We are still trying to answer the Santa Fe Streamliner Question?
If no one else jumps in I will print the list this evening.
Al - in - Stockton
Heres the list of Santa Fe Streamliners.I’m just going to list the ones you guys missed.
Kansas City Chiefs - Kansas City/Chicago
Tulsan - Tulsa /Kansas City with through cars to and from the Kansas Cityan/Chicagoan to and from Chicago.
Cavern - Clovis/Carlsbad operated with M-160 or M-190 and Budd Coach Observation. On display at the museum in Dallas.
El Pasoan- Albuquerque- El Paso.
Al - in - Stockton
I guess it is either Al - in - Chicago or Texas Zephyr’s turn to ask a train question.
Al - in - Stockton
West Coast Al, IIRC the Santa Fe streamliners all had to have “Chief” in the title. Since this is a new thread, can you comment on that? It seems like you ought to be the winner, but we should nail down the exact answers. Again IIRC there were eight of them; does that sound about right? - a.s.
I thought there was a post that followed mine, at about 6:13 p.m. today, but I can’t find it in CLASSIC TRAIN QUESTIONS.
Here’s what I know, with passengerfan’s help:
The Chief
Super Chief
San Francisco Chief
Texas Chief
Kansas City Chief
(The Grand Canyon was not a “Chief,” but it had a sleeper from the Super Chief that was hauled in the night almost to the brink of the Grand Canyon. The LAUS to San Diego runs were called “San Diegans,” not “Chief” that I know of.)
I’m coming up with only five of the alleged eight Chiefs.
Passengerfan, are you ready to give the answer? I’m not going to win it, but I bet I’m not the only one who would like to have the answer(s). - al
The original question was name the Streamlined trains of the Santa Fe. In the above post you named those that were Chiefs. In addition the following Santa Fe train received streamlined status.
Grand Canyon
Tulsan
Cavern
El Pasoan
San Diegans
Chicagoan/Kansas Cityan
Golden Gates
and surprisingly there were several numbered trains that for all intents and purposes were streamlined as well most of these were found in Texas and connected with either the Texas Chiefs or connected with the San Francisco Chief at Clovis. In addition the connecting trains from La Junta to Denver were streamlined but they were all numbered trains.
Al - in - Stockton
But the La Junta - Denver trains were usually combined with D&RGW trains north of Pueblo, so they were not pure AT&SF.
Absolutely correct and at one time they operated combined with the C&S/FW&D 9-10 between Pueblo and Denver.
Al - in - Stockton
Are we ready for a new question? - a.s.
Si
Al - in - Stockton
OK. It’s July of 1955 and you want to go by train from Lynchburg, VA, to Alexandria, then a week later from Lynchburg to Richmond, then a week after that from Lynchburg to Petersburg. Name the RR companies that will get you there without a change, the (approximate) name of the relevant passenger depots in Lynchburg, and any passenger train (name or no.) that can get you to those places.
Let’s try it without research or looking in the O.G.R., at least for now.
allen
Lynchburg to Alexandria is easy. The Southern had a wide selecton of trains, including the all-Pullman Crescent, the Southerner, the Piedmont Limited, the Pelican, the Tennesian, and you had your choice of just about any Pullman accomodation you wanted. If the Southern and Norfoolk and Western had separate stations, then I would have had to use the Southern Station for all but the Pelican and the Tennesian which probably used the N&W station or both.
Lynchburg to Richmond is difficult, but I believe the Southern did have an Atlanta - Richmond through sleeper, which may have also run through Raloigh or Durham, and I think was taken off a mainline train at Goldsboro. NC. It would have been logical for it to be handled on the Crescent. In fact, I think I once rode it southbound from Richmond to Atlanta, in a drawing room on a standard 12 and 1 heavyweight sleeper. The branch-line train may have been a mixed. The Southern, as I remember, had its own small station in Richmond, with just a simple single platform, and my Richmond client drove his car right to the door of the Pullman.
The Norfolk and Western probably had a through sleeper via Petersberg and the ACL (not the Seabord). There was the trhough New York to Norfolk sleeper at the time via the PRR, RF&P, ACL (not the Seabord) and N&W via Petersurg, rode it, so a Cincinnati-Richmond or Cincinnati-Washington sleeper via Petersburg would have been perfectly logical. also.
The Norfolk and Western ran both the Pocahuntis and the Powatten Arrow and several local trains between Lynchburg and Petersburg.
Daveklepper, you are right on the money about the Southern Railway. That was their old main line, (New Orleans) Atlanta - DC.
On the second trip, Lynchburg to Richmond, I was thinking of an entirely different (and freight-competitive) railroad company.
For the third journey no ACL involvement was necessary to get from Lynchburg to Petersburg. Right line, but you should give us an idea of where their depot was. (Hint: N&W thru trains did not use the Southern’s station in Lynchburg (Kemper St.).
I didn’t mean to include ACL in the third journey, Petersberg was and is on the N&W, now NS, east-west main line. So is Lynchberg. It was the N&W station, and I thought I said so. The tricky part of the question is use of the Southern between Lynchburg and Washington. Which station you used depended on which Southern train you took. If you took one that came off the N&W, like the Pelican or the Tennesean, you used the N&W station. If you used the Cresdent or the Piedmont or the Southener, you used the Southern Station.
If the C&O served Lynchberg with the James River main frieght line with passenger service, then that would be the train you arer looking for in the second question. But the three thorugh trains with Pullmans etc., the George Washingnton, the Sportsman, and the Fast Flyinig Virginian did not in my memory serve Lynchberg. At least not directly. If the C&O did serve Lynchberg, I presume it used its own station, but this is only a guess.
Basically, you’ve got it nailed except for a couple of minor errors. Absolutely the way to get from Lynchburg to Alexandria (and on to D.C.) was to take the Southern out of Kemper Street station, just south of downtown (it still exists as an Amtrak station and was rehabbed several years ago). It didn’t matter if you were taking the Tennessean or the Pelican or the (Southern) Crescent northbound; the first two trains had already finished their run over N&W lines, had switched onto the Southern main, and stopped at Kemper. My mom and I remembered that there was always a slight “hold” for northbound N&W/Sou. trains at Forest, about four miles south of downtown Lynchburg. Probably the trains were awaiting clearance onto the Southern tracks.
I never said the C&O train thru Lynchburg had to have a sleeping car. The
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What was the longest interuruban line between two major cities in the USA, with or without through service, but under one management?.
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What was the longest interurban run, not necessarily the above, in the USA.?
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Which interuruban lines ran sleeping cars and between which points?
One hint: Al the interubans involved in the answers also provided freight srvice.
One of the answers to part 3 would it be Illinois Terminal between Peoria and St. Louis.
Al - in - Stockton
- “2. What was the longest interurban run, not necessarily the above, in the USA.?”
Longer than Chicago to South Bend, or Chicago to Milwaukee? - a.s.
The Illinois Terminal answer is correct, but is only one of three. You are allowed to do research to find the other two.
Yes, longer than the North Shore and longer than the CSS&SB.
Wasn’t the Empire State Railways line across NY longer…from Rochester to Utica at least.
And then Ohio and Indiana had some very long runs, too.
Gave a map to the Warehous Pt. Trolley Museum back in the 60’s that showed all lines in the 20’s and you could figure out how to travel by interuban virtually from Portland ME to Chicago with a few gaps but many changes and little sleeping.