A Classic REAL Trains 'n Traction FOTO site!

[artpeterson]

Hi Tom -

Thanks for posting the British DMU images. They have made considerable strides since the days of the Leyland railbuses in comfort, safety and performance levels for DMUs. As usual, we are light-years behind them in this technology.

Metra has had an interest in in the past in acquiring FRA-compliant DMUs for their proposed "STAR" project (O'Hare-Hoffman Estates-Joliet; about 55 miles one-way, including 35 or so on or along the EJ&E). Will be interesting to see if it remains DMU or reverts to loco-hauled, and from that if both European and Asian vendors propose in response to the solicitation.

Have another question, completely unrelated to DMUs, and that is can anyone tell me the number series SSW used on their "American Flyer" style coaches? Have a slide of one on the back of a train in Dallas in 1953, but even when projected on the wall can't absolutely convince myself if the car is the 2701 or whatever. Appreciate whatever help any of you can offer!

[siberianmo]

Hello artpeterson

Glad you like the BR Pix![tup]

My limited knowledge of the SSW and their American Flyer coaches reveals that "200" was the number series for their "chair cars." Perhaps passengerfan Al will be along in a bit with some amplifying info ....

Check us out over a "Our" Place - you'll find it much more interactive and fun![tup]

Later!

Tom[4:-)][oX)]

[passengerfan]

Hello artperson, Saw your inquiry about the so called American Flyer Coaches of the SSW hope this helps.


The Southern Pacific and its subsidiaries would purchase large numbers of streamlined cars for service in certain trains and at the same time other streamlined car purchases would be to make up entire streamlined trains. The year 1937 would mark the year that the Southern Pacific and both of its major subsidiaries Texas & Pacific and Cotton Belt would receive their first streamlined cars. The Southern Pacific and Texas & New Orleans would introduce complete streamlined trains that year while the Cotton Belt would receive 10 lightweight semi streamlined 76 revenue seat Coaches 400 - 409 from Pullman Standards old Osgood Bradley plant that were referred to as American Flyer cars.
These were the only so called American Flyer Coaches to ever be purchased by the Southern Pacific or any of its subsidiaries. The only named train these cars ever operated in was the overnight LONE STAR LIMITED between Dallas and St. Louis. These were the only lightweight cars ever assigned to the LONE STAR LIMITED. The Cotton Belt renumbered the cars 200 – 209 in June 1940. These cars were eventually transferred to the parent Southern Pacific who renumbered them for operation in Peninsula commuter trains between San Francisco and San Jose as well as several other assignments. The transfer to Southern Pacific took place as passenger services on the Cotton Belt ended in 1952. The cars were transferred to SP Pacific lines in June 1952 and assigned four digit SP numbers at that time.

76-REVENUE SEAT COACHES Pullman/Bradley November 1937 (Built for and assigned to General Service)

400 – 409

Renumbered June 1940

200 – 209

Southern Pacific renumbering of these cars after transfer to Pacific Lines
June 1952

2350 ex SL-SW 200 originally 400

2351 ex SL-SW 203 originally 403

July 1956

2203 ex SL-SW 201 originally 401

2204 ex SL-SW 209 originally 409

July 1958

2210 ex SL-SW 205 originally 405

November 1958

2205 ex SL-SW 202 originally 402

2206 ex SL-SW 207 originally 407

April 1959

2207 ex SL-SW 204 originally 404

2208 ex SL-SW 206 originally 406

2209 ex SL-SW 208 originally 408

TTFN AL

[artpeterson]

Hi Al -

As always, thanks much for the info!

[LoveDomes]

Hi Tom

You were absolutely correct - my back IS aching today![swg] And I'm spending this day indoors - not quite what the grandkids wanted, but . . . .

As you know, we've had a whopper here in the NYC area. But now we are headed for a warm up, so the mess will just change in appearance. Hope that basement work we had done a few years ago holds up!!

