Dave, I believe that would be the New York - Hot Springs sleeper which ran on the C&O's Fast Flying Virginian between NY and Covington and on a mixed train between Covington and Hot Springs.
Mark
Perhaps I should have added that the FFV's through sleepers and coaches ran on the Pennsy between NY and Washington.
I would agree with Mark. The sleeper was sometimes returned empty to Clifton Forge since it was nicer for patrons to use the Greenbriar's Limo to Covington rather than dawdle downhill sandwiched between a boiler GP7 and an empty hopper and caboose. I have seen listings with both 10-6s and 11 DBR cars. 1967 OG shows an 11DBR car westbound on the FFV (3) , eastbound on the George Washington (2). Westbound arrival 8AM (Just in time for breakfast!), Eastbound open for occupancy 10PM, depart at 11PM. Car was cut in/out at Clifton Forge.
Mark is the winner, should ask the next question, but that is not the car or train I rode.
I was thinking of the Wichita-Denver sleeper, MP mixed Wichitq - Herindon (Sp?) and MP Colorado Eagle to and from Pueblo, D&RGW to and from Denver
Dave's question prompted me to ask this one. For a short time trains unofficially dubbed "The Super Mixeds" ran with a lightweight streamlined coach on what was probably the all time fastest mixed train schedule. Name the railroad that ran these trains, the endpoints of their route and if possible their average speeds.
It doesn't quite fit in our 50 year window, but Southern ran the Piedmont from Washington to Atlanta in the early 70's with a coach or two and a bunch of TOFC added at Pot Yard. Average TT speed was around 50 MPH.
rcdrye It doesn't quite fit in our 50 year window, but Southern ran the Piedmont from Washington to Atlanta in the early 70's with a coach or two and a bunch of TOFC added at Pot Yard. Average TT speed was around 50 MPH.
Not the trains I had in mind, Rob, but your reply caused me to realize that the ones I'm looking for also ran fewer than 50 years ago and I had overlooked that parameter when I posted the question. Unlike the Piedmont, the trains I have in mind were officially listed as mixed trains. However, they didn't become "mixeds" until 1969.
Those would be the Georgia RR "super mixeds" from Atlanta to Augusta initially with former A&WP and WRofA Crescent carsand a boiler geep, plus the freight power. They were around until 1983.
You've got the trains and route right Rob. The Georgia RR downgraded their passenger trains No's 1 & 2 to mixed trains in July 1969 which ran the 171 mile route in 3hrs-45min for an average speed of 45.6mph. While every station between the two cities was a flag stop, passengers were scarce so they rarely made many stops, and their freight consist was limited to through cars so there were no pick ups or set outs en-route. In March this restriction was dropped and freight cars to and from intermediate points were added to the trains resulting in much slower run times. Passenger service was discontinued not long after the Georgia Road became a part of the SCL/L&N Family Lines and they became straight freight trains. However, the fact that they ran on into the 1980's, made them probably the last true mixed trains in the continental US.
Some of the photos of the later operations of the Georgia mixeds show smooth-side cars in multi-color Family Lines paint. The end of the service in 1983 was a big event. Georgia RR also offered mixed service on three branch lines (Macon-Camak, Barnett-Washington, Union-Athens) with heavywight equipment.
For one of the last setout sleeper services in the northeast, two fairly new lightweight sleepers were renamed for a famous college near one of the endpoints. Name the cars, railroads, train and the endpoints for this service.
Power: GG1, DC-NY. EF3a or EP5, NY-NH, PA NH-Springfield, could be GP-7, RS-3, or F7 on B&M
Correct, of course. While the train continued south of New York, the cars were almost always setouts, replacing an earlier White River Jct - NYC (Grand Central) car on the Overnighter. Daily except Saturday.
The two cars (originally Hampton Beach and Old Orchard Beach, Pullman plan 4194) were all part of an NYNH&H/B&M/BAR order in 1954 which included NH-owned buffet sleepers and the 6-6-4s. CB&Q must have had them by lease because they ended up on CN as Green series cars in 1966. Montrealer-Washingtonian service ended in 1965.
The CV trackage was part of the Conn River B&M/CV joint line between E. Northfield MA and White River Jct. B&M had a track on the east side of the Connecticut between E. Northfield and Brattleboro, CV had one on the west side. B&M was used northbound, CV southbound. The CV track survices as part of today's New England Central. CV also owned the track for the 14 miles from Windsor to White River Jct., though dispatching was handeled by B&M's dispatcher. The third trick passenger switch crew at White River Jct. was supplied by either B&M or CV, since an engine change also took place there.
On to the next question...
My memory says that the White River Junction setouts were discontiniued several years before the Montrealer and Washingtonian quite completely. At least two years. I don't know whether the cars were sold or leased to the Q. They could have been third-hand on the CN.
I did acousical consulting work at Dartmouth and also worked on occasion at the NY office. I used the Owl overnight to NY, the setout sleeper to White River Jc., and then the Allouette RDC's back to Boston.
