Your question, CSSHegewisch !
The poles, like the ones PE used, were for Nachod signals, which counted "poles in" and "poles out" to allow use of single track segments. Lines like Illinois Terminal didin't like them because they didn't work well with dual poles. Some street systems that used them also operated MU, and used jumpers instead of the pole on the second car. SN used pans on freight engines which didn't work with the contacts.
The Nachod actuator was different from the electric switch selector, which activated power switches based on whether the passing car was drawing power or not. Key system had special overhead setups where the transbay services shared track with streetcars so that the transbay cars' pans wouldn't contact the switch selectors.
The road in question is at the other end of the WP, and was the Bamberger. Bamberger RS1 570 was re-powered with a 567 engine while still owned by Bamberger. It later became UP 1270 when Bamberger was absorbed by UP.
Well, this railroad actually interchanged with WP, but wasn't owned by it like SN. All of SN's signal installations, both on WP shared track and SN-only track, used 25 hz vane relays in otherwise normal track circuit signalling (WP And SN shared a fair amount of track in the Marysville/Yuba City area.) PE had some Baldwin switchers, and even a couple of borrowed SP steam engines that had poles for signal contactors. IT was mostly manual block, and didn't use trolley contactors. IT's diesels that had poles were dual power.
This engine was allocated by the WPB in 1943 for troop train movements, and had a train-heating boiler.
Like the WP, and the SN (and for that matter the PE) this road eventually ended up as prt of the UP.
Western Pacific, for use on trackage shared by the Sacrmento Northen and/or Central California trackage, both owned by WP and both employing trolley contactor signals on certain trackage (Nachod signals).
Others would be the Pacific Electric or the Illinois Terminal, but I think WP is correct. The latter two also had diesels equipped with trolley poles, for the same reason, but I don't think they had an Alco reengined by EMD.
This company's Alco RS1, later re-engined by EMD, was originally equipped with trolley poles.
Rob WINS! Mr. Winters was very kind to me years ago and presented me with a copy of every FS&W photo he had.
Go , Rob!!
Given the Charles Winters clue I'm certain Rob is correct in naming the Ft. Smith & Western.
Mark
Is it the long gone Fort Smith and Western? Once you get much to the west of it there's not much along the 35th parallel that hasn't already been dismissed as the answer.
I'll throw a hint. Let us say that the late Charles Winters was an expert on this road.
The only other contender I can think of is the Quanah Acme & Pacific.
I'll just jump in here and say...no correct answer on the 35th Parallel question yet. ZO sent me a personal message and said "Kansas Pacific". Nope.
daveklepper The question regarding trains' frequencies of the three Chicago - Florida streamliners is answered by the relative size of the lightweight passenger equipment pool of the participating railroads.
The question regarding trains' frequencies of the three Chicago - Florida streamliners is answered by the relative size of the lightweight passenger equipment pool of the participating railroads.
That may be an issue but for the 1951 winter season, all three trains ran on a 2 out of 3 day schedule. It was only during the 1952 and 1953 winter seasons that the Dixie Flagler kept its 1 out of 3 day schedule run and the South Wind and City of Miami went on a 2 out of 3 day schedule. Also as a sidenote, the C&EI and L&N obtained a group of lightweight sleepers in 1954 but kept the Dixie Flagler on a year round 1 out of 3 day schedule.
Another explanation could be economics. Chicago-Florida seasonal train service ended in 1949, causing the City of Miami/Dixie Flagler/South Wind to receive sleepers (initially heavyweight ones) to make up some of the loss of the seasonal trains. Also, overall passenger loadings were dropping from the post WWII highs. In 1951 the railroads may have predicted the need for additional train service for the winter season, but not enough to require an additional daily train.
Also, I believe that the C&EI was trying to keep a tight rein on costs. While the other railroads had other lines to make money off of, the C&EI basically had one line - its Chicago-Evansville route, to derive the majority of its passenger revenues. They already pulled out of the Chicago-St. Louis market in 1949. They may have gotten financially burnt from running the Flagler 2 out of 3 days in 1951. So they may have felt that they were better off keeping the Flagler on the same schedule structure year round. Also, remember that the C&EI and the Dixie Route was the earliest line to reduce involvement in and eventually withdraw from the Chicago-Florida market by dropping the Dixieland (the Dixie Flagler's successor) in 1957.