Here's something just for you, Tom in two parts:

Domes - BY NAME
====================================

QUOTE: "Astra Domes" - General Motors
"Astra Domes" - UP

"Big Domes" - ATSF full domes
"Big Domes" - Auto Train ex ATSF cars

"Colorados" - Holland America Colorado Railcar "ultradomes"

"Dome Cars" - Amtrak
"Dome Cars" - N&W
"Dome Cars" - Southern
"Domeliners" - UP trains with dome cars(generic)
"Domes" - Holland America (generic to differentiate from 'colorados')

"Goldleaf Domes" - Rocky Mountaineer (honorary)
"Great Domes" - GN

"Hi-Level" or "High-Level" - ATSF "El Cap" lounges(honorary)
"Hi-Level" or "High-Level" - Amtrak ex-ATSF lounges(honorary)

"Lounge in the Sky" - NP rebuilt sleepers
"Luxury Domes" - Transcisco

"Maxi Domes" - Ferrovias Mexicanas ex US baggage cars cars
"Maxi Domes" - Auto Train ex UP cars
"Mini Domes" - Auto Train ex WP cars

"Park" cars - CP Rail observation domes
"Park" cars - VIA Rail observation domes
"Planetarium" dome - IGN
"Planetarium" domes - MP
"Planetarium" dome - T&P
"Pleasure Domes" - ATSF short domes
"Princess Domes" - Amtrak ex Princess Tours cars
"Princess Domes" - Princess Tours ex-MILW cars

"Scenadomes" - Holland America Westours
"Sceneramic Domes" - CN
"Scenic Domes" - CP Rail (all)
"Sightseer Lounges" - Amtrak Superliner lounges(honorary)
"Skyline" cars - CP Rail 'midtrain' domes
"Skyline" cars - VIA Rail 'midtrain' domes
"Skytops" - Milwaukee Road observations(honorary)
"Stairway to the Stars" - SP
"Strata Domes" - B&O
"Sun Lounges" - SAL(honorary)
"Super Domes" - Milwaukee Road

"Turbo Domes" - Amtrak for their UA Turbos
"Turbo Domes" - PC/USDOT (honorary)
"Turquoise Domes" - ATSF short domes(not official)

"Ultra Domes" - Princess Tours ex SP bi-levels

"Vista Domes" - Alaska RR
"Vista Domes" - C&O
"Vista Domes" - CB&Q (orginator of the term)
"Vista Domes" - D&RGW
"Vista Domes" - GN short domes
"Vista Domes" - IC
"Vista Domes" - NP short domes
"Vista Domes" - SCL
"Vista Domes" - SP&S
"Vista Domes" - Wabash
"Vista Domes" - WP

(from: www.trainweb.com)

As always, these are not intended to be all inclusive, but should suffice for the purposes of what we do at this thread and over at the bar![swg]

Next will the the listing by railroad![tup]

Until the next time!

Lars

[siberianmo]

Hey Lars

Good to hear from you and I'm glad to know that you've survived the storm!![swg]

Thanx for the Dome listing and Part deux is looked forward to . . .

I really enjoyed those MoPac and IC Pix you Posted over at the bar, very nice and very much appreciated![tup]

Catch ya later!

Tom[4:-)][oX)]

[siberianmo]

G'day!

A few more Brit Rail Pix . . .

BR Class 156 Northern Rail (from: public domain)


BR Class 375 Electrostar (from: public domain)


BR Class 171 Southern (from: public domain)


That's it - Enjoy!

Tom[4:-)] [oX)]

[siberianmo]

Good Morning!

All this talk of British Rail - time for a map!



Later!

Tom[4:-)] [oX)]

[siberianmo]

G'day,

Final installment of Brit Trains for awhile . . .

BR Class 460 Gatwick Express (from: public domain)


BR Class 323 Central Trains (from: public domain)


BR Class 390 Virgin Valiant (from: public domain)


Enjoy!

Tom[4:-)] [oX)]

[LoveDomes]

Hi tTom

Just popped in from the bar to see what's going on. I see it's just YOU! Back to that stage again, huh[?]

Between the Brit stuff over here and the Santa Fe over at the bar, I can't tell heads from tails![swg] You've got me hopping all over the place.

So, here's what I'm going to do - I think I'll just enjoy your pix and take a bye until the next time. Fair enough[?]

