Mark:
Where they the "yellow jackets"?
Ed Burns
763-234-9306
CSSHEGEWISCH I'm no steam fan but I'll get it started: NYC-Niagara RF&P-General NC&StL-Dixie C&O-Greenbrier LV-Wyoming NdeM-Niagra SP-Golden State
I'm no steam fan but I'll get it started:
NYC-Niagara
RF&P-General
NC&StL-Dixie
C&O-Greenbrier
LV-Wyoming
NdeM-Niagra
SP-Golden State
Good start Paul. The ten I was looking for were all US roads but since you've mentioned the NdeM Niagaras I'll expand the question to include all North American Railroads in which case there were 12 roads that chose to call their 4-8-4's something other than Northerns. You're correct in regards to the LV's being Wyomings, it was another road that called theirs Poconos.
Does anyone happen to know the nickname given to the NC&StL's Dixies?
Mark
While Northern was the generally accepted name given to 4-8-4's, at least ten other railroads gave this type of engine more regionally based names. Not surprisingly, five of the ten were southern roads. What were the ten railroads and what were the names each of them gave to their 4-8-4's?
You got 'em both. SP 1 was a 50-ton GE diesel-electric unit delivered in 1954 used to the end of operations in 1960 as both a yard and road engine, backed up by 1912 Baldwin 4-6-0 9. SP 1 was similar to GE units shipped to Central America and the Dominican Republic.
D&RGW bought 1937 Davenport 25-ton unit 50 from the Sumpter Valley in 1963, used it in Antonito until the end of freight service in 1970. A feature of #50 in D&RGW service was the air cylinder and T-shaped track on each end plate to allow coupling to both narrow (bottom of T, center) and standard (top of T, one side or the other) guage cars on dual guage track.
D&RGW 50 was a diesel-mechanical unit that later operated on the Roaring Camp and Big Trees in Felton, CA, where it was often double-headed with a Heisler for a very strange set of motive power.
I believe the SP had a GE(?) narrow gauge diesel switcher, No. 1, which worked the yard at Owenyo, CA and may also have run as a road engine on trains between Laws and Keeler.
The Rio Grande had at least one narrow gauge diesel switcher, No.50, which, and I'm only guessing, probably worked the yard at Durango. If not Durango it could just as easily have been Chama, Farmington or even Alamosa.
Two western Class I's had narrow guage operations that survived long enough to have diesel locomotives. Carriers, Loco types and locations. Hint: one of them just squeaks under the 50 year limit for this thread.
You are basically correct and should ask the next question. I understand the Seattle monorail has been shut down. Toronto has two different systems, so I was not counting Go Transit's standard gauge,,,, and the heavy rail rapid transit is the same gauge as the light rail/streetcar system,,, 4ft-10+in. But the TTC Scarboro Linear Motor line is standard gauge, so, yes, Toronto counts. Interesting that in Phili,,, Market St. Rapid is the streetcar gauge but Broad Street Rapid is standard. You got New Orleans right. Good job!
I'm not sure these are what you're looking for but here are seven North American systems...
Philadelphia SEPTA 5' 21/2" (light) and 4'8 1/2" (heavy + Norristown)
Montreal has 4' 8 1/2" and rubber-tired Metro.
Toronto has 4' 10 7/8" (light) and 4' 81/2" (heavy)
Pittsburgh PAT has 5'2 1/2" and wide-gauge incline.
L.A. has 4' 81/2" and wide-guage funicular (Angel's Fight)
San Francisco Muni 3'6" (cable) and 4' 81/12"
Seattle 4'81/2" and monorail
New Orleans PS had 4'8 1/2" and 5' 2 1/2", then all 5' 2 1/2", Then the riverfront line at 4'81/2", now reguaged to 5' 2 1/2"
I remember reading the fairly recent interview and I guess I could have looked it up to get an exact answer. But I was close enough with rolling stock.
Anway, a question similar to one asked before but slightly more general. There are five transit systems, not cities or towns or areas, but systems, that have passenger rail operations of more than one gauge. I will accept four as a correct answer, but be sure you are correct. And. yes, thinking outside the box is necessary. As a bonus, think of one system that had two, then one, then two again, and now only one.
Swaps like this are relatively uncommon but not unheard of. C&O got 3 RDC's from C&NW for 3 coaches. M&StL traded RDC's to C&O for hopper cars. Conrail traded four SW8's to Amtrak for a pair of E8A's. Amtrak also traded SDP40F's to Santa Fe for CF7's and SSB1200 switchers. I'm sure that there are others.
I remember reading about this, but I guess my memory is somewhat confused. It may have been old rolling stock of one sort or another or old scrapped worn rail or something, but it was not cash, it was equivalent scrap-value steel. I did once have the great privilege of riding the Laurentian behind a Shark Nose. But what I particularliy enjoyed was the trainman's giving me permission to stand on the rear vesitbule platform with open Dutch doors along the shores of Lake Champlain. What a business trip!
By giving them two old locomotives equal or more in scrap value.
daveklepper When the pre-1938 heavyweight Century added its Boston sleepers (no coaches) in Albany it was close to three hours after it left Grand Central Terminal. I presume the Daylight coach that left SFearly was for the benefit of suburban station boarders who thus had a one-seat ride to LA without the need to change at San Jose?