Rob's mention of the TC brought to mind another abandoned east-west line that closely followed the 35th parallel, namely the Nashville - Memphis line of the NC&StL.
Mark.
The Tennesee Central was supposed to go Nashville to Knoxville, even if it never quite got there...
Since the latitude of both Memphis and Oklahoma City is 35 deg. N I'll guess the Choctaw Route of the Rock Island.
Ok, Long gone and mostly forgotten, this road was once considered an integral part of what could be described as the "35th Parallel Project".
Hey, Gang. Been upgrading the system. Got it all in a working great now, so stand by
Incidentally, when the three were inaugurated, they were given only about two hours to be turned in Miami. Just think of the pressure to get them turned so they could leave for Chicago on time. They were in Chicago overnight, but even then there was not much time for servicing.
Buck, what do you have to cause us to scratch our heads/
Johnny
FlyingCrow Gulf Stream and Royal Poinciana Since I helped Larry Goolsby with both his passenger books, I feel like I'm cheating a bit. Are these what you are seeking? Buck
Gulf Stream and Royal Poinciana
Since I helped Larry Goolsby with both his passenger books, I feel like I'm cheating a bit. Are these what you are seeking?
Buck
The Gulf Stream was the train I was looking for. This train and the Royal Poinciana were basically catchall trains for the FEC running in different schedules and time frames since the 1920's, handling through cars (and sometimes through trains) from the north and northwest. The Gulf Stream operated southbound only in the summer of 1951 and both directions in the summers of 1952 and 1953 in every-third-day incarnations to help maintain the timeslot being held down by the South Wind/Dixie Flagler.
Buck, the next question is yours.
ZephyrOverland rcdrye Then I would guess they would recycle the name of one of the secondary trains that had been discontinued. The only one that comes to mind is the "Sunchaser". I wouldn't necessarily consider the Sunchaser a secondary train per. se., but the name I'm looking for was unique to the FEC.
rcdrye Then I would guess they would recycle the name of one of the secondary trains that had been discontinued. The only one that comes to mind is the "Sunchaser".
Then I would guess they would recycle the name of one of the secondary trains that had been discontinued. The only one that comes to mind is the "Sunchaser".
I wouldn't necessarily consider the Sunchaser a secondary train per. se., but the name I'm looking for was unique to the FEC.
Oh, I wish I were at home! (I expect to get back there in nne days) then I could probably find the name of the train.
daveklepper East Coast Speical?
East Coast Speical?
Nope....The East Coast Special existed in 1963, near the end of through passenger service on the FEC.
rcdrye Did FEC recycle the "Henry M. Flagler"?
Did FEC recycle the "Henry M. Flagler"?
Nope....
FlyingCrow ZO...you are on a roll. Katy Flyer is correct. Of course I wasn't there for the first one into Union Station, but I was there for the LAST one. Take it away!!!
ZO...you are on a roll. Katy Flyer is correct. Of course I wasn't there for the first one into Union Station, but I was there for the LAST one.
Take it away!!!
When the City of Miami, Dixie Flagler and South Wind were established, their schedules allowed a daily Jacksonville-Miami service on the same timeslot on the FEC. However, by 1950, the City of Miami started operating on a slightly different schedule, resulting in the Dixie Flagler/South Wind timeslot having a missing train every third day. The complexity of running these trains increased in the winter seasons of 1952 and 1953 when the South Wind and City of Miami started running every 2 out of 3 days, with the Dixie Flagler keeping its every-third day schedule. But, in the summer months of those years, all three trains were on an every third day schedule, with the City of Miami having its own timeslot. To maintain schedule consistency, the FEC operated an every-third-day Jacksonville-Miami train running on the Dixie Flagler/South Wind schedule. What was that FEC train?
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