Until the next time!

Lars

[pwolfe]

Hi Tom and all.

I have a few notes on the British pics Tom as posted I hope that they will add to the great photos.
On page 24
The first three are of the 170 class of Diesel Multiple Units.
The first in the new Scotrail livery looks to be in Edinburgh Waverley station.

The second in Central colours,the location as got me puzzled I think it is on the line between Wolverhampton and Birmingham and it is maybe a grade crossing in the background it so it could be at Dudley Port . Can any one help [?].

The third is a One( formerly Anglia) 170 at Cambridge. Possibly on a working to Norwich in the background is a class 317 EMU.

On page 25.
#1 is a Metro-Cammell class 156 DMU at Lancaster. it is on a Morcambe working probably reversing here having arrived over the lightly used line from Leeds through Skipton and Carnforth.

#2 A 375 third rail EMU at I, believe, at London Victoria on a Kent Coast working.
These are fairly new units having replaced the 1950s & 60s slam door stock

#3 A Southern class 171 DMU ,for working on the non electricfied lines south of London. These units replacing the Diesel-Electric Multiple Units which have worked since the late 50s. The 171 is at the 2004 Railfest held at York Railway Museum.

#4 One of the new EMUs for the London (Victoria)- Gatwick Airport service. These units replaced the class 73 Electro- diesels which previously worked the service.

#5 A class 323 EMU unit in use by Central Trains. These work services in the West Midlands of England. This unit is at Coseley station, I believe.

#6 A Virgin Pendelino tilting train at Carlise. These trains work on the 25kv overhead electric system on the West Coast Main Line. They have recently set the fastest regular passenger schedule between London and Glasgow of 4 hours 24min. for the 401 miles.
I hope these notes are of interest
Oh well back to Our Place well worth a visit. Pete

[siberianmo]

Greetings Lars & Pete!!

Great to see ya and appreciate the visits![tup]

Thanx very much Pete for the elaborations and I hope there's someone "out there" to pick up on your question. Doubt it, as this thread is verrrrrrrrrrrrrry quiet![tdn]

See ya at the bar . . .

Tom[4:-)] [oX)]

[passengerfan]

Good Morning Tom thought I would add this piece for fans of the B&O.

BALTIMORE
&
OHIO Streamlined Headend Cars
by Al

The B&O received two identical eight car streamlined trains in 1935 from American Car & Foundry. The only difference in the two trains was the materials used in their construction. The train delivered to the B&O to operate as the ROYAL BLUE between Washington and Jersey City was constructed of Aluminum with only the car center sills of steel. The new ROYAL BLUE entered service June 24, 1935 round trip daily.
The second train made of lightweight mild steel called Cor-Ten entered service July 1, 1935 on B&O subsidiary Chicago and Alton between Chicago and St. Louis round trip daily as the ABRAHAM LINCOLN. Each consist was identical and the first car in each train was a Baggage 30’Railway Post Office Car. Car 5750 was the Aluminum car operating in the ROYAL BLUE and 5751 was the steel car operating in the ABRAHAM LINCOLN.
Both Baggage 30’ Railway Post Office cars 5750 and 5751 were rebuilt in 1936 in B&O Mt. Clare shops with no change of numbers. The 5750 being rebuilt to a Baggage 44-Revenue seat Coach in July 1936. The 5751 being rebuilt to a Baggage Buffet 24-Revenue seat Coach in November of that year.
Beginning July 26, 1937 the ROYAL BLUE consist began operating round trip daily on the Chicago & Alton as the ABRAHAM LINCOLN between Chicago and St. Louis. The original ABRAHAM LINCOLN was renamed the ANN RUTLEDGE on that same date. The C&A became the first railroad in the lucrative Chicago – St. Louis market to offer twice-daily round trip streamliner service.
During April 1942 the C&A rebuilt the 5750 into a straight 60-revenue seat coach and renumbered the car 5807.

