The Virginia Creeper Scenic Railroad

The Norfolk and Western was absorbed into the Pennsylvania RR as part of the Esch- Cummins act in its second stage in 1939. The PRR however, continued to give the N&W nominal independence in the sense that they kept building their own engines and rolling stock. This continued until the N&W was completely absorbed in 1977.

Around the time of 1956, three M class 4-8-0s were still running the branch line from Abingdon, VA to West Jefferson, NC. The PRR decided this line was not profitable enough and made plans to abandon it. But O. Winston Link led a group that agreed to run the branch as a tourist railroad. So it was arranged, in 1956, the PRR had a train full of passengers on the former N&W to Abingdon, VA. Where 4-8-0 #382 hauled the first train of the Virginia Creeper Scenic railroad.

Passenger trains are hauled using PRR and N&W passenger equipment that has since been replaced by their original railroads. Freight equipment is also present for photo charters, mainly from the PRR, N&W, SOU, and AT&SF.

The railroad operates between mid-April and early November with two trains (one in each direction) departing each morning from Abingdon or West Jefferson. Both trains are timed to meet at Damascus, VA for a lunch stop. Which often serves Southern cuisine like Fried Chicken. Though Italian and Chinese dishes are also available at times. Afterwards, passengers continue with their train to it's destination or switch trains to return to their original terminal. Through riders are returned to their starting place by bus after the train arrives at it's destination.

In addition, there also various special trains during the seasons like dinner trains. Or a special Fourth of July excursion where all three steamers are decorated with US-themed trim and each pull at least two round-trip excursions, with lunch served on board.

The railroad mainly operates three steam engines, 382, 396, and 429. All three of which are M class 4-8-0s which originally operated on the branch line when the N&W owned it. In addition, the railroad operates a pair of former Santa Fe GP50s, renumbered by them as 14 and 77, albeit with the original bluebonnet livery. These diesels typically serve as back up when one of the steamers is unable to run. Though they also run normal excursions at times. The railroad has also been visited by former Southern Railway 2-8-0 630 from time to time. The coaches are mainly those from the N&W and PRR. Though there are also a few special coaches configured to allow wheelchairs and a diner that is occasionally used as a snack bar.
 

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The Boma Railway to Kolwezi in the Objectivist Katanga would be pretty awesome. Thats mostly because it would lead from the sea to Galtville. Might even get Hooked on some Crystal Lites.
 
OOC: This is from the TheMann universe (Land of Milk and Honey, Go North, Transport America) so it is different, but understandable :)

North American Rail Tours


Beginning operations in 1985 after the success of the Auto Train Corporation and with Amtrak's successful beginnings of operations of its luxurious American President in 1982, North American Rail Tours was born with the idea of taking advantage of North America's extensive railroad network to allow tourists to ride in style and luxury, making the trip more about the traveling itself rather than the destination. Beginning with the Rocky Mountaineer in 1985 and Western Zephyr in 1987, the company's train operations steadily grew with the luxury market in North America, even as Amtrak and Via Rail Canada dramatically improved their long-distance services in the 1980s and 1990s.

Today, the routes of North American Rail Tours - the Rocky Mountaineer, Western Zephyr, Pocahontas, Spirit of California, Southwest Limited, Canadian Shield and Northern Lights - run in picturesque places across the continent:
- Rocky Mountaineer: Vancouver to Calgary, touring the British Columbia Rocky Mountains
- Western Zephyr: Denver to Seattle via Salt Lake City and Helena, touring the Rockies and Cascades
- Pocahontas: Boston to Atlanta via New York and Philadelphia, along the spine of the Appalachians
- Spirit of California: San Diego to Seattle, running along the Pacific Coast for the entire length of the California coastline
- Southwest Limited: San Francisco to Miami via Salt Lake City, Denver, Albuquerque, San Antonio, Houston, New Orleans and Orlando
- Canadian Shield: Halifax to Winnipeg via Quebec City, Montreal, Ottawa, Sudbury and Thunder Bay
- Northern Lights: Vancouver to Anchorage via Calgary, Edmonton and Fairbanks

The modern NART trains are primarily made up of modern rolling stock, with the double-deck cars made by Colorado Railcar, Pullman-Standard, Budd Company and Chrysler Rail Systems, with the cars all being outfitted by Hamura Design, pulled by Chrysler-Alco and General Motors locomotives, though the company owns and operates more than 80 pieces of vintage equipment, including several examples of vintage diesels and five steam locomotives - Southern Pacific 4-8-4 #4441, Norfolk and Western 4-8-4 #604, Atchison, Topeka and Santa Fe 2-10-4 #5015, Pennsylvania Railroad 2-8-4 #6726 and New York Central 4-6-4 #5442 - and uses them on special services and for charters and excursions, with the vintage equipment being outfitted and maintained to the same standards as the modern trains.

Built to the absolute highest standard of luxury, the trains themselves can be as long as 30 cars in length. Five-star gourmet meals and the finest of accommodations along with the beautiful terrain of most of the routes involved makes the trains an experience matched by few trains in the world, and even as Amtrak and Via Rail Canada's have improved, the company continues to have a strong clientele of people who wish to take a slower ride in the greatest of comfort.
 
