Pennsylvania Railroad for freight-train air-brake tests.
rcdryeI think the LS&MS (New York Central) installed speed recorders on some of their 2-6-2 prairie types assigned to the Fast Mail to try to keep the speed in between the contract speed and the speed at which they tended to derail becouse their equalization wasn't adequate.
For the thing I'm looking for, the drive to the speed recorder had to be more than usually precise...
I think the LS&MS (New York Central) installed speed recorders on some of their 2-6-2 prairie types assigned to the Fast Mail to try to keep the speed in between the contract speed and the speed at which they tended to derail becouse their equalization wasn't adequate.
Shortly before WW1 a railroad felt the need to install expensive speed recorders on a class of locomotives for a somewhat unusual purpose, and then carefully and regularly review the speed information.
What was the railroad, the engine type, and the need for the vigilance?
That's it. Soo Line used its own cars on the Winnipeger, but leased prewar "Cascade" 10 rmt 5 DBR cars from PRR for the Chicago-Superior Laker during the last couple of years of the train's operation. Soo probably got the cars through Pullman rather than direct from PRR, which stll had a contract with Pullman. The Porter-in-charge was most likely a Soo Line employee. The other remaining train carrying sleeper on the Soo Line at the time was the Milwaukee's Copper country Limited which ran with MILW cars.
The Laker was mainly a mail train in its last years, enduring a circuitous exit from IC's Central Station in Chicago via the IC Iowa line and the IHB before hitting Soo's own rails in Franklin Park. Actual passenger equipment was a coach or two and the sleeper following a fair number of mail cars. The loss of the mail contract was the end of the train ("As a mail train the Laker was something the Soo could live with." Wallace W. Abbey) Some mail and one of the coaches operated to the Twin cities from Owen.
I'll say Soo Line out of Chicago with 'red' cars leased from the Pennsylvania.
This was from an article in Classic Trains. The cars used were a near color match for the owner's own cars.
Was it the Colorado Rocket and RI from the UP?
What I was looking for were the trins taht went intact to Miami. A stroll though a February 1948 OG found a bunch from the northeast and the coach-only trains from the west. The Miamian and Vacationer carried sleepers from wherever Pullman could dig them up, with western cars common.
Here's one to see how sharp-eyed you have been in actually reading Classic Trains:
Towards the end of this train's life, its owner's own sleeping cars were stored in favor of prewar cars leased from another railroad. Name the railroad, the train, and the owner of the leased cars.
There was a very simple answer to the question, and your like Ptomlie (Speeling wrong) rather than Copernicus or Gallalao in esplaing the Soler System.
The simple answer to the question, which has taken too long, is:
All through trains useing the Florida East Coast between Jacksonville and Miami.
And this is true whether or not the dropped cars headed for Tampa, St. Pete, Manatee, Sarasota, or whatever.
Important trains were the Havana Special, the East Coast Champion, and the winter-only Florida Special. The Royal Palm's through cars to Miami were handled on other trains. The Dixie Flagler, City of Miami, and Miamian at times did run through to Miami as separate trains on the FEC.
But if you wish to ask the next question, by all means do so.
I meant east cost of Florida...
Where did you get the idea that I was concerned only with trains from the Midwest?
Are you looking for the ACL Miamian and its ilk, the east-coast-only trains that carried no west coast cars? That would also include the Chicago-Miami South Wind and Dixie Flagler trains.
Shocked at lack of correct reply. The correct railroad had three through trains with the FEC in winter that did not need a Jacksonville backup move.
One was all-Pullman, ran mostly with an assortment of borrowed cars, was extra-fare at times, and featured a Bingo Game in the lounge car on each trip.
The railroad bought pasenger diesels a few years earlier than the Southern bought its first for the Southerner.
One train that did not have a backup movement shared a name with one that did, and in light traffic summer months sometimes the two were combined north of Jacksonville.
I do not believe any Southern traFECins ran directly to the to ave the FEC. But you have the right basic idea.
Which railroad did have several trains, three in winter and two in summer, that did?