BAGGAGE 30’ RAILWAY POST OFFICE CARS American Car & Foundry June 1935 (Built for and assigned to ROYAL BLUE and ABRAHAM LINCOLN)

B&O
ROYAL BLUE

5750

C&A
ABRAHAM LINCOLN

5751

The B&O railroads next two streamlined head end cars were rebuilt in 1937 from heavyweights by the B&O Mt. Clare shops. The first of these was in the streamlined heavyweight ROYAL BLUE replacement train for the lightweight ROYAL BLUE transferred to the Alton. The streamlined head end car was 1432 a Baggage 36 revenue seat Coach Combination. After streamlining and remodeling the interior the car was numbered 1300. This car and the heavyweight streamlined ROYAL BLUE entered service April 25, 1937.
The second streamlined head end car of 1937 was part of a new streamlined heavyweight ROYAL BLUE consist that began service December 9, 1937. The B&O then renamed the train set inaugurated in April 1937 the COLUMBIAN. This gave New York – Washington passenger’s two daily streamliners to choose from. The heavyweight 1434 another Baggage 36 revenue seat Coach Combination was rebuilt for this ROYAL BLUE and was renumbered 1301.
The B&O remodeled the 1300 into a Baggage 12 crew Dormitory 16-revenue seat Coach Combination in time for the COLUMBIAN becoming a Jersey City – Chicago train under the name COLUMBIAN. Since both the COLUMBIAN and ROYAL BLUE consists were needed for this extended service using the COLUMBIAN name. The B&O due to the sudden outbreak of the war instead of converting the streamlined 1301 into the other Baggage 12 Crew Dormitory 16-revenue seat Coach combination converted heavyweight 1433 into a Baggage 12 crew dormitory 16 seat Coach Combination and it remained 1432 and was never streamlined. The new COLUMBIANS began service December 19, 1941 just days after the U.S. entered WW II.
Prior to the COLUMBIAN in 1938 the B&O began operating the All-Pullman CAPITOL LIMITED as a streamlined train between Jersey City and Chicago. Since this was a Pullman train the heavyweight cars for the two consists were streamlined by Pullman themselves except for the two B&O owned heavyweight 36 seat Dining cars that were streamlined in the Mt. Clare shops of the B&O. Each of the two heavyweight streamlined train sets had a single head end car a Baggage 12 Crew Dormitory Buffet 18 seat Lounge car. The two cars were named CAPITOL GARDEN and CAPITOL HILL.
The last prewar cars rebuilt and streamlined were the cars for the NATIONAL LIMITED the B&O train between New York City and St. Louis. This train served Baltimore and Washington as well. Four sets of equipment were needed for the NATIONAL LIMITED in order to provide daily service in both directions. The B&O rebuilt and streamlined four 1400 series heavyweight Baggage-Coaches into Baggage 12 Crew Dormitory Buffet 18 seat Lounge Cars for the NATIONAL LIMITED and renumbered them with 1300 series numbers as follows in June 1940.

1302 originally B&O 1417

1303 originally B&O 1419

1304 originally B&O 1423

1305 originally B&O 1425

One additional car of this type was completed in December 1941 for the COLUMBIAN numbered 1306. This car was converted from the 1300 originally rebuilt for the ROYAL BLUE.

1306 ex B&O 1300 originally B&O 1432

On January 19, 1947 the B&O inaugurated a pair of five car streamliners powered by streamlined steam locomotives between Washington and Cincinnati named the CINCINNATIAN. The cars for the new trains were completely streamlined and were built on the frames of old heavyweight cars. The two head end cars were 1307 EDEN PARK and 1308 HYDE PARK. These cars were built with Baggage Crew Dayroom Buffet and 24 seat Lounge. The train was never a success on this run and did not make a profit for the B&O until the two train sets were transferred to the Detroit-Cincinnati run.
The only new head end cars purchased by the B&O after WW II were a pair of Baggage 12 Crew Dormitory Buffet 24 seat Coffee Shop cars delivered as part of a sixteen car order from Pullman Standard to equip the two consists of the postwar COLUMBIANS.