There was once a fairly extensive trolley system in Niagara Falls; actually, there were several separate systems, none of which survived to the present day. As one system covered both the American and Canadian sides, it was even possible to take a trolley to a different country. In recent history, there was a plan to build a rail connection between the two casinos on the Canadian side, both of which have a cluster of hotels, restaurants and attractions around them. The only thing on rails on either side today (aside from long-distance passenger rail service at the VIA Rail station on the Canadian side) is the Incline Railway on the Canadian side, which takes tourists up the cliff-like escarpment from a point near the Falls.

Had the tracks themselves survived, or if there was an ambitious plan to replace them, it's possible that there could be several streetcar/tram and railroad services in the area. It would no longer be practical to have streetcars cross the international border, unless they could run as "closed" trains that went through one side's scenic area without stopping. The trolley on the American side would begin at the Seneca Casino and would lead through the state park, past the Cave of the Winds attraction, cross a bridge to Goat Island (the island between the American and Canadian falls) to Terrapin Point at the very edge of the Canadian falls. On the Canadian side, the service would be a loop or a U-shape beginning at Table Rock House at the Falls, traveling through the scenic Queen Victoria Park below the escarpment. It would climb the escarpment at Clifton Hill, the site of one of the casinos and many of the tourist attractions. It would then lead to the Fallsview Casino and the attractions there.

There might be further streetcar services in the Niagara Gorge, on one side or the other. For heavy rail, a route close to the Niagara River affords miles of scenic views on either side. On the American side, only a full-length railway reaching from Buffalo to Lewiston is really practical, as there is no linear sequence of tourist attractions on the American side. On the Canadian side, the full route would be between Fort Erie and Niagara-on-the-Lake; the latter is a tourist destination in itself, and a rail service from the Falls to the lake would be popular. A shorter route on the Canadian side would stretch from just above the Falls to Queenston Heights, the site of a War of 1812 battle and a monument to Isaac Brock, who was killed there.

Since all of these routes are lined with beautiful scenery, it would not be necessary to use vintage locomotives or rolling stock to attract passengers, though of course that is a possibility.
 
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The former Cockermouth, Keswick and Penrith railway between Keswick and Penrith. Including spectacular Lake District scenery.
 
The short section of the B&M between Newburyport and Portsmouth still runs these peculiar, smelly things called "Diesels" or "Oil-Electrics." Interesting machines, and perhaps they might have had a chance in another timeline.
 
The Sturgeon Bay, Fish Creek and Ephraim*. Built in 3' narrow guage in the 1890s it went bust during the Great Depression. Revived in the 1960s to serve the tourist trade of Door County. Later following the Blizzard of '81 the line came to be used year round as the linchpin of the Gibralter School District Student Transport system. In addition to vintage steam powered tourist operations the system opperates a number of PCC transit cars in regular inter village service. The curve sweeping downhill into Fish Creek with fall color in full glory continues to be one of the top rail fan destinations East of the Rockies

*In reality there never was any rail service beyond Sturgeon Bay. I once thought about a fiction narrow gayge line through The Door Pennisula in HO
 

Driftless

Donor
Lake Superior Circle Route. The standard jumping on point is Duluth, MN. Head East along the Wisconsin shore, crossing into Michigan near the Porcupine Moutains, crossing into Canada at Sault Ste Marine. From there arc to the North and West along the Canadian shore, eventually stopping at Thunder Bay. Re-cross the border at Grand Portage, MN and then follow the North Shore of the Minnesota Arrowhead region back to Duluth.

The route would allow for stops and side excursions at the innumerable National, State, and Provincial Parks. It would be a favorite of hikers, anglers, birders, kayakers, photographers, and general nature lovers
 
Lake Superior Circle Route. The standard jumping on point is Duluth, MN. Head East along the Wisconsin shore, crossing into Michigan near the Porcupine Moutains, crossing into Canada at Sault Ste Marine. From there arc to the North and West along the Canadian shore, eventually stopping at Thunder Bay. Re-cross the border at Grand Portage, MN and then follow the North Shore of the Minnesota Arrowhead region back to Duluth.

The route would allow for stops and side excursions at the innumerable National, State, and Provincial Parks. It would be a favorite of hikers, anglers, birders, kayakers, photographers, and general nature lovers

Except during the winter months. Say September to June
 
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The St Paul and Memphis
Combining parts of the C&NW, Milwaukee Road and Rock Island this observation train takes a leisurally five days to make the journey each way. With overnight stops in Prarrie du Chaine, Decature, St Louis and the Quad Cities it has been nicknamed the Blues and Barbeque
 

Driftless

Donor
Except during the winter months. Say September to June

Get some enterprising souls along the route to ramp up snowmobile, cross-country skiing, snowshoeing, or ice fishing junkets:biggrin: I've got a couple of local buddies (SW Wisconsin) who yearly make winter treks up to Lake of the Woods and Rainy Lake, so you get some die-hards that will go North for fishing. Apparently, both lakes have outfitters who rent out comparatively plush ice-shack accommodations and there's a surprisingly large number of temporary hamlets on those big lakes. Give our train travellers some alternatives nearer to the big lake. Or, as an alternative, another side excursion to see the ice caves on the Apostles.. Or, a wintertime epicurean trek, with fine wine & food.
 
scenic Pacific coast railway, from San Diego to Seattle, maybe crossing the boarder to Vancouver and Tijuana love me that pan-american integration my guy
 
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