Another setout sleeper, with some interesting similarities to the two discussed. Associated with a politician who had a positive effect on passenger railroading and whose political activities in behalf of passenger railroading had about the same time frame as the set-out operation of the sleepers just discussed. Train was run by two of the three railroads involved in the previous question's train. (Actually four, since the M and the W were CV trains north of White River Jc., often changing power at that point.) Which sleeper run was this?
Must be the Providence-Washington (NH-PRR) car on the Federal. RI senator Claiborne Pell.
CORRRECT AND NEXT QUESTION PLEASE
Even in the mid-1950s, this 8 sec 4 DBR sleeper left a major North American city traveling east as part of an all-sleeping car train. Several hundred miles east it was cut out and added to a local train that followed the all-sleeper train a short ways, then headed north. The car took a 9.5 mile ferry ride as part of the local train before ending up at its destination. RR, trains, and endpoints, with bonus for the cutout point.
This would be the Montreal - Charlottetown sleeper on the Ocean Limited, leaving Montreal, cutout at Moncton, and placed at the rear of the Moncton - Charlottetown local. I rode in the reverse but after the sleeper was discontiniuied and only a coach probided. And by that time the Ocean was a coach and Pullman train. And the local a mixed with a boiler GP7, which also did the switching at the ports, last on, first off. I forget the names of the ports on the mainland and Prince Edward Island, but I think one or the other was named Bordon. I enjoyed luch on the ferry and dinner in the diner. Canadian National was the railroad for the entire journey. The trackage ono PEI was initialliy narrow gauge like Newfoundland, but standard-guage I think after WWI. There is no rail service on PEI now. There is a causeway with a highway. Pooo.
Correct. The ferry port's station name was Bordentown, now shown as Port Borden. Mainland was Cape Tormentine. PEI railways built to 3'6" (same as NFLD), some lines dual gauged in 1917, all standard guage by 1930.
Which North American streetcar system received the last non-PCC lightweight standard steek streetcar with typical solid wheels, axle-hung motors, and K-type or similar contorls with self-lapping safety-car brakes, a car not significantly different than manhy constructed 1922-1931. Bought new, from what builder?
New Orleans, Perlis(I may have mispelled)
Thx IGN
You are thinking of Perlie-Thomas cars for New Orleans, but the classic ones now operating were last bought in 1929. In the thirties, unsure of which date, NOPSI bought the 1000's, their most modern car, with four motors, but they required more maintenance than the 800's and 900's, which were the cars retained in the postwar abandonment program to run St. Charles and Canal. I am thinking of cars very much like the scrapped New Orleans 1000's, but built much much later, later than most USA and Canadian PCC cars. The system did require double-end cars. The citiy is wihout streetcars today, but is planning new light rail or streetcars. The system was in Car Stop. Even after abandonment started, the cars still running were well-maintained, looked great, and the track was never allowed to deterioriate.
Indianopolis Ralways got some Osgood-Bradley Master units in the mid-1930s. East Bay Transits 900 series were also very late, though I don't have the date at my fingertips.
The city was Ottawa, which took delivery of the cars shortly after WW2. I don't know who the builder was.
CS,, you are correct and I believe the builder was Canadian Car and foundry, CCF. Brill may have supplied some componants. They were thier first arch roof cars, all their cars before WWII were deckl roof.
Look forard to your question
rcdrye Indianopolis Ralways got some Osgood-Bradley Master units in the mid-1930s. East Bay Transits 900 series were also very late, though I don't have the date at my fingertips.
Here is the plaque at the Western Railway Museum in Rio Vista, Ca
http://www.flickr.com/photos/jacksnell707/2921912084/
Again, CCF built the arch-roof 1000-series Otawa cars (maybe as few as ten, possibly 25) AFTER assembline and ourfitting lots of PCC's mostly fo Toronto and some for Vancouver and Montreal, from kits suppllied by St, Louism and I think 1948 was the date, but certainly after WWII. The other answers are interresting, but not late enough.
Since I live about a mile from its bi-directional hump, I'll offer this question. How did BRC's Clearing Yard get its name?
Like the chicken and the egg, I'm not sure which came first the Clearing Yard or the Village of Clearing.
In 1888 A.B.Stickney, Pres. of the CGW proposed a plan for a railway yard that would include a one mile circle enabling "clearing" (loading and unloading) goods thus avoiding rail congestion closer to downtown Chicago. In 1912 residents of the area voted to incorporate as the Village of Clearing. After annexation by Chicago in 1915 the area became known as the Clearing neighborhood which included the Clearing Industrial District.
Close enough, the yard was to be a great "clearinghouse" for cars to be sorted for passage through Chicago. The yard predates the village and neighborhood.
KCSfan, your question.
This train had a decidedly foreign sounding name and in terms of passengers was at or near the bottom of all the many sleeping car routes that ran on the railroad that operated it. What was the name of the train and the origin of its name? What was its route and on what railroad did it run?
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