I have my fingers crossed that this is not another instantiation of the perennial Waycross question that has come up several times in different forms in these quizzes...
Overmod I have my fingers crossed that this is not another instantiation of the perennial Waycross question that has come up several times in different forms in these quizzes...
Johnny
The railroads were in Virginia.
Sounds like the Virginia Central and the Orange and Alexandria - C&O and Southern in the classic era. The O&A got trackage rights on the Virginia Central between Gordonsville and Charlottesville to connect to its own line to Lynchburg, later bought the segment and granted Virginia Central successor C&O access to Alexandria VA/Washington DC.
Yes. Apparently, this is a truly obscure bit of railroad history. Do you know any other instance in which a railroad built track to gain entrance via trackage rights to a city--and then built its own track to that city and sold its connecting track to the other road?
I do not know if the Buckingham Branch uses that track; could it be that the Cardinal is the only traffic on it? Way back when, the C&O not only had three passenger trains, but also three freights that used it to gain access to the Washington area.
Buckingham Branch shows Orange (actual connecting spot - Gordonsville is a short distance away) as a "Station" and not an "Interchange", so... I guess it depends on whether there are any customers between Gordonsville and Orange (Google Maps shows pulpwood racks and grain hoppers on the BB at or near Orange). I rode the Crescent through there last Friday but it was already dark, so I didn't really see anything at Gordonsville.
You rode the Crescent through Gordonsville? It was detoured through there?
Deggesty You rode the Crescent through Gordonsville? It was detoured through there?
Finally back in after three days of the web site not recognising me.
In the classic era there were two Chicago-Hot Springs Ark. Pullman lines which each took 16-17 hours with one railroad change. Give both routes and the railroads involved.
Glad you're back... perhaps others can post again as the Forums were at a crawl.
Received this from Jones.. not sure how he knows this or if it's just speculation .
We will see...
rcdrye Deggesty You rode the Crescent through Gordonsville? It was detoured through there? No, we took the ex-SR line between Orange and Charlottesville. All in the dark, so I missed the junction at Orange. Finally back in after three days of the web site not recognising me. In the classic era there were two Chicago-Hot Springs Ark. Pullman lines which each took 16-17 hours with one railroad change. Give both routes and the railroads involved.
No, we took the ex-SR line between Orange and Charlottesville. All in the dark, so I missed the junction at Orange.
In 1943. the Alton took a 10-1-2 down to St. Louis on the Abrahma Lincoln, and the MP carried the car on the Southerner to Little Rock and then on a local to Hot Springs. Returning, the local took the car to Little Rock and delivered it to the Southerner, which took it to St. Louis, and the Alton carried it overnight to Chicago on the Midnight Special.
In the same year, the IC's Louisiane carried a 10 section 2 compartment car to Memphis, and and the Rock Island carried it to Hot Springs on #45. Returning, it traveled on #50 to Memphis, and the Louisiane took it on to Chicago.
The IC-RI service did not exist in 1953; the RI then had only freight service into Hot Springs. The GM&O/MP service did still exist in 1953, with a 10-6 car.
I thought about adding this clue: the state wherein the construction took place was the birth state of more presidents than any other state was, even stating that two presidents were born in the same county.
This may be a bit easier than the last one I propounded.
The New Haven, for many years, operated an all first class train over night between Boston and New York City. Except for a few months, it was possible to board, undress, and sleep in a berth. However, during those few months passengers slept in seats in parlor cars. Why?
I'm not sure of the exact period, but there was a time when Pullmans were banned from runs of less than 250 miles during WW II. At 229.1 miles, the Owl didn't make the cut.
rcdrye I'm not sure of the exact period, but there was a time when Pullmans were banned from runs of less than 250 miles during WW II. At 229.1 miles, the Owl didn't make the cut.
Going back to presidents, George Washington and James Monroe wer both born in Westmoreland County, which is on the Potomac (which is about seven miles wide there). However, the Father of our Country did not grow up on the Potomac; when he was quite young, the family moved to the other side of the Northern Neck, and he grew up on the Rappahannock.
I think I'd almost rather sleep in a coach seat than a parlor chair...
This railroad named its hotshot freight service after a dog.
The railroad is the Rutland, the train is the "Whippet".
They even decorated a 2-8-0 with fins. Rutland 28, with Stephenson valve gear.
Waiting for CSS's new question
Still waiting
To keep it moving, I'll post another...
Each night in 1948, two trains left San Antonio Texas carrying Pullmans bound for Washington DC and New York. The four New York cars were each switched once, with four routings resulting. Of the four Washington cars, three were each swiched once, the fourth was switched three times.
Routes used to New York and Washington, please!
I do not have easy access to any 1948 Guide, so a part of my answer is speculation.
Both the Texas Eagle (MP/T&P/MP) and Texas Special (MKT/SLSF) carried through cars to New York City and Washington. In St. Louis, all the cars were switched to trains for the East Coast. The B&O carried cars to Washington; the NYC carried cars to New York City, and the PRR carried cars to both cities. I would say that the PRR switched its Washington cars in Harrisburg, making a second switch for two cars; I will not hazard to say where the third swirch was made..
The PRR car to Wshington could technically be said to be switched three times:
Once in St. Louis to the eastbound Penn Texas
Once in Harrisburg, possibly to the eastbound (southbound) Washington section of the General or the Admiral.
And finally in Baltimore with a reverse in direction, and steam or diesel on one end replaced by a GG1 at the other.
You have most of it. The MP New York cars were carried in the PRR's Sunshine Special (predecessor to the Penn Texas, after a brief interval as the Texas Eagle). The MKT/SLSF New York cars were handed off to the Admiral, cars from both carriers also being handled on NYC's Southwest Limited. The Washington cars are more interesting, with MP handing off one car each to the PRR and the B&O. The Texas Special handed one car to the PRR (MP and MKT/Frisco cars all handled in the Admiral). One of the MKT/Frisco cars headed to Washington on neither the PRR nor the B&O. Care to guess the routing?
NYC St Louis to Cincinnati and then C&O to Washington? But thtat would involve switching in Indianapolis and Cincinnati..
Deggesty NYC St Louis to Cincinnati and then C&O to Washington? But thtat would involve switching in Indianapolis and Cincinnati..
Sunshine Special/Texas Eagle routing to South Texas was different from most other routings in that the trains originated and terminated on the same road--but were handled by another road part of the way.
What other routing followed the same pattern (Road A-Road B-Road A)? All the trains using the routing had through cars delivered by other roads, but the trains themselves were A-B-A. One engine change was not at the junction point but was 7.4 miles from the railroad junction point; give this point and a possible reason for its being the change point.
Southern - Norfolk and Western - Southern
First junction Monroe, but the engine change at Lynchburg - N&W Ststion. (Sou. had its own station on the main line to Atlanta.) Second junction Bristol. The Tennesean to Memphis, Pelican to New Orleans. Others. Through cars from New York on PRR to Washington. Through cars to Shreveport via KCS.
Monroe was not a regular crew-change point with roundhouse for the Southern, and Lynchburg was for both railroads.
daveklepperThrough cars to Shreveport via KCS.
Of course you are right. I had the right track but the wrong company on that, forgetting some history. Do you wish fo ask the next question?
Very good, Dave. But the engine change was at Monroe, not Lynchburg. I have an idea why. A Trains article on the N&W's locomotives in 1954 or 1955 described the runs of the J's, and showed that they ran to and from Monroe on the Southern trains.
Incidentally, from SOU public timetables in the twenties, the trains operated through the Kemper St. station, and not the Union Station in Lynchburg.
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