Stilll waitng on CSS.
How about it, CSS?
Looking forward to CSS's question. Thanks
CSSHEGEWISCH Would that be the Chicago River & Indiana?
Would that be the Chicago River & Indiana?
The remains of the CJ are largely unused. Metra recently filed an adverse abandonment petition for the track along 43rd st. that crosses the ex-Rock Island.
Almost - looking for USY&T's railroad names... Ownership of the railroad survived into the Penn Central era.
Union Stack Yards and Transit Company. New York Central System
OR
Michigan Central, New York Central System
Depends on how far back do you wish to go?
Chicago's Union Stock Yards were at one time owned by this small railroad, which later became a subsidiary of a large class I system after a bunch of reorganizations. The corporate history is complicated enough that I'll take either one of the names by which the line was generally known.
Waiting for RC's question
The South Shore did not employ any third -rail pickup and used pantographs and not trolley-poleds, was a 1500 volt, not 600-volt, electrification, interchanged with the North Americasn freight network, but not with connecting interurnban lines, except on rare occasions, like the delivery of the Pullman-built High-Speeds to the Indiana RR.
I read too hastely and missed the South Shore, which lacks many of the features I mentioned.
Happy to have RC the cwinner.
I'll give it to rcdrye since he covered the Chicago entrance, which is what I was looking for. However, he missed South Shore's trackage rights into Chicago over the Illinois Central.
RC has covered most, but additions are:
All passenger trains MU-self -powered, with low-voltage MU control, not locomotive-hauled.
Use of both mortor and trailer cars.
Third-rail and trolley-pole-trolley-wire uperstion, even if most of the CA&E was third rail and the NS trolley-wire except operation on CRT-CTA.
Use of at least two people (engineer and conductor) on all interurban trains, possibly exception for local streetcar operations.
600 Volt DC power,
All cars used series to parallel transition in accelerating.
Electric heating
Mileage-based ticketing on interurban runs.
Multi-ride commuter discount ticketing.
Railroad-based, not transit-based, signalling on their own property.
Interchange freight with both the national railroad network and with connecting interurban lines.
They both operated over Elevated Railways, the CNS&M over the Northwestern Elevated, and the AE&C/CA&E over the Metropolitan West Side Elevated. In both cases Rapid Transit service was extended over the interurbans' lines, by NWE successor Chicago Rapid Transit to Niles Center (Skokie), and by MWE initially to Forest Park and later (by CRT) to Bellwood for service to Westchester.
The CNS&M entrance was made entirely under Insull ownership, except for the CM&StP's underlying ownership of the tracks between Wilson Ave and Wilmette. The AE&C made its arrangements with the MWSE prior to common ownership.
Time for a clue, the characteristic deals with their entrance into downtown Chicago.
What operating characteristic, other than ownership and electric operation, did Chicago Aurora & Elgin, North Shore Line and South Shore Line have in common?
Right. Next question is yours.
I believe the branch was subsequently abandoned when a mine that was the reason for the branch's continued extstance played out or was no longer profitable.
I'm going to go with the Monarch Branch. It became isolated with the last abandonments of the Marshall Pass lines and was converted to standard gauge in 1955. The July 1965 issue of TRAINS (the first issue that I ever bought) had a good article about the branch and the conversion.
The two renmnants of the vast D&RGW & RGS & CS narrow gauge network are trasdures indeed, the CVumbres v and Toltec and the Durango & Silverton. The common-carrier abandonment that left in place or allowed restoration was Antonito-Durango-Farmington.
Which D&RGW narrow-gauge operation was the last to cease before that common-carrier abandonment? (Hint, not immediately before, but later than one might think.)
History of the route, please. At least recent history.
No, you got two to my one, and the early version apparently doesn't count. In any case, your questions are better, and you have a birthday coming up.
Overmod, would you like to ask the next question here?
daveklepper got two of them (PA and FA), and Overmod got the third with the World Locomotive, rcrdye was correct in that the FA and FPA had identical carbodies. I'll let daveklepper and Overmod decide who goes next.
One of them is that DL500 'world locomotive' (the Australian making the ultimate 'flat front' by putting a cab in the other end).
I think this is the same nose design that the C636P would have had.
The other would be the DL 204 'super 1500' design that closely followed the Black Marias, the ones that went to GM&O.
.
It's duplicating posts and lagging with typing again...
Is my the one liooked for, and should I ask the next question?
The only FPA versions (FPA2, MLW FPA4) were the same length as FA1s but had space behind the radiators, as did non-boiler-equipped FA2s.
If my memory is correct:
The PAs, for passenger service, six-wheel trucksm center axles not powered. Boiler-equipped
the FAs, for freight service, four-wheel trucks.
the FPAs, dual service, similar to FAs, but boikler-equipped and possibly slightly longer carbody.
Is this what you meant?
This should intrigue Alco fans. Name the three general versions (not individual model designations) of the Alco flatnose built by Alco and its licensees.
Yep. N&W dieselized its own passenger trains with ACL and RF&P E units before its 22 GP9's with steam generators arrived. Wabash also had some E7s that had been traded in on GP35s, which were delivered after the N&W lease in N&W paint. Nickel Plate had retired its PAs in favor of boiler-equipped GP9s, RS11s and an RS36.
That would be Norfolk & Western. The five E8's came with Wabash in the merger on October 16, 1964. Wabash still had three PA1's at the time of the merger but they were scrapped before they could be re-numbered.
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