ZephyrOverland Since this thread has been dormant for over 3 weeks and I see that narig01 hasn't been online since then, I would like to get this back on track with a new question (with all due apologies to narig01): I wouldn't be surprised that this train would serve Jambalaya and crawfish in its diner, if it had one. Name the train, RR and endpoints.
Since this thread has been dormant for over 3 weeks and I see that narig01 hasn't been online since then, I would like to get this back on track with a new question (with all due apologies to narig01):
I wouldn't be surprised that this train would serve Jambalaya and crawfish in its diner, if it had one.
Name the train, RR and endpoints.
The IC's Louisiane, which ran Chicago-NewOrleans (overnight Chicago-Memphis and day Memphis-New Orleans). Not much of its run was in Louisiana.
The MP's Orleanean, which ran New Orleans-Houston (day train) did have a diner lounge.
The SP's Acadian, which ran New Orleans-Houston (overnight train) left after most people's dinner time and arrived in time for breakfast at the depot or a restaurant. This train's name really suggests that a diner on it would serve Cajun food.
The T&P's Louisiana Daylight, which ran New Orleans-Fort Worth did have a diner lounge.
I have eaten crawfish (trapped by my nephew) at my brother's in Baton Rouge. Good eating.
Johnny
henry6 City Of New Orleans, Illinois Central, Chicago and New Orleans. Or is that too simple?
City Of New Orleans, Illinois Central, Chicago and New Orleans. Or is that too simple?
If life were that simple. Nope.....
RIDEWITHMEHENRY is the name for our almost monthly day of riding trains and transit in either the NYCity or Philadelphia areas including all commuter lines, Amtrak, subways, light rail and trolleys, bus and ferries when warranted. No fees, just let us know you want to join the ride and pay your fares. Ask to be on our email list or find us on FB as RIDEWITHMEHENRY (all caps) to get descriptions of each outing.
daveklepper We are still waiting for IGN's question.
We are still waiting for IGN's question.
Any progress on the question, IGN?
I will give you credit and ask you to ask the next question. I am unsure whether or not the turntable was dual gauge. But it had two distinct tracks which on both ends matched up with the double track on Market Street. So a cable car could enter the turntable as another left, and the Market Street lines (there four coming to the Ferry Turntable) ran on close headways, which could not be met by reversing one car at a time. I don't believe there were any storage tracks on the Ferry Building side of the turntable, although there may have been at one time. The arrangement was similar to what you see at Powell and Market, at Hyde and the Embarcadaro, and at Mason at the Embarcadaro, except that there were two tracks on a slightly larger turntable, and the double cable tracks continued straight to the turntable pit with the outer rails thus longer than the inner, the reverse being true for the two turntable tracks.
The existing turntable at Hyde and the Embarcadaro was relocated from the end of the Powell-Jackson line when that line was diverted to become the Powell-Hyde line. The reversing crossover for the old O'Farell Jones and Hyde line is still in place and I used it for a chargered ERA fantrip with a California double-end car/
The rest of your answer is correct in full. So I await your question.
Dave my apoligies to you and everyone else out there. I've been out of easy internet access for a few days.
Ok The turntable in question was a dual gauge turntable for the 2 gauges of cable operation both 4'8 1/2" & 3'6".
When the earthquake & fire of 1906 destroyed muchof the existing network as an"emergency" the street railway network in San Francisco was rebuilt "temporarily"(lol) withelectric overhead. In the years before the earthquake their was great debate about the building of an electric street railway network to replace the cable cars(especially on the flatter routes) . When the 1st electric line was built in San Francisco there was much complaint about the overhead wires cluttering the sky. As a result (if I remember correctly) to the point of a city ordanance being passed directing that electric lines would have to use a conduit in the ground. This was more than could be afforded by the street railways. And they fought this tooth and nail til the earthquake happened.(someone actually complained the earthquakewas a street car connspiracy).
Last but not least the SP connection. In two parts. SP was a major stockhold in United Railways if I remember and been told over the years .
Thesecond part of the SP connection 1 Market St was the headquaters of the Southern Pacific Railroad. This building still serves as the headquaters of 2 very large companies that have or are transportion operations. 1. Del Monte is (if I remember correctly) still in the Stuart St Tower. As is Crowley Maritime. The former runs a fleet of container ships to haul bananas and pineapples and other tropical fruit. The latter is one of the largest tug and barge operations.
Thx IGN
Nariq, please, make an effort. Not that hard:
What do you supposee the propulsion power for the vehicles using the double track turntable whose use was ended by the 1906 SF earthquake and fire was?
Wha tdo you suppose the propulsion power was when passenger service was revived after the events? Why do you suppose the switch was not made earlier? And today what is at the site?
If you need help, pull up www.streetcar.org
Yoo got the next step. Now explain just what the turntable was, what happened after the earthquake and fire that made the turntable unnecessary, and as much history of the site up to the present, which sees passenger service on the very spot today. Note the connection to the SP, since it was, after all. SP's Ferry Building even if they did not own or operate the turntable.