BAGGAGE 12 CREW DORMITORY BUFFET 24 SEAT COFFEE SHOP CARS Pullman Standard April 1949 (Built for and assigned to COLUMBIANS)

1350 HARPERS FERRY

1351 SILVER SPRING

The B&O purchased six Rail Diesel cars from the Budd Company in 1956 that were for a new daily Pittsburgh – Washington – Baltimore – Philadelphia service named the DAYLIGHT SPEEDLINERS. Although four of these cars were regular RDC-1 all coach models the other two were special RDC-2 models. One RDC-2 and two RDC-1’s comprised each train set with the RDC-2 leading. What made these RDC-2’s different from standard RDC-2’s was the fact they were equipped with Kitchens and 24 passenger dining rooms. These cars contained a Baggage Compartment followed by a kitchen 24-seat dining room and then a 24-seat coach seating area. The two B&O cars were numbered 1960 and 1961.

TTFN AL

[siberianmo]

Morning!

A little something to supplement Al's B&O "Theme" - a map!

Baltimore & Ohio (B&O) (1876) [Wikimedia Commons]


Enjoy!

Tom[4:-)][oX)]

[siberianmo]

G'day!

QUOTE: History of the B&O Railroad from: www:http://meyersdale.org/rr_history/borailhistory.html

1827 -- The Baltimore & Ohio Railroad (B&O), our nation's first common carrier railroad, was chartered on Feb. 28 in Baltimore.

1828 -- Construction of the B&O begins July 4, 1828.

1833 -- President Andrew Jackson boards a B&O passenger coach at Relay, Maryland, in June and travels to Mt. Clare Depot in Baltimore, becoming the first U.S. President to ride a railroad.

1844 -- The B&O Railroad signs its first commercial contract in February to haul large quantities of coal from Western Maryland coalfields from Mt. Savage, Md., to Mt. Clare, Md.

1844 -- On May 24, Samuel F.B. Morse sends the first telegraph message from the basement of the Supreme Court Building on Washington, D.C. to the Mt. Clare Depot. The message "What God hath wrought" was transmitted across overhead wires following the B&O's Washington Branch. The message was received by Alfred Vail and Ezra Cornell in the little passenger depot at Mt. Clare. For the first time in the history of mankind, two persons communicated out of sight and 40 miles apart.

1902 -- President William McKinley passed through Meyersdale enroute to the Baer-McKinley wedding in September. A large number of people were at the station.

1948 -- The B&O's last steam locomotive #5594, Class T-3C rolls out of Mt. Clare's erecting shop in Baltimore on October 16.

1952 -- President Harry S. Truman stopped at the Meyersdale station on a "whistle stop" campaign on behalf of Democratic candidates running in the November election. More than 5,000 people were estimated to be on hand to see him.

1952 -- A steam engine and twin-engine diesel engine sideswiped in a violent cra***hat tore up track just east of the Keystone Crossing near Sand Patch November 12. There were no injuries.

1964 -- The C&O (Chesapeake & Ohio) and B&O jointly filed for permission to acquire control of the Western Maryland Railway with the Interstate Commerce Commission.

1973 -- Chessie System Inc. was formed February 26, and Chessie System Railroads was adopted as the new corporate identity for the C&O, B&O and WM railroads.

1980 -- CSX Corporation came into being Nov. 1, resulting from the merger of Chessie System Inc. and Seaboard Coast Line Industries Inc.

1983 -- Operation of the Western Maryland Railway was taken over by the B&O, and WM's ownership was assumed by the C&O.

1987 -- The B&O was merged into the C&O on April 30, and the C&O was merged into CSX Transportation Sept. 2.

Enjoy!

Tom[4:-)] [oX)]

[LoveDomes]

Hello Tom

What ho! Another "Theme!" Good golly Miss Molly!! Okay - here's something to add:

Name trains of the Baltimore and Ohio (B&O)

QUOTE: Ambassador
Capitol Limited
Cincinnatian
Cleveland Night Express
Columbian
Diplomat
Marylander
Metropolitan Special
National
Royal Blue
Shenandoah

These may not be all inclusive, but should provide a sufficient number to jog some memories out there![swg][tup]


Until the next time!

Lars

[siberianmo]

G'day!

