Name at least twu North American systems that comverted 2-man centwe-door cars to one-man fronf-entrance cars, and at least two that kept center-door cars as such, conductot required, through and after WWII.
Go ahead
Should I now ask the next question?
Washihngton, Arlington, and Mt. Vernon Electridc Railway
Must have been a thrd unterurban that ran to Mount Vernon, George Washington's Virginia home. I'll come back with the name.
W&OD did terminate in Rosslyn. There was another company involved before DC cars took over the W&OD connection that also served a very famous location.
I was not aware that the Washington and Old Dominion ever operated through into downtown Washington. I thought it always terminated in Rosslyn, and one transferred to a Capital Traction/Transit car to actually enter Washington. If they ever did enter Washington, then they had conduit-equipped cars.
The Washington Baltimore & Annapolis Railway used DC's conduit tracks to reach its mid-city terminals. Name the other DC area interurban that also had conduit-equipped cars.
This New England railroad lost its "navy" in 1915, after the Panama Canal Act went into effect. Name both company names used on the boats.
You are uo RC. Than ka.
Overmod's question about the NEC refers to the crossing of the Washingon Baltimore & Annapolis and Pennsylvania Railroad at Annapolis Jct. Maryland. PRR built a "trolley gate" that swung an arm under the PRR's wire to allow 1200 VDC WB&A trains to cross the PRR 11.5KV electrification. The "trolley gate" lasted in service only a few months before the WB&A was abandoned. WB&A also had cars equipped for conduit service in Washington, and had a low-voltage AC two wire overhead setup in Annapolis until the entire WB&A was converted to DC in 1912.
Norristown ex-Philly. & Western 100% grade-separated, third rail, 600V DC/
All other SEPTA streetcar-light-rail. ex-Red Arrow, ex=PTC, 600V DC overhead wire.
No grade-crossings with ex-PRR or ex-Reading electrified lines.
The grade-crossing I am asking abouit lasted only a short timel
The DC line had another unique feature that doesn't exist anywhere in the World today, but that feature was limited in use to one specific terminal area and not at the grade-crossing. The feature continued in use in the area it was used until sometime after WWI, but not by the linem the system, at the grade-crossing.
Aren't they Norristown (I think it was Norristown, and on the Reading; between a surburban 11kV line and the local streetcar) and 'somewhere' on the NEC in the Washington area where the trolley to Annapolis, MD crossed it?
The only at-grade ctossing with diaminds between relatively low-volyage DC and high-voltage AC in North America was for which two rail lines and where and when?
Ottawa B-2 is a sweeper.
S-71 is still around but has some structural issues. Once it came to Maine it never went back, though the T did rewind its motors as "rent" for Claremont Ry 4.
Claremont Ry. car 4 was loaned to the T twice, the first time after T line car 3283 and motor flat 2606 were involved in a fatal collision. Both of those were eventually returned to service, and both ended up at STM later, but neither is currently accessioned.
Meanwhile the T outfitted #4 with trucks from a retired type 5. Between trips to the T #4's fixed roof platform was replaced with a cable-operated platform taken from Atlantic Shore Line 108, an 1898 RPO now restored as Portsmouth Dover & York 108. ASL used it as a line car from the mid 1920s until their operation at Sanford quit in 1947. The right-of-way of Seashore's "Demonstration Railway" is former PD&Y/ASL.
#4's second trip to the T was to assist in adding gliders to frogs and otherwise reworking overhead on the Green Line to allow for pantograph operation.
#4 was extensively rebuilt in 2017. During the work the parts of the frame that stemmed from Claremont Railway Light and Power's 1897 single truck open car #4 were clearly visible. It remains a high-value work vehicle and something of a fan-favorite among Seashore visitors. The Overhead Dept. still uses it regularly for tight spots and when work has to be done with the power on.
Correction, not the Ottawa car.
Probably bEastern Massachusetts S-71. Which did most certainly go througth Boston on Boston Elevated tracks when trahnsitioning between work on the Stoneham Line, the Chelsie system, and the Quincy system----
Or possibly Clarmontv Railway 4. but unlikely.
