daveklepper "Gilpin Tram"
"Gilpin Tram"
You got it.
The only two footer I could find involving a state capital was the Montgomery Southern, which seems to have operated in Alabama between 1881 and 1886 (or 1882 and 1889) without leaving much of a literary or cartographic trace. There were some three footers in the Montgomery area. The Montgomery Southern seems to have been useful enough to have ended up as part of the Atlantic Coast Line.
It shared track with another narrow gauge.
Another clue this common carrier and it's connection were west of the Mississippi River.
Ellis t Atwood was the owner, I believe, and some of the standard gauge equipmenet went to Nelson Blount and Steamtown in Bellows Falls, except the Flying Yankee to Hobo RR and a separate organization. The Maine narrow-gauge museums got the 2-foot gauge equipment.
Rode it around 1950.
The two-foot gauge at South Caever, Massachusetts, Edeaville (Sp?) around cranberry boggs, with some standard gauge track for preserved equipment?
Wholly Mackinaw Dave K, those explanations and descriptions of yours about the NY Transit and Subway systems are heavier than Overmods screeds ,( they are fabulous, dazzling)) on technical descriptions of the how and why something in motion works or doesn't and a whole lot of other things.
I envision a power point presentation with multi coloured spaghetti all over the place and Rodney Dangerfield, Ben Stein and John Cleese taking turns with the pointer.
Test tomorrow, so pay attention.
( I really do try to follow... does anyone really know the whole thing?)
This will probably be an easy one of maybe not.
This 2 foot narrow gauge was not in Maine. Had a length of 15 miles. Ran 44 miles from the state capital. It also ran on dual gauge track for a short distance. It shared track with another narrow gauge. It ran excursions each summer. The excursion was 75 cents with lunch. The line had a warming house for use in winter.
Name the line.
Of course you are correct. So our non-revenue move to C. I. Shops used the West End line.
The situation also existed on the 2nd, 3rd, and 9th Avenue elevated lines in Manhattan and from Atlantic Avenue to 36th Street on 5th Avenue in Brooklyn.
Brooklyn has no examples now. The two lines that served 9th Avenue (only one does now) could have had this situation; indeed they were probably built for it, but did not. And Manhattan has just one station.
You did get two right answers. Triple-track is correct, so expreses have to return as locals, and Flushing No. 7 is also correct. The photo of the two types coupled shows an IRT steel "Steinway" car at right and a BMT Q-type at left. They ran on Flushing with heavy-traffic-direction express service and on Astoroia without express service. The inbound terminal of the BMT Q-types, a 1938 rebuild of 1904 wood gate-cars, as Queensboro Plaza for connection to BMT wider standard subway cars. After 1948 changes, BMT subway cars ran through and are running through to Astoria, andther the IRT is sole possessor of Flushing.. The other lines are 2 and 5 in the Bronx, with the rush hour Whiite Plains Rd. 5 running express non-stop 149th and 3rd Ave, the D and B at W. 155th St. in Manhattan and on the Concourse in the Bronx with the D express, direcdtion of heavy traffic, returning as local, and the M. J. Z. combination on Broadway - Brooklyn, with the Z express running direction of heavy traffic only,returningas a J.
Not sure about the 6 in The Bronx. At time yes, at times no. Have not had a chance to check on this.
The station at 155th and 8th, with only the B stopping in the direction of heavy traffic, both B and D in the reverse, and the D when the B doesn't run weekends and nights, is below where the northern terminal of the 9th Avenue Elevated (inncluding most 6th Ave elevated trains) was. And steam trains from the Putnam line crossed a drawer-bridge to use the elevated station as their southern New York City terminal, inlcuding a through train each way each day to and from Boston. When the 9th Avenue elevated was extended across the Putnam's bridge into The Bronx, the "Put" was cut back to a Sedgewick Avenue station adjoining the elevated line's station. In June 1940, with Unificatin, the main portion of the 9th Avenue elevated was abandoned, and the elevated station at 155th and 8th became the southern terminal of the "Polo Grounds Shuttle" to 167th and Jerome Avenue, with paper transfer to the subway below. Now also gone.
Narig, your question
daveklepper This photo shows we used either the West End (now D) or the Culver, cannot tell whether this is the upper or lower level of the 9th Avenue station. These steel cars never ran here in regular service until much later, when a few were equipped with widened side-sills to reduce platform gapping and were assigned to the 9th Avenue - Ditmas Shutle, now abandoned, structure removed.
This photo shows we used either the West End (now D) or the Culver, cannot tell whether this is the upper or lower level of the 9th Avenue station. These steel cars never ran here in regular service until much later, when a few were equipped with widened side-sills to reduce platform gapping and were assigned to the 9th Avenue - Ditmas Shutle, now abandoned, structure removed.
https://www.nycsubway.org/perl/showpix?bnN0YSBpbiAoMjEyMTI4KXwwfDV8NTB8U2hvd2luZ3wvd2lraS9CTVRfV2VzdF9FbmRfTGluZXxueWVhciBkZXNjLG5tb24gZGVzYyxuZGF5IGRlc2M=
And the Broadway(Brooklyn) line is triple tracked.