Was the double track turntable at the ferry building? Thx IGN
Zephyr, you got part of the answer but an SP turntable would not have been double track . Look at the geometry and you will see that there is absolutely no way a double track, two really independent tracks and not gauntlet or dual-gauge, can work with a regular fan-track roundhouse. Remember, I said there was a very intensive passenger service. Indeed it would have been even more intense if it had taken less time for the simultanous loading and unloading (one track being loaded while the other was unloaded) of the turntable and the time required to turn it 180-degrees. But on Sundays and nights they probably could have gotten by with only one track on the turntable, and maybe at times they did. Usually, when the turntable was being rotated 180-degrees, only one of the two tracks was occupied. However, if incoming equpment order absolutely had to swapped for the correct outgoing order, it would be possible to rotate one piece of equpment 540-degreew, and the two tracks would be occupied for two spins.
Since the SF 1906 fire there has not been a turntable at this location. But one of the similar single-track turntable is not too far away, easy to reach by either walking or the best transit ride option in the USA.
daveklepper Another hint. The famous tenor, Enrico Caruso, was forced to arise from sleep and leave his hotel for the same reason the doiuble-track turntable stopped being used.
Another hint. The famous tenor, Enrico Caruso, was forced to arise from sleep and leave his hotel for the same reason the doiuble-track turntable stopped being used.
My guess is Caruso had to leave his hotel because of the 1906 San Francisco earthquake and based on your clue, the turntable that you are looking for was disabled for the same reason. Therefore I'm guessing that the turntable would be in San Francisco on the SP.
I was not aware the Enrico Caruso ever visited Alamosa nor that he in any way was affected by D&RGW's dieselization. Le alone forced to leave his hotel room bed and leave the hotel . Very quickly. I think Caruso was serenading the Eternal in Heaven before D&RGW dieselization.
Remember, I said the line had very intensive passenger service.
My best guess would be the turntable in Alamosa Co. Duel gauge 3' and standard gauge. probably removed when D&RGW went deisel. replaced later by a 3' gauge table for the C&T tourest line....Mike
Oyster Bay's turntable was short. Would not take a K-4, only a G-5 4-6-0 or a H-8,9,10 2-8-0 Consolidation. But it was a conventional single-track turntable, nothing really unusual about it.
Think for a moment about WHY a turntable must be double-track to do its job. And again there are three turntables like it with all its unual features except double-tracking that are now in service, and one was either new or relocated after WWII.
OK, I'll take a long shot stab at this, Oyster Bay on the LIRR.
More hints. The three turntables in use are in use on two routes that have passenger service that is very heavily used. The double-track turntable was used on routes even more heavily used in pasenger service.
Correction, three turntables, not two. And the one installed in its present locaton some years after WWII was probably just relocated from another location. Further hint, I would guess the length of all these turntables, including the double-track one, is only about 40 feet, possibly less for the three extant.
Hint: There are two turntables having similar characteristcs but only single track in operation today. And one of these two was installed after WWII!
There were probably around 10,000 turntables in North America. But as far as I know, only one:
DOUBLE-TRACK TURNTABLE!!!!
Exactly where was it located? What was very unique about it? What put it out of operaton and when? What if anything replaced it? What if anything of rail interest is at the pricise location now?
What turntables in North America share some of its characteristcs and where are the located exactly and what function to they perform today ----if anything.
The sleeper ran between Kansas City and Rochester via Omaha. It was carried in MoPac trains No's 105 & 106 between KC and Omaha and CNW trains from there to Rochester. It is shown in the March 1937 OG which I believe is about the date the service was started. I have no idea how long this operation continued to run and Johnny has suggested it was short lived.
In reviewing the replies it appears to me that Dave should be declared our winner so the next question is his.
Mar
I'll throw in the concept of there possibly being a patch between two Class one's here someplace?
I would think that the C&NW was "friendlier" with the MoPac than with the Q (not a direct competitor on several routes), so suspect the MoPac probably handled the sleeper both ways, and either Lincoln or Omaha could then be the other city, probably Omaha.
I'll say that this was an extension of the Rochester (switch in Mankato)-Omaha sleeper, but I am not sure whether it would have been Burlington or MoP between Omaha and KC. Looking at the January, 1930, representation in the Guide, Burlington would have had the better connection northbound, and MoP would have had the better connection southbound.
By the time this service was inaugurated, one of the two roads may have had a good connection both ways.
Since this line is not in the 1930 Guide, or in the November, 1937, issue that I have, it apparently was short-lived.
Dave guessed at Kansas City, so he got the hardest part.
daveklepper St. Louis, Kansas City, Wabash and C&NW to Rochester?
St. Louis, Kansas City, Wabash and C&NW to Rochester?
You're getting warmer with this answer Dave.
Kansas City and Rochester were the end points of this Pullman route and access to Rochester was via the CNW. But St. Louis was not served and no part of this route was over rails of the Wabash.
Mark
The CNW was one of the two roads over which this sleeper was routed but the Rock Island was not the other. The Twin Cities were not on this route - Think a bit further south.
Could it be the Twin Cities to Rochester via the CB&Q and the Rock or the C&NW?
Sorry Buck but the CGW did not figure in this route.
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