meets the LIRR at the Far Rockaway-Mott Avenue station at the end of the Far Rockaway - Mott Avenue branch.
That is the answer. Far Rockaway is within NY. There is about 14/-1/3 mile between the LIRR and A-train station, and I think the RoW between them is being preserved. Before the over-the-bay line was taken over by the subway system, LIRR trains had a multiplicity of routes, including both Brooklyn and Penn Station to Rockaway Beach via Jamaica and Far Rockaway via the "Hammels Wye" which is still usable. Many trains just ran around the loop in both directions going to Far Rockaway over the bay and returning via Jamaica, and the reverse, and some starting at Penn and ending at Brooklyn and reverse. I think about 18 combinations were possible, including of course direct service to Rockaway Beach from both Brooklyn and Penn over the bay.
So you are up for another question.
This daytime streamliner consisted of new cars and rebuilt heavyweights, and ran between one southern destination and three (later two) northern ones. Name the train and endpoints.
CIty of New Orleans--Chicago/St. Louis/Louisville-New Orleans?
Johnny
The Louisville-New Orleans through car was dropped early on.
I figured this would get a quick answer. The Louisville section reverted to a standalone train in the 1940s before being dropped entirely in the 1950s. The St. Louis cars via Carbondale lasted right up to the end of IC operation. Most of the "feature" cars of the City of New Orleans were rebuilt heavyweights, including the diners and observation cars. Some of IC's 1942 Pullman-Standard 56-seat coaches carried names picked for the train - these cars were "assigned" to the City. It wasn't long before the pool cars were found on the train as well. Both the St Louis and Louisville (via Paducah) through coaches were single cars with other cars on those sections operating locally.
I last rode the City, from Carbondale to Carrollton Avenue, in the spring of 1970--and there was no car from St. Louis then. The Panama still had a St. Louis sleeper, and I had planned to take it from St. Louis, but a freight train delayed the Wabash Cannonball from Detroit, and I had to spend the night in St. Louis--and I also spent the night between Memphis and and Carrollton Avenue because of electrical trouble on the engines (two Geeps were put on the point above Memphis, and they could not make the schedule). I did have time to catch the Southern Crescent up to Tuscaloosa.
Early streamliners again: what all-coach lightweight train that required three sets of equipment had three named coaches (I think it was three; I do not have access to my information in the assisted living facility wherein I am immured), and each set had the same three names on these coaches?
Just a guess, but the original Burlington articulated Denver Zephyr
No, Dave, the original DZ needed--and had--only two sets of equipment.
The train I am looking for left its northern terminal in the mid-afternoon and arrived at its destination more than twenty-four hours later. Northbound, it left about breakfast time and arrived after breakfast time--it needed three sets.
Mr. Deggesty:
I found that the "Southerner" did have a number of passenger cars that had identical names, but different numbers. Examples were the "South Carolina", "Virginia", and "Lousiana". They were placed in New York and New Orleans service on March 31, 1941. The reference is from Wayner's "Car Names, Numbers, and Conisists".
Ed Burns
I read that you are in an assisted living facility. Please call if you want and we can relive the passenger trains. No--I am not crazy for giving out my cell phone number!
763-234-9306
Ed, you have the right train!--and used the same source that I remembered, except for the particular state names, which I did not remember.
Ed, I have set you a private message.
np, look forward to your question, right on. I rode the Southerner several times, between New York City and Charlottesville, mostly with my parents. When I traveled alone, even at age 10, using a regular PRR to Washington and then transferring to a Southern or C&O was more typical. So I did know about the train. But Dig, you said "early", and the Southerner did not start operating until about 1940 or 1941. For me, that is not an early streamliner. Not compalining, just pointing out something. Maybe at 83-1/2 I'm older than most and havd a different point of view of what is early. Glad to know about the car names.
Sometimes going north on the Southerner, it would arrive in Charlettesville with a spiffy green and gold Pacific ahead of the single E-6 A-unit that was its usual power.
Johnny and All:
Continuing with the below Washington, DC theme, the PRR would not order "Jim Crow" coaches. What type of equipment was used south of Washington, DC to satisfy the "seperate but equal" requirement of the time.
If this is a general question, some through trains carried a Southern, or ACL or SAL or even an FEC Jim Crow coach through to New York, but there was also, probably more typical, that a person of color would get a seat reservation in the combine. I think this was the usual practice for the Southerner, if my memor is correct. Almost all the through coach trains were all-reserved. At times the Havana Special was not, became the Gulf-Coast Special. The combines on the streamlners had the same seat spacing and reclining seats as the full coaches. Not sure about the washrooms however.
Dave and All:
Dave has the answer. I thought the PRR had some combines, but can't locate that information. However, the ACL, FEC, and SAL did have baggage-coaches.
Next question to you.
The Southern also had divided coaches as well as combines. One end had two full-sized restrooms and the other end had two half-sized rooms that were across the aisle from each other; there was a swinging door between the two ends of the car.
I believe the lightweight divided coaches for the Southern came with a post-WWII order. The original coach-only streamliner Southerner used the combine for colored passengers, if my memory is correct. Not absolutely sure about the Tennesean . But I do remember the divided heavywieght coaches.
Name the electric railway whose MU electric cars provided steam-hauled suburban service on a different but related trailroad after loosing their motors and other electrical equpmenet, replacing the other railroad's last remaining wood suburban passenger equipment. This following abandonment of the elecdtric line in question, of course.
For the record: To me, early streamliners refer to those put intio service before the lightwight diesel-hauled Super Chief. With the exception of the B&O's, I believe all used articulated cars. The 1938 20th Century and Broadway are not early, in my opinion.
But others might consider anything before WWII as early. Understand.
The PRR defintely had many shorty owl-faced combines, both mu and non-powered for suburban and branchline service, but I cannot remember any lightweights or even a standard (long) length P-70 derivitive. I suspect there were some, however.
PRR had both PB-70 (baggage-coach) and PBM-70 (RPO-baggage-coach) versions of the P-70 design.
Dave, you are right that the original equipment of the Southerner had combines.
The divided coaches I rode in were all heavyweight. I don't think that the Southern had any lightweight divied coaches.
The divided coaches I rode in were all heavyweight. I don't think that the Southern had any lightweight divided coaches.
Thanks, and njow (someone) name the electric railway.
Yes they did.
AB----Post WWII?
Fifty of New York Westchester and Boston's ninety five coaches were demotored and rebuilt by the New Haven for Boston commuter service. At least some of the cars were actually owned by NYNH&H and stencilled as such even while they were on the NYW&B. NH also got NYW&B's lone freight motor and some work equipment.
Correct. In this suburban service they were replaced by reseated heavyweight parlor cars after the post-war American-Flyer[based-design Pullman Standard stainless steel clad lightweight parlors and parlor-bag combines arrived. Did any other railroad have a fleet of parlor-bags?
Your question rc.
Probably the closest to NH's Parlor-bags were MILW's baggage-"Tip-Top-Tap" cars.
This railroad had one of its signature trains and a bridge named after the same woman.
rcdrye Probably the closest to NH's Parlor-bags were MILW's baggage-"Tip-Top-Tap" cars. This railroad had one of its signature trains and a bridge named after the same woman.
The C&NW named a bridge and a train for Kate Shelley, who stopped a train from going into the river that was re-bridged with the bridge that was then named for her.
And C&NW's train was a "400" - the last steam-heated one.
Back to you, Dave.
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