In 1939 British LMS Pacific "Coronation" # 6220 (in reality renamed and renumbered "Duchess of Hamilton" # 6229) was shipped to the US to attend the 1939 New York World's Fair. Recently the German website www.eisenbahnstiftung.de posted this Pioneer Press photo, which evidently shows "Coronation" side by side with B&O P-7a Pacific # 5304 (nicknamed "The Bullet"):
http://www.eisenbahnstiftung.de/images/bildergalerie/21904.jpg
Any ideas where and when the shot was taken?
Probably on the Central of New Jersey.
Der “Coronation Scot” (links) war ein 1937 anlässlich der Krönung von König George VI und Queen Elizabeth in Dienst gestellter Expresszug, der London mit Glasgow verband. Im Rahmen der Ausstellung “New York World’s Fair” fuhr er einmalig auf amerikanischen Gleisen von Baltimore nach Washington. Hier in Parallelfahrt mit der Pacific No. 5304 der “Baltimore & Ohio Railroad”, die ihre Stromlinien-Verkleidung für den Prestigezug “The Royal Blue” (Washington – New York) erhielt. Die britische Lok ist die ursprüngliche LMS Duchess-Pacific No. 6229 “Duchess of Hamilton”, die für die Weltausstellung in No. 6220 “Coronation” umgezeichnet wurde. Nach der Rückkehr nach England bekam sie 1943 ihre ursprüngliche Identität zarück. (18.03.1939) Foto: Pioneer Press
http://archives.chicagotribune.com/1939/04/02/page/6/article/come-for-ride-on-britains-finest-coronation-scot
wanswheel Der “Coronation Scot” (links) war ein 1937 anlässlich der Krönung von König George VI und Queen Elizabeth in Dienst gestellter Expresszug, der London mit Glasgow verband. Im Rahmen der Ausstellung “New York World’s Fair” fuhr er einmalig auf amerikanischen Gleisen von Baltimore nach Washington. Hier in Parallelfahrt mit der Pacific No. 5304 der “Baltimore & Ohio Railroad”, die ihre Stromlinien-Verkleidung für den Prestigezug “The Royal Blue” (Washington – New York) erhielt. Die britische Lok ist die ursprüngliche LMS Duchess-Pacific No. 6229 “Duchess of Hamilton”, die für die Weltausstellung in No. 6220 “Coronation” umgezeichnet wurde. Nach der Rückkehr nach England bekam sie 1943 ihre ursprüngliche Identität zarück. (18.03.1939) Foto: Pioneer Press http://archives.chicagotribune.com/1939/04/02/page/6/article/come-for-ride-on-britains-finest-coronation-scot
Translation...
The "Coronation Scot" (left) was an express train connecting London with Glasgow that was placed in service in 1937 at the same time as the coronation of King George VI and Queen Elizabeth. In connection with the "New York World's Fair" it made one trip on American tracks from Baltimore to Washington. Here it is traveling in parallel with Pacific No. 5304 of the "Baltimore & Ohio Railroad", which received her streamlined dress to serve the premier train "Royal Blue" (Washington-New York). The British locomotive was originally LMS Duchess-class Pacific 6229 "Duchess of Hamilton", renumbered and renamed No. 6220 "Coronation" for the World's Fair. After her return to England her original identity was restored in 1943. March 18 1939 photo Pioneer Press
but i do not recall any four-track stretch like that in the picture between baltimore and washington, except south of ivy city where there would be prr catenary overhead. i go along with the idea that the picture was on the cofnj west of elizabeth, where i do recall a four-track main line looking like that in the picture,
I thought the picture was taken in Baltimore.
http://www.youtube.com/watch?v=4w_tgRh0ctw
http://www.youtube.com/watch?v=DclZj_wSR1w
I agree with the CNJ west of Elizabeth. Almost looks like the Aldene area by Cranford
the press run of the coronation scott was between baltimore and washington
but it had to use the cnj to get to the worlds fair and the royal blue ran regularly over the cnj so the photo was easy to arrange. probably both are running eastbound on the cnj
Schenectady Gazette, February 10, 1939
“Coronation Scot” to Visit Schenectady Soon
The ''Coronation Scot," crack flyer of the London Midland and Scottish Railway, will visit Schenectady in connection with its 3,121-mile tour over eight American systems prior to going on exhibit in the New York World's Fair...
The train is en route to the United States aboard the S.S. Belpamela. It will be unloaded at Baltimore and reassembled for its tour over American railroads.
In addition to Schenectady, the cities in which the train will be exhibited include:
Baltimore, Washington, Wilmington, Philadelphia, Lancaster, Harrisburg, Pittsburgh, Wheeling, Columbus, Dayton, Cincinnati, Louisville, Indianapolis, Terre Haute, St. Louis, Springfield, Chicago, Kalamazoo, Battle Creek, Detroit, Toledo, Cleveland, Akron, Youngstown, Erie, Buffalo, Rochester, Syracuse, Utica, Albany, Springfield, Worcester, Boston, Providence, Hartford, New Haven and New York City.