When the pre-1938 heavyweight Century added its Boston sleepers (no coaches) in Albany it was close to three hours after it left Grand Central Terminal.
I presume the Daylight coach that left SFearly was for the benefit of suburban station boarders who thus had a one-seat ride to LA without the need to change at San Jose?
That was the idea. The Peninsula coach lasted a bit longer than the Oakland coach which quit when the Oakland Mole closed in 1958, but SP continued to schedule a "commute" with a cross-platform transfer at San jose even after Amtrak took over the Daylight in 1971 and rerouted it to Oakland 16th St. Station. The Oakland Lark was discontinued in 1960.
Both the Peninsula and Oakland trains that had Daylight coaches also carried RPO cars for the "Mail" which usually ran under numbers 90 and 91.
The Daylight is correct. A coach or two left San Francisco about an hour before 98 departed on train 110. The Oakland coach(es) left the Oakland Mole on train 250 at about the same time 98 left San Francisco, stopping at Jack London Square instead of 16th St. Everything was combined at San Jose, about an hour out of both SF and Oakland. Westbound (Northbound) 99 split off cars onto 249 for Oakland and 151 for San Francisco. The non-Daylight trains were anything but streamliners, drawing mid-range steam power and boiler-equipped GP9s along with express cars, heavyweight RPOs and Harriman coaches.
The overnight train was the Lark, with head-end and rear-end cars originating and terminating in Oakland. The Owl ran through the San Joaquin Valley on the west side line through Madera.
Your question.
The Century was combined and split at Albany, but not when it was a streamliner. The train I'm working kept this arrangment from its inaugural until at least the late 1950s.
RCDYE AND ALL:
I believe you are talking about the "20th Century Limited". The Boston section had cars that were added or subtracted at Albany, NY. The train ran from New York City to Chicago.
In 1930, Edward Hungerford wrote a soft cover book about the "20th Century". This book also details the many people (ticket agents, dining car crews, etc.) that made the "20th Century" a great train.
A 1948 OG does not show that the "20th Century" handled any Boston cars, however the "New England States" was run as a Chicago-Boston train.
We'll go west for the next question...
Some cars of this famous streamliner left one of its endpoints an hour or so before the main train, and some other cars left a nearby city at around the same time as the main train. Cars from the other two sections were added to the streamliner less than an hour after its departure from its original terminal. The procedure was reversed in the other direction. The overnight train on the same run dispensed with the early cars on the main route, being combined from two sections. Railroad, cities and train name(s).
Ah Ha! you have the train! Yes, it was the South Carolina section of the Carolina Special. I am not certain as to just when it was discontinued east of Columbia, but the November 1962 issue of the Guide shows it ending at Columbia. I last rode it in the spring of 1967, taking it from Knoxville to Columbia.
Hamilton? no. You missed Oakdale, where the CNO&TP crews gave it over to the Knoxville Division crews, and Columbia, where the Columbia Division crews gave it over to the Charleston Division crews; I do not believe that there was a change in Branchville, where the Columbia Branch Railroad (which was eventually absorbed by the SC Railroad) took off from the SC Railroad. You did right well, though.
Harriman Junction was the actual junction between the CNO&TP and Knoxville Division, Asheville was the point of change to the Asheville Division, Hayne was the point of change to running on the Charlotte Division (but no Charlotte crews operated the train), and East Spartanburg (I think I am right with this) was where the Columbia Division joined the Charlotte Division. Of course, all of the division names have been changed with the consolidation of divisions. Also, there was a change of crews on the CNO&TP, at, I think, Somerset (I am not at home right now, and am depending upon my memory).
I just realized that I could asked what the timetable directions were, but I will give them now--South from Cincinnati and East from Oakdale (Harriman Junction, actually). Thus, it was #27 to Harriman Junction and #28 from there on to its terminus. If you thought of going from Morristown to Charleston as heading south, that it had an even number could have been confusing, but being even-numbered accorded with the numbering of the other trains between Knoxville and Morristown, between Asheville and Biltmore (junction between Salisbury-Morristown line and Asheville-Spartanburg line), and between Hayne and East Spartanburg.
Johnny
I haven't found a date for its discontinuance (1968?) but it would have to be the Carolina Special section from Cincinnati to Charleston via Hamilton, Knoxville, Asheville, Spartansburg and Branchville SC, which is where it joined the original SC RR to Charleston.
What was the last passenger train with cars from the Midwest to be operated on tracks laid by the South Carolina Railroad? Give the routing of the train, with the junctions of divisions.
narig01Did my response not post? St Albans, Vt. If I remember correctly short tunnel with nice portals.Thx IGN
St. Albans is Central Vermont, not B&M. The portals you remember are probably the trainshed, demolished in the 1960s. CV did have a tunnel on the Burlington branch, the original 1847 main line. Dave passed over the correct answer without choosing it. The tunnel is on the Conn River Line just south of Bellows Falls Union Station and runs under the south edge of downtown Bellows Falls, a village in the town of Rockingham VT. The tunnel was an operational problem for B&M and tenant CV until the floor got lowered twice, first in the 1970s to clear trilevel auto racks and again in the early 1990s. It's big enough now to clear Amtrak Superliners but not double stacks (Superliner IIs were delivered from Bombardier's plant via the tunnel). Current owner is G&W's New England Central.
Johnny got Salem right off, so he gets the right to ask or defer.
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