Triple tracked lines. The Flushing and the West End lines are both triple tracked. The Flushing line was also unusual in that it had both IRT and BMT lines on it until 1947 or 1948(I think). The 7 line is in the process of getting the new CBTC. It also has a new terminus at 34th St. And I forgot about the Worlds Fair.
And the only Chicago line with the same condition was the Southside's main line.
Above a photo taken at the destination of the non-revenue movement that John Kneiling arranged for us to ride.
Yes, the B is also part of the solution. But not on the Brighton line. And it is not the service that behaves differently in one direction than the other.
The M-line is indeed part of the answer for one specific line, but there are 1-and-1/2 other services on the part of the route that is this example, with two other services in the rush hour heavy traffic direction, and the trains of one changing and displaying the sign of the other service, going in the reverse direction. (End destinations the same for both). Why? Has nothing to do with layup yards. And this is not the line that is the first choice to ride for railfan tourists.
Brighton line and Broadway Manhattan are not one of the lines.
But here is an unusual photo. I boarded this train around midnight in 1947 and took this picture before boarding. My parents had reluctantly given me permission to spend most of the night on a John Kneiling arranged ride on an unusual but weekly non-revenue subway move. I boarded at either Times Square or Herald Square. At the time, we could have use any of the four, Sea bEach, West End, Culver, or Brighton to the final destination. I do remember we used the Manhattan Bridge, not the Montague Street Tunnel. And we had a Transit Police escorted tour from the destination to the nearest public platform for a return by regular trains.
The two cars in the train regularly ran on the same tracks but were never coupled together in regular service. In fact, they did not mu. The one one the right, all-steel, was one of four or five, all motors. The one on left was the lead of a steel-and-wood motor-trailer-motor combination that regularly did not enter Manahattan, and in this movement was all-trailer and pulled by the steel motors.
Which line(s). And even then the specific line had stations with more service in the opposite direcdtion of the rush hour. But not before 1938 or 1939.
The final example is easy, the M line. Starts at Metropolitan Av in Middle Village, Queens goes across the Williamsburg Bridge up Sixth Av in Manhattan thence back to Queens out to Forest Hills. The M cuts back to just a Myrtle Av shuttle from Broadway to Metropolitan Av after 1145pm til 545am.
The Q Second Av Broadway Express. Only late nite this is a Broadway local. Reason for heavy reverse rush hours. I think that the lack of a layup yard at the current Manhattan terminal cause s NYCTA to send trains into Manhattan for the Coney Island return. Also I have not heard what impact the new my opened Second Av stub is having.
B Central Park West local, Sixth Av express , Brighton Line Express, Grand Concourse local. During rush hours this line goes up to Bedford Park in the Bronx. It is local on the Eighth Av line then express all the to Brighton Beach. I would think some of the imbalances happen on this line on account of jobs being in midtown Manhattan and the ends of the line being where people live.(This also occurs with the M and to a lesser extent on the Q).
I'm doing much of the traffic patterns from what I remember of the city years ago(before the Second Av subway), and how I perceive the changes that have occurred. Also news reports.
otherwise known as a WAG(wild ass guess):-)
And so I will accept one line as an asnwer!
Lots of railfan tourist make a point of riding the best know of these lines. Runs only in two boroughs.
Aren't there any other New Yorkers on this thread? Or anyone who can do some basic research?
https://www.nycsubway.org/wiki/Main_Page
As to "why," well one and only one Chicago "L' line had the same condition.
Alright, I'll reduce the requirement to two. One should be well-known already, since it is becoming the most modern technologically.
One or possibly two lines operate in two boroughs, Manahattan a common borough for both. The doubtful one, the condition exists only rush hours, the other weekdays between rush hours as well.
Another line has two services when the condition exists, one service is full time with changes but always is present in three boroughs, the other service weekdays only, also three boroughs, and when it runs the condition exists. Both cross a bridge.
The final example has three services, all cross a bridge between two boroughs, and one operates in three services with a route that is almost a oomplete circle.
Another line normally has two services, both covering three boroughs, and the condition exists only during rush hours, when one of the two sercice runs alternately to two northern destinations.
On four or five of the NeW York City Transit Authority rapid transit lines a number of stations have rush hour service about twice as frequenstly in the direction opposite to heavy traffic than in the direction of heavy traffice.
Why? (Don't answer if this is the only question you can answer)
Which lines? (If you know at least three, by all means answer!)
Bonus queestion 1. Which borough has only one such station. Which and where? 2. The transit & railroad history of ths specific locaton (not just the station itself) is one of the most involved and interesting in the NY City area. Explain.
Dave K.--- The floor is open for you!
Yeah, someone post one. I'm still working on one but all the ones I have are too esoteric...
Quizzes stuck in limbo. Need a new question here and a 'call' on the other.
Hey What's Up (or down?)
I rode the Paul Revere once, and yes, it had RS3s, two in MU, if I remember correctly. But I never saw the passenger F3s on a passenger train on the B&A. I think they may have been transfered to freight service fairly early, and would be undistinguishable to my eyes from other F3s. The Alco PAs may have visited, but not when I was observing or riding. I think I did see Alco FAs on B&A freight. Not sure.
Waiting for Overmod's question.
NYC's only sets of passenger F3s were assigned to the B&A, and the use of RS3's on secondary trains like the Paul Revere is pretty well documented. Alco PA's were also common visitors (B&A freight power ran heavily to FAs).
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