In making the tour, the train will travel over the following railroad systems:
Baltimore and Ohio, Pennsylvania, Big Four, Louisville and Nashville, Alton, Michigan Central, New York Central and the New York, New Haven and Hartford Railroad.
http://www.nyysa.com/code/DetailPage.php?a=11494&ff=0&sl=10&rc=2
http://www.nyysa.com/code/DetailPage.php?a=12788&ff=1&sl=10&rc=2
So the source of the German quote didn't have complete information...
The listing of the B&O probably implied the Reading and CNJ.
Try to find a spot along the CNJ four-track main that has a wooded ridge in line with the track, a mile or two away. There isn't one. (Suspect CNJ had no overpasses like that, either.)
No reason to assume these four tracks are mains. Did B&O have any three-track main? If they did, that's the first place to look. If not, somewhere along the B&O is still the place to look.
It could be in the Baltimore Highlands section of Baltimore south of Camden Station. Some photos from the mid-1910s do show more than two tracks in that area.
rcdrye It could be in the Baltimore Highlands section of Baltimore south of Camden Station. Some photos from the mid-1910s do show more than two tracks in that area.
Baltimore Highlands locates on the branch that runs into Curtis Bay yard. The area between West Baltimore and HX Tower at Halethorpe that did have up 4 tracks, does not have the proper surrounding geography to match what is shown in the video.
Never too old to have a happy childhood!
probably from 1950 on the wooded ridge is now an apartment house ridge
Excerpt from Railway Track Maintenance I, U.S. Army Transportation School, Fort Eustis, VA
1.8 CLEARANCE
The similarity between the gage of British and American railroads made possible the race between the Baltimore and Ohio's "Royal Blue" and the London, Midland and Scottish's "Coronation Scot," between Washington and Jersey City in the late 1930's. Had you been present anywhere along the line, you would have seen a surprising difference in the size of the two trains. The "Coronation Scot" was lower and narrower than the "Royal Blue." The difference would have been apparent between any British train and one from the United States. The "Coronation Scot" had to be smaller than the "Royal Blue" to pass through tunnels, between station platforms, under bridges, and between structures along an English line. Rail equipment must be made to conform to these clearance limitations.
http://militarynewbie.com/wp-content/uploads/2013/11/US-Army-railroad-course-Railway-Track-Maintenance-I-TR0670.pdf
Terre Haute Spectator, April 1, 1939
Trip on British Train Unique Experience – 10,000 at Union Station to Welcome "Scot”
The newest, streamlined train of the London, Midland and Scottish railway of Great Britain was welcomed to Terre Haute by more than 10,000 persons Thursday evening at 4:30 o’clock when it arrived at the Union Station from Indianapolis. The train had been on exhibit in the Capitol city from 9 o’clock until 2.
Five persons left Terre Haute on No. 66 at 12:20 o’clock Thursday for Indianapolis, where they were to contact officials of the Coronation Scot, and ride the train back to the home city. Supt. Frank Rex of the Pennsylvania railroad; James Benham of the Terre Haute Star; Marsee Cox of the Tribune, George Jackson of WBOW, and the writer were favored to ride this streamliner, and to actually experience a ride in a foreign train.
The Coronation Scot is making a tour of thirty-five cities in the East and Middle West, prior to being put on exhibition at the New York’s World’s Fair. The tour covers 3,121 miles in fourteen states.
The locomotive and tender, (loaded), weigh 164 long tons. The tender carries ten tons of fuel and 4,000 gallons of water. Only ten tons of coal is required to make the trip from London to Glasgow, a distance of 401 miles. An American lococomotive will burn about one-half again that amount for the same distance. This may be partially explained in that the British train is not as long or as heavy as the American train. The train and coaches are eighteen inches narrower, and fifteen inches lower than American trains.
The entire train is painted a dull crimson in color, and trimmed in silver. The train consists of eight cars, and in England carries no sleepers, as it has a daylight schedule. A first-class sleeping car with twelve berths has been added for the American tour. The cars are constructed of light-weight high-tensile steel, and are from two to five tons lighter than the standard English railway coach. The entire train is 600 feet long and weighs over 400 tons.
The streamliner will average sixty-two miles per hour on the 401-mile trip from London to Glasgow, making the trip, with one stop, in slightly under six and one-half hours.
The first-class compartments on the train are very beautifully decorated, each being appointed in different panels and upholstery. The wall panels of the compartments are of English willow, plane tree burr, or white sycamore wood. The seats are upholstered in green, blue, and brown, with aerated rubber cushions.
A wall phone will summon the kitchen steward. There are individual lights for each of the four seats, and a large center light, all indirect. The compartments are air-conditioned, as is the entire train.
Meals are served in the compartments, in the lounge, or in the diner, but the kitchen for the train occupies one entire car. The walls and ceiling of the corridor are of bakelite in bright blue and cream. The walls of the kitchen are grey. The equipment in the kitchen is stainless steel and chrome, and is kept spotlessly clean.