Southern's through cars to and from Miami were generally switched to and from these trains.
If I remember right, only Southern's trains ran directly onto the FEC. ACL trains turned to allow for west coast cars, and SAL entered and exited from the north. That would include the Royal Palm among others.
What do I need to do to encourage an answer?
Do I need to ask still another question?
I'm sure many of you know the answer to the above one I asked.
Don't understand why this question has not been answered.
just loםk at the track layout and who owed what, and the answer is obvious.
You can give a generic response, not needing to name all the specific trains, and there was more than one.
An easy one:
All through trains using Jacksonville Union Station (Terminal?) had one backup move either before or after the station stop except:
???
Another giveaway of the location of the Westchester Branch is the power lines that still follow the right of way. The same arrangement exists on parts of the Illinois Prairie Path (ex-CA&E). I'll let Dave Klepper take the next question.
I'll let you guys split this one. The Cook County branch left the main line at Bellwood, was operated only by overhead wire, and was mainly built to access two cemeteries for funeral traffic. Shuttle service on the branch with a single car ran until the adjacent Westchester branch was completed in 1926 for CRT use. Funeral trains were also operated with either CRT or CA&E equipment as late as 1934.
The Cook County branch had several industries and was valuable enough that the Indiana Harbor Belt shared part of it and took over when CA&E was abandoned and operated most of the branch until 1986. The IHB interchange in Bellwood was north of CA&E's main line and west of the IHB. It also served as the Chicago Great Western interchange.
The Westchester Branch was originally intended to bypass Wheaton and re-connect with the Aurora branch a few miles west of there at Weisbrook Road. It was only completed as far as Roosevelt Rd as a double track line. Chicago Rapid Transit (later CTA) operated the line as a tenant for its entire 1926-1951 existence. The Mannheim Rd extension, usually operated by a shuttle car from Roosevelt, was completed through what were then open fields in 1930. Ironically the branch was abandoned just before Bellwood and Westchester became booming suburbs. Its path can still be traced in Westchester's street layout.
A stange event was the test runs of the 6000 series PCC "L" cars delivered in 1950, which made it all the way to the end of the Westchester branch the only time they were ever operated there. 5000 series articulated cars were regularly assigned to Westchester service as far as Roosevelt Rd until the service was discontinued.
I believe that he was thinking of the Westchester branch, which was operated as an extension of CRT's Garfield Park line. CA&E never operated on that line. The best analogy would be CRT's Skokie line if the rest of the Skokie Valley line was never built.
Close, but not quite.
Well, one branch was the far-west suburb Mahheim branch that ran south from the main CA&E line, which at that point had both C&AE and CRT trains, and this single-track branch was operated by one CRT shuttle-car. I think this continuied into the CTA era. perhaps even up to the construction of the Congress Expressway.
So, sticking with Insull Roads... The Chicago Aurora & Elgin had three branch lines that survived until after WWII. Of the three, one was surveyed as a bypass route a la CNS&M's Skokie Valley Route. It was owned but never operated by CA&E. One of the others remained in service (not by CA&E) into the 1980s. Name the two branches.
rcdrye South Shore's main line ran down Chicago Avenue in East Chicago Indiana until 1956. Some of the cost of the relocation onto the bypass was borne by the Indiana Toll Road Authority.
South Shore's main line ran down Chicago Avenue in East Chicago Indiana until 1956. Some of the cost of the relocation onto the bypass was borne by the Indiana Toll Road Authority.
South Shore had picked up the property for the right-of-way prior the Great Depression, but by the time the permits were approved, South Shore had no money to build it. The Toll Road Commission was looking for a route through the Calumet Region in the early 1950's and South Shore's property provided a useful solution for both. South Shore deeded part of the right-of-way to the Toll Road Commission and the Commission built the embankment and bridges for both the Toll Road and South Shore.
South Shore also ran in South Bend Streets until 1970.
The North Shore station in downtown Waukegan was a fromer courthouse. Tracks on Washington Street from Edison Court to downtown were maintained even after the streetcar line using them was discontinued to allow tansfer of interurban equipment.
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