Nice to see ya again, Lars! Looks like between you and Al this has become a "threesome" Thread.[swg]

An ENCORE! of a previously Posted pix:

B&O #5551 Sky Dome (courtesy: www.trainweb.com)


Later!

Tom[4:-)][oX)]

[passengerfan]

I think I placed this in the forum before. Anyway enjoy Lars and Tom.

Baltimore
&
Ohio
(B&O)
Dome Cars
by AL

The B&O purchased a pair of Pullman Standard 8-car coach streamliners following WWII for Baltimore-Chicago service. The two trains were delivered to the B&O in May 1949 and entered service as the COLUMBIANS May 5, 1949. The fourth car in each consist of the COLUMBIAN was a Strata-dome coach.
All cars in the COLUMBIAN trains were numbered and named the two Strata-dome coaches were 5550 HIGH DOME and 5551 SKY DOME. These cars seated 42 on the main level of the cars 18 forward of the dome and 24 aft of the dome. Beneath the dome was a pair of comfortable lounges for passengers to relax in; one of these lounges seated 6 the other 11. The domes were only 15’ 3” above the rails giving these two Strata-domes the distinction of being the lowest height short domes operated in North America. Upstairs in the dome of the two Pullman Standard built Strata-domes were 24 seats arranged in six pairs on either side of the center aisle. The backs of the seats were lower than those found in any other dome cars. One feature found on the B&O Strata-Domes not found on others was on the forward bulkhead of the car above the aisle was located a speedometer, clock, altimeter and barometer.
In December 1950 the B&O purchased three Strata-dome sleeping cars from the C&O and after updating these virtually new cars that had never entered service for their original owner assigned them to the CAPITOL LIMITED and SHENANDOAH. These Budd built cars dated to August 1956. After purchase by the B&O before entering scheduled service the cars made a brief visit to Pullman for upgrading for sleeping car service. At the short end of the car forward of the dome on the main level was 5 roomettes. On the main level to the rear of the dome were 3 drawing rooms. Beneath the dome was a single bedroom, car attendants quarters and conductors office Upstairs the dome seated the usual 24.
The CAPITOL LIMITED received a pair of these Strata-domes one for each train set. The SHENANDOAH with a single car provided every other day Strata-dome service between Chicago and Washington. The B&O numbered and named each of the cars as follows:

7600 MOONLIGHT DOME originally C&O 1850

7601 STARLIGHT DOME originally C&O 1851

7602 SUNLIGHT DOME originally C&O 1852

The B&0 7600 MOONLIGHT DOME to the SHENANDOAH, while 7601 STARLIGHT DOME and 7602 SUNLIGHT DOME were assigned to the CAPITOL LIMITED.
In 1952 all five domes were shopped and after having lights mounted on the right side roofs forward of the domes became the first and only dome cars that could light up the countryside at night. These floodlights were nothing more than locomotive headlights with each putting out 250 watts. They were mounted on the roofs at angles of 60, 70, 80 and 85 degrees from the cars centerline. A breaker was mounted ahead of the lights to protect them from hanging icicles in tunnels and at stations having overhead platforms. The lights were used outside of the major towns and turned off when passing through heavily populated areas.
The three Strata-dome sleeping cars were leased to the Atlantic Coast Line between December 1965 and April 1966. After return from the ACL the cars were leased to the Canadian National from May 1966 to March 1968. The CN assigned the three cars to service in the SUPER CONTINENTAL between Edmonton and Vancouver.
After return from the CN in March 1968 the B&O assigned the cars to the CAPITOL LIMITED until July 1968 when the three Strata-dome cars were once again leased out. This time they were leased to the Seaboard Coast Line who purchased the three domes in July 1969. During this period they operated in the FLORIDA SPECIAL during the winter season and SILVER METEOR at other times. In both trains they operated between Richmond and Miami. Once more the cars were sold to Hamburg Industries in 1970 who after refurbishing the cars leased them back to the SCL.

TTFN AL

[siberianmo]

Hi Al

I KNOW this was Posted either here or at the bar - or maybe BOTH! Nevertheless, always good reading![tup]

By the by - you can always do a "search" on this Thread - use the "advanced" feature - to ascertain whether you've previously Posted something.

