C&NW did have two routes between Chicago and Milwaukee, both largely intact today, but the freight line to the west of the passenger route was built by C&NW and did not result from a merger.
The Eastern route I'm looking for was known as the Eastern even before the merger. It was leased first, then merged into the company that owned the Western Route, all of which took place before 1900. All of the remaining Eastern route is east of the Western Route.
C &NW between Chicago and Milwaukee?
The Western Route got its name because it left its southern city to the left - or west - of the Eastern route, which was already named so before the merger. The two crossed about halfway betweern the two endpoint cities. Passenger service is offered today on all but a short portion of the Western route, and the southern third of the Eastern route.
CSSHEGEWISCHI am going to say that the road in question is Seaboard Coast Line.
rcdrye Since I got no response to the last question... By merger this railroad ended up with an "Eastern Route" and "Western Route" between its two major cities. For part of the distance the "Eastern Route" ran to the west of the "Western Route". Only one of the two routes remains today as a through route.
Since I got no response to the last question...
By merger this railroad ended up with an "Eastern Route" and "Western Route" between its two major cities. For part of the distance the "Eastern Route" ran to the west of the "Western Route". Only one of the two routes remains today as a through route.
But please give us the answer vto your unanswered question. Thanks!
Bumping this thread up.
While I'll take West Bridge Junction as an answer, the "station" sign on the former SP Sunset Route says "Westwego" (West Bridge Jct is in Westwego LA!)
Indeed it does. The interchange point between NOPB and SP is West Bridge Junction.
The name of the New Orleans Public Belt's Junction with the SP Sunset Route says it all.
I gave lots of hints, and the vedry obvious answer is loop operation, most unusual for a Class One. This allowed multiple services on the Over-the-Bay Line:
Penn. Sta. - Penn Sta. Clockwise and couterclockwise.
Atlanic (Brooklyn) Term. - Atlantic Term. clockwise and counterclockwise
Penn. Sta. - Atlantic Term. cl9ockwise and counter., and the reverse of each/
Additionally were Atalantic Term. and Penn. Sta. to and from Rockawat Park
Summers saw some service from Penn Sta. to and from Rockaway Park via Valley Stream and Far Rockaway, the long way around, not over the Bay.
Somromr rlse please ask the next question.
Possibly operation of the New York Central - Bostan and Albany Highland Branch (until conversion the the "D" Green-Line Light-Rail) and even the Elevated in downtown Chicago can be considered smaller-scale examples?
Is not it unusual, after going from A to B, to rerturtn to A by boarding a train at B going in the same direction as the train that you left when arriving at B?
So what does that say about what was unusual?
Interesting, but not relevant. It was the Crystie Street connection that merged the BMT and IND into now the B Division. And the IND yook over the outer part of the abandoned-in-stages Fulton Street Elevated several years befole running to Far Rockaway and Rockaway Paek.
The joint LIRR=BMT swevices aew not relevent and ended much earlier.
Suggest you look at Rockaway LIRR timetables beforw the IND Subqat takeover, and you'll have the answer.
LIRR operated at least two joint services with BRT for a period up to maybe 1918 in cooperation with BRT from the Rockaways to a couple of points in Brooklyn not served by LIRR. When the City purchased the Rockaway line from the LIRR in the mid 1950s it required extending an IND line to a BMT El segment and the construction of a couple of ramps, after which Rockaway line trains could get to any of several BMT/IND destinations. My knowledge of NYCTA operations is limited so I can't name them all. One of the side effects of the Rockaway acquisition was the effective merger of former BMT and IND services into the B-division.
The over-Jamaica Bay line. today operated as part of the subway system. does see more than one service, but cannot be operated in the fashion it was with some time ago the LIRR.
Some time a go, probsbly on a TRAINS LIRR thread, as manager of the Columbia Grammar Preperatory School Football team, I reported that returning from a match with the Woodmere (LI) team at Woodmere Academy, the team was surprised to have mr bord a train that sdeemed to be going in the same direction as tterminasl. to my surpriserhec one we exited before the game.
This clue should certainly provide the answer.
But the follwing year, with my not confirming the schedule, the train took us to Brooklyn's Atlantic Terminal, and my cklassmates were certain not to let me forget this error.
.