There is a small attractive bar in the first class lounge car. A mural on the wall behind the bar depicts a humorous scene of a very early train going through a rural village in Merrie England.
The walls of the corridors, and the walls of the lounge cars are finished in wood paneling of figured teak from Burma. C. D. Collas, traffic and publicity representative of the L. M. & S. railroad, explained that in England, the train builders were very partial to the use of teak wood in the construction of the interior of the trains.
The train was in charge of Colonel K.R.N. Speir, overseas and continental assistant to the chief commercial manager of the L. M. & S. railroad. Other British railroad officials on the train were R.A. Riddles, mechanical and electrical engineer; B. A. Tucker, special representative, H. S. Knott, assistant district comptroller; P. Soden, master mechanic, and Mr. Collas.
Colonel Speir is of Scotch descent, and has a pronounced brogue. He answers questions briefly, but thoroughly, and was a volume of information about British railroads. “I realize the American trains are much larger than ours in England, but this train (Coronation Scot) was built for a purpose, and is fulfilling that purpose satisfactorily,” Colonel Speir asserted.
Officials of the Pennsylvania railroad who were on the train were J. L. Gresmitt, chief engineer, maintenance of way, Chicago; G. S. West, general superintendent, Indianapolis; Howard Ginter, superintendent of passenger transportation, Chicago; L. T. Henderson, publicity representative, Chicago; Supt. Frank R. Rex, Terre Haute; Homes Bannard, division passenger agent, Indianapolis, and T. W. Hamilton, superintendent of police, Chicago. Phil Hampson of the Chicago Tribune also made the trip.
Colonel Charles C. Green, vice president of the New York's World’s Fair; John A. Blum, assistant to Colonel Green, and J.J. Lopes, press and radio manager for the Fair, were also on board, in charge of the miniature Fair exhibits.
Models of eight buildings in the World’s Fair were on exhibit in one of the cars of the Scot. Pictures of other buildings and an aerial view of the Fair adorned the walls. The buildings of which there were models were Borden’s Exhibit, Elgin Watches, General Motors, B. F. Goodrich (rubber), Gas Exhibits, Ford, Du Pont, and Chrysler.
While meandering through the train, and in the corridors there is little danger of falling sideways, as the trains are narrow, a few notes were scribbled down. Mr. Collas, a loyal exponent of British superiority, at least as far as railroad trains are concerned, expounded several points of interest about English railroads.
The train has a very smooth start, due to the Lincoln screw-couplings. The train moves as one unit, as the coupling does not have any slack. Another interesting note about the cars are that the windows all open, even though the train is air conditioned. The lower section of the window is permanently fixed, but the upper portion slides back. The windows in the doors slide down from the top.
In England, every foot of track is fenced, and if anyone trespasses, there is a stiff penalty and fine. The crossing gates are very similar to the gates seen in fences of Middle Western farms, but are much heavier in construction. When the crossing is clear, the gates swing out over the railroad right-of-way.
“In England, there is no beating the train to the crossing,” Mr. Collas remarked. An American whistle was put on the train when it arrived at Baltimore, Md. The British whistle was too shrill. A bell and headlight were also added.
“American trains cannot be built fifteen inches lower, as the couple-height prohibits the lowering of the floor of the car,” Mr. Rex answered when queried about the relative height of the trains.
A note of interest that brought the attention of every person on the entire train to the ingenuity of Americans happened on the trip from Indianapolis. Bruce McCormick, well-known Terre Hautean, hoisted a Union Jack, the flag of England, on a pole about twenty feet high on his farm east of Brazil. The flag was in plain sight of everyone on the train, and the engineer saluted the Union Jack with a long blast of the whistle.
Another interesting fact about the trip the Scot is now making is that one of the officials of the London, Midland & Scottish railroad is firing the engine. Fred C. Bishop, the engineman, or "driver,” who was assigned to the train when it left England, contracted pneumonia in Baltimore. The regular fireman, John Carswell, who also has a “driver's” papers, now operates the train, and his fireman is R. A. Riddles, mechanical and electrical engineer of the railroad. More than 166,000 persons have seen the train since it left Baltimore March 21. It is estimated that nearly one million persons will have seen the train before it returns to the Fair April 14.
There is no ice water on the train, the drinking water being the same as that from the faucets. “In frosty weather water may be obtained from can m this compartment,” is a sign on a small door in the lavoratory.
“The approximate cost per mile is 3 cents for 803 miles,” another sign reads. Meals are priced at, breakfast, 85 cents; lunch, 85 cents; tea, 35 cents; and dinner, $1.15.
The train is so carefully constructed that the joints of the steam fittings do not require gaskets.
At times the train travelled 80 miles per hour. On the regular run in England, the speed of the train often exceeds 100 miles per hour.
As we speeded through the rural areas, people were along the track near every crossing, watching this Ambassador of Good Will and Friendship pass. Every crossing was saluted with a blast, which was both required by law and sent from English people to the American people, as a friendly greeting.
Greetings and farewell, Coronation Scot, we enjoyed your too brief stay in the city. Many of us will see you again in New York at the Fair.
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