Note that the main shop for Eastern Mass was on the Chelsie system Eastern M ass vretained the shop and continued to use it after 1935 when the tracks leading to it were owned by Boston Elevated.
Ottawa B-2. Ottawa Cae Co. 1826
While I am resolving my computer problems to permit useful use of Seashore's website, another reader can use the website, give the correct answer, and ask the next questuion.
The line car did not come from Boston.
The Line car was built and for operated by theostonb Elevated Railway and then operated by the Metropolitan Transit Authority, where it was retired and moved to the Seashore Trolley Museum, Kennebunkport, MA. It was borrowed by the Massachusttes Bay Transit Ayuthority, the "T" system.
there is also the case of the Seashore Museum car being borrowed by the MTA for the filming of The Cardinal.
And is not the Typwe 5 on display at Boylston Street Station on loan from Seashore?
My oops...
In 1969 after a fatal accident involving a line car and a work flat, a transit system borrowed a line car from a museum, possibly the first time a museum artifact was returned to service (though not on its original railroad). The car was later returned to the museum which still uses it for its intended purpose. After the initial loan, the car was reworked at the museum, then loaned again to the transit system for major wire work. Name the museum, the car and the transit system.
As a footnote both the line car and the work flat in the original accident ended up at the museum, though neither is currently accessioned.
I'm bumping this in case he didn't see it.
Rc is up for the next qestion
I was going to mention Sans Souci but didn't know any of the actual transit detail, so didn't.
When I was very young, we drove from Kingston what seemed like an interminable way on the old 'pre-improved' death-trap 309 to visit that park... only to find it randomly closed without notice. I remember being so angry that I boycotted them until they closed a while later.
I find that I feel ticked at them, rightly or wrongly, all these years later!
I was looking for the B&W version of the Rocky Glen photo.
The Rutland it is. The former Vergennes VT station, moved a couple hundred yards north and beautifully restored, will start serving passengers on Amtrak's Ethan Allen starting July 29 as Ferrisburgh-Vergennes station.
Vergennes under the Rutland had a team track and passing siding but really didn't have anywhere to unload a car conveniently.
Must be the Rutland. Agriculture being milk. Through Montreal - Mew York wuth the NR central and Montreal-Boston with yhr B&M.
THe three amusement parks I had in mind were Nay Aug Park at the enf of the Scranton Transit Line of tha5t name.Rocky Glrn adjacent to the Lautal Line, and San Souci Park on the Willsbarre Nanicoke line and the shuttle to Hanover.
Ed Miller's photo of Rocky Glen:
From what can find Rocky Glen in Moosic was reachable via the Laurel Line (Lackawanna & Wyoming Valley) which was third rail... I have seen photos of others in the Scranton/Wilkes-Barre area but can't find them off-hand.
A northeastern railroad offered to transport you and your car for $46 (in addition to two first class fares) to anywhere on its lines in its 1928 public timetable. The railroad wasn't particularly known for passenger trains, though it did operate through trains with other railroads.
One of the railroad's station buildings will begin serving passengers later this month for the first time in almost 70 years. Most stations on the railroad had rudimentary platforms at best, mainly intended for handling one particular agricultural commodity, not for unloading automobiles - which in 1928 would have been transported in boxcars.
RC: YO have already won the right to ask the next qstion. Yo may not have known that Nay Aug Park once, indeed, had an amusement park, bt I am certain you are very familiar with the other two. Howevern I may possibly be mistaken that all three existed at the same time.
Apologies for not getting back to this sooner. Nay Aug Park, in Scranton, actually had an amusement park that closed before WWI/ With this information, can you provide another answer?
For a while around 1905 you could go from Forest Park (AE&C) to White City (63rd and South Park - now MLK Blvd) changing to the L at Laramie Ave (Met) and the Loop (South Side Rapid Transit.) The back to the Loop and a Chicago Railways streetcar to Western and Roscoe at the then-new Riverview park. After 1905 the Met served Forest Park directly over AE&C tracks.
There were similar options in several cities, sometimes involving several companies and modes to make the trip. Manchester NH had Derryfield and Pine Island parks (change at Transfer Station downtown) and Goffstown cars were met at Uncanoonuc Mountain by open trolleys for the short ride to the incline - also electrically operated.
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