-Previous hints corrected. Additional hint:
Colunting the around trip on the same routing in reverse as one. there were six different services prtovided!
Hints: The West End Local and Culver Express ghad a small-scale versdion ofv the same typoe of thing in the New York subway system until 1967 and dating from pre-1940 Unification.
The New York City Terminals of the period were the Atlantic Terminsl at Flatbush Avenue, Brooklyn, and Pernnsylvania Station in Manhattan. But what happened on Long Islasnd, includings Queens, including the Rockaways?
I ded make one important error. The IC (with South Shore tenant) is, of course, electrified, and its station has high platforms for level boarding. But I do have a question ready, so I'll proceed:
What wasw most unusual about the Long Island Railroad's operation of the Rockaway line across Jamaica Bay, a type of opeation not seen on any other Class One or real railroad, and only seen in part on some streetcar, interurban. and rush hours on one NYC subway route with two rush-hour lines that do not run today. This LIRR operation took place for many years and lasted until a hurricane took out the Jamaica Line. The rebuilt line is part of the subway system, without the possibility of this type of operation.
Dave's first answer was the one that I was looking for. As an aside, I ride through "Little" Englewood twice a day. The platforms and canopies still exist in a deteriorated state. A check of NICTD's website shows that South Shore has a handful of trains that still stop at 63rd Street.
Dave has, of course, answered the question. For the record:
Woodlawn IC, Big Four, MC
Englewood NYC, PRR, NYC&St L, CRI&P
"Little" Englewood C&WI (Erie, Monon, C&EI, Wabash)
Chicago Lawn GTW
Adding B&OCT's 63rd street station (B&O, PM) would have given it away. None of the stations are in use today for intercity trains, though Metra still has a station at 63rd St.
63rd street was (and still is) a major street on Chicago's South Side. It was the only east-west South Side street to get PCCs under CTA - prewar cars transferred from Madison St.
You may want another answer but:
They are all located on the south side of Chicago, on or close to 63rd Street.
They all serve or served residents who live nearby and commute or commuted to jobs in downtown Chicago.
They were all and some are served by trains with diesel locomotives, not electric commuter-car MU trains.
Low-platform stations, not "level-boarding."
There is currently a third route involving passenger service on the former Soo Line. Metra's North Central Service uses the Milwaukee Road West Line from Chicago Union Station to Franklin Park, where it picks up the former Soo, now CN.
The locations of these Chicago stations: Woodlawn, Englewood, "Little" Englewood and Chicago Lawn; have something in common. What is it?
That's it. All of the switches at Broadview and Franklin Park were hand-throws, so it was a pretty time-consuming move. At the time (1963-1965) the remaining passenger train was primarily a mail train, though it did carry a sleeping car.
rcdrye Post World War II, only one railroad's passenger trains operated on the Indiana Harbor Belt. Name the belt railroad they formerly traversed.
Post World War II, only one railroad's passenger trains operated on the Indiana Harbor Belt. Name the belt railroad they formerly traversed.
The railroad is the Soo Line when they moved their remaining trains from Grand Central to Central Station. The new route involved IC from Central Station to Broadview, where the IHB was used to connect with Soo just past Norpaul.
The former belt line is the B&OCT.
Nope. B&O (and PM) used C&NW's Rockwell Sub from Ogden Jct to Western Avenue. B&OCT rails were used from Pine Jct. to Ogden Jct. The use of the IHB was for a similar length of time as C&NW's use of North Western's CPT.
The Baltimore and Ohio, when it moved from Grand Central to the Chicago & Northwestern Terminal. To reack Grand Central, it had used the tracks of its own best railroad, B&O asnd Chicago Terminal, which was a seperate corporation, a subsdiary, and classified and operated as a best railroad with other users.
The Chrystie Street project took the Manhattan Bridge to Broadway tracks to Houston Street and then Sixth vAvenue. and took the tracks tward the Chambers Street Station to the Broadway line,, leaving no connection from the Coney Island based southern Brooklyn part of the old BMT to the eastern part except via the "Nassau Cut" ?via tunnel" route. which lacked the necessaru height clearances. Andcif you look carefully at the most recent photo posted, you'll see that the roofs remeined lowered. And note the modern couplers.
Go ahead RC.
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