Backshop I was not familiar with the LM&I. I assume it seviced BS's Burns Harbor mill? I also didn't know that BS ended up buying Lukens Steel and the UM&P. The other two that I had in mind were South Buffalo and Steelton & Highspire. You're up!
I was not familiar with the LM&I. I assume it seviced BS's Burns Harbor mill? I also didn't know that BS ended up buying Lukens Steel and the UM&P.
The other two that I had in mind were South Buffalo and Steelton & Highspire.
You're up!
PAul (CSSHegewisch) gets first crack. I just worked off his list to get the others.
The first three are Bethlehem Steel roads. Add Conemaugh & Black Lick, Lake Michigan & Indiana, and Upper Merion & Plymouth. There were others besides these.
You have three correct. You have one Inland Steel and two owned by Jones & Laughlin.
I'll start with Cambria & Indiana; Patapsco & Back Rivers; Philadelphia, Bethlehem & New England; Aliquippa & Southern; Chicago Short Line and Monongahela Connecting.
Name six railroads owned by Bethlehem Steel.
The track remained in place almost up to the river on the American side, to serve Alcoa's Rooseveltown aluminum plant (closed in 2015). The NYC bridge piers are still visible in the river's north channel.
CN's mainline was also rerouted in the Cornwall area due to seaway construction, and a short section of the NYC line is still in use as an industrial spur, to access the remaining customers on the old CN/Grand Trunk line.
A section on the south side of Ottawa was also retained to serve an industrial park, while now abandoned this spur also provided rail access to the Canada Science & Technology Museum and the Bytown Rail Society.
While some sections have been reclaimed as farmland the route from Cornwall to Ottawa is easily followed on Google Earth, and a section between Russell and Embrun/St-Onge is now a paved trail, appropriately named the "New York Central Fitness Trail".
Greetings from Alberta
-an Articulate Malcontent
Wow1 Never thought of the Central serving Ottawa1
Correct! The Ottawa division was disconnected from the rest of NYCS after 1932 when the line between Tupper Lake and Helena was abandoned. Freights routed via CN/Grand Trunk's Massena branch between Massena and Helena on trackage rights. Passengers were supposed to use CN/GT trains to connect until those were abandoned in the 1940s. The Helena-Ottawa trains hung around until 1951. The line to Ottawa was never major but paid its own way. The St. Lawrence Seaway project resulted in the loss of the bridge at Cornwall Ontario in 1957. Short stubs remain in operation today under various owners.
NYC--The national capital was Ottawa. The state capitals were Boston, Albany, Columbus, Lansing, Indianapolis and Charleston.
In the states I check my railroad systema against C&O served Richmond, Charleston, Columbus and Frankfort. One state capital shy. C&OofI missed Indianapolis. Technically, after 1948 C&O added Lansing MI when the PM was merged in, but the railroad system I'm looking for was already there before then. Come to think of it I missed Lansing in my list, so - seven state capitals and a national capital.
If it helps, three of the capitals in C&O's list (including Lansing) apply to the other railroad as well.
The C&O. Although the Classic Period had three through trains from Newprt News (serving Richmond, VA) and Washington to Cincinnati (Sportsman, Fast Flying Virginian and George Washington) with through Pullmans to Chicago and Dcetroit, also service to Lousville, before Amtrak servoce was reduced to just one round-trrip. Columbus, OH, Charleston, West Virginia, Indianoplis, Indiana, poaaibly Frankfor Kentucky (?), and Lansing, Michigan (via PM) were served by the C&O. Passenger service to Washington, DC, was via trackage via trackage-rights on the Southern from Orange (Gordensville the junction with the line to Newport News), ditto freight service to Potomic Yard, But CSX uses its own RF&P line.
Both GTW and C&O served other Wisconson ports, but they were switched by local railroads.
This large system served five state capitals and a national capital. In later days the national capital was served by a single passenger round trip. Name the system.
rcdrye Pere Marquette (C&O) and GTW had trackage in Milwaukee associated with their lake ferries. C&O went back and forth on operating its Milwaukee float yard, sometimes contracting with the Milwaukee Road to handle switching there.
Pere Marquette (C&O) and GTW had trackage in Milwaukee associated with their lake ferries. C&O went back and forth on operating its Milwaukee float yard, sometimes contracting with the Milwaukee Road to handle switching there.
What two railroads that were considered "eastern" had trackage in Wisconsin?
Backshop is correct.
CP was still buying new steam locomotives at the time of St Luc's construction, but that of course quickly changed.
St Luc, Montreal. 1949.
John Street Rounhouse, Toronto, 1928-1931?
A softball, when and where did Canadian Pacific build their last new roundhouse?
Well-done. If I recall correctly the test was conducted on the Credit Valley line not very long after the CPR acquired it... a matter of weeks, perhaps? I was never sure if the testing was arranged before the formal acquisition or after.
I'll take a stab at this, seeing as western Alberta just got a big dump of snow.
The classic Canadian answer (as found in any number of kids history books up here) is that the first workable prototype was designed by Orange Jull as an improved version of J.W. Elliot's original idea, and it was built by the Leslie Brothers during the winter of 1883-84 and tested on the CPR in Toronto.
The Leslies managed to acquire the design rights and moved south of the border and it appears they again tested a prototype (perhaps the same unit) on the Erie in spring 1885, but the first production models were sold to Union Pacific in 1887 after one was successfully tested in Wyoming during the 1886-87 winter season, so I suspect this is the answer you had in mind. The Leslies contracted with the Cooke Locomotive & Machine Works to do the actual manufacturing, Cooke of course later becoming part of ALCO.
This site has a good summary and brief bios of many of the people involved, as well as the 'shenanigans' that may or may not have occurred.
https://www.gent.name/on:rotarysnowplow
The idea was of course first patented by Elliot in 1870 (Canadian patent 399), and though he never built a prototype this link is worth including just for the original drawing, which looks a bit like the 'Tom Thumb' without powered axles and a big fan on the front.
https://www.ic.gc.ca/opic-cipo/cpd/eng/patent/399/summary.html?type=number_search&tabs1Index=tabs1_1
Who ran the first practical rotary plow, and when?
I haven't forgotten -- just not taken the time. Still don't have a quality question ready, but I'm bumping the thread to keep it visible.
Because of the short period involved, steam power required at Newark or Rahway ran light from (and to) Jersey City or South Amboy, whivch were facilities in-use both before and after electrification.
Can you post pictures of the engine-change facilities at Newark and Rahway for that short time? I'd expect that even Depression-era PRR freight traffic would require extensive numbers of locomotives before the electrification was complete.
And I had a detailed account of how engine change in Paoli was conducted - was it in one of Bill Volkmer's books, or Churella's - but can't find it now. It was interesting reading about something relatively nonobvious but of critical practical importance, like the 'relief arrangements' on Lindbergh's Spirit of St. Louis...
Overmod, I'll give you the credit. Wilmington is correct for both Washington and St. Chasrles and was permanent for St. Charles trains. South Amboy did come a short tinme later, with trains for the New York and Long Branch getting steam at Newark or Rahway for a short time.
Paoli was the change point for trains to the west.
Your question
daveklepperWhen the 11000V 25Hz AC electrification was extended from Trenton to Sunnyside Yard...
...where was the engine change point for: Trains to Pittsburgh, Chicago, Cincinnati, and St. Louis?
Trains to Pittsburgh, Chicago, Cincinnati, and St. Louis?
Trains to Washington, DC and south?
Trains to Atlantic City? (The Nellie Bly)?This might depend upon coming from where. From Philadelphia I think they were steam the whole way, over the Delair Bridge. From New York I think they may have gone via Jamesburg although I don't know when the piece of the 'secondary' between South Amboy and Monmouth Junction was electrified. Trains to Cape Charles?Probably same as Washington trains at that point, as the Del-Mar-Va trains diverged at Wilmington. Trains to Bay Head Junction?South Amboy
Trains to Cape Charles?
Trains to Bay Head Junction?
Hints: Two of the above PRR services shared the same engine-change point. Thus, only four such locations, not five.
Two of the locations survived into the full electrification era.
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