Looks like YOU are the "theme setter" for this Thread - so what' s in store for the 'morrow[?][swg]

Later!

Tom[4:-)] [oX)]

[siberianmo]

And finally (for me) tonight . . . something previously Posted on this Thread, but a "good fit" with what we've been talking about:

More on the Baltimore & Ohio Railroad (B&O) of the Fallen Flags from The Official Guide of the Railways - Aug 1956


Thrilled travelers tell us “There’s nothing like the view from B&O’s STRATA-DOME” ….. Route your passengers via B&O and they’ll sing your praises too

Passengers traveling in a B&O Strata-Dome marvel at the thrilling panorama and natural beauty of the ever-changing scenery.

FLOODLIGHTS AT NIGHT

Powerful floodlight beams provide a novel view of the landscape after dark.

This exclusive B&O service between Washington and Chicago is offered at no charge!

Strata-Dome Dieseliners between

CHICAGO – AKRON – PITTSBURGH – WASHINGTON

The Capitol Limited (All Pullman) – The Columbia (Deluxe-Coach) – The Shenandoah* (Pullman and Coach)

THROUGH SERVICE TO AND FROM BALTIMORE, WILMINGTON, PHILADELPHIA AND NEW YORK.

*On the Shenandoah, Strata-Dome is operated on alternate dates. Available only to Pullman passengers on the Shenandoah.

BALTIMORE & OHIO RAILROAD

Enjoy! [tup]

Tom [4:-)] [oX)]

[passengerfan]

Good Morning Tom and Lars. Since I know you are both dome lovers thought I would put this out there for all to read.

Union
Pacific
(UP) Streamlined Dome Cars
By AL

The Union Pacific was the second largest purchaser of new dome cars next to the CB&Q and even today own domes for operation in their business fleet.
The first domes to be acquired by the UP were the four Astra-Domes built for the GM TRAIN OF TOMORROW (See Pullman Standard chapter). These cars built by Pullman Standard were delivered to GM in May 1947. The four cars were named only STAR DUST (Dome Coach), SKY VIEW (Dome Diner), DREAM CLOUD (Dome Sleeper) and MOON GLOW (Dome Lounge Observation). In April 1950 all four cars plus the EMD E7A 765 that had comprised the GM TRAIN OF TOMORROW were purchased by the Union Pacific and moved to Omaha, Nebraska. Here the cars and diesel were repainted from their stainless steel and royal blue scheme to the Armour yellow, harbor mist gray and red streamliner colors of their new owner Union Pacific. Since the Union Pacific operated only one train worthy of the four domes that required but a single set of equipment it was almost a foregone conclusion the UP would operate the cars in their pool train between Portland and Seattle.
For years the UP-GN-NP had operated four trains daily between these two major Northwest cities. Each railroad operated a daily train in each direction and every three months the operation of the overnight train was rotated between the three roads. The UP operated trains 457-458 as their regular schedule. These trains operated NB from Portland each morning bringing through sleeping cars from the connecting CITY OF PORTLAND and SP CASCADE to Seattle’s Union Station. The UP pool train returned to Portland each evening. During the long days of summer the round trip was entirely in daylight. During the spring and fall the train operated NB entirely in the daylight but southbound the train reached Portland after dark. In the winter months the southbound usually encountered darkness before even reaching Tacoma. The sleeping cars returned south to Portland on the NP pool train each morning operating from King Street Station just across from Union Station separated by the 4th Ave overpass.
The Union Pacific operated the former TRAIN OF TOMORROW cars and diesel unit from Omaha in a CITY OF LOS ANGELES train set. The train went on display in Los Angeles under a banner reading “TRAIN OF TOMORROW – Your Portland-Tacoma-Seattle Train of Today”. The Domeliner traveled from Los Angeles to Salt Lake City in a LOS ANGELES LIMITED consist. After display in the Utah Capitol the train traveled to Pocatello, Boise, La Grande, Pendleton, Portland, Tacoma and Seattle for display in each city before retuning to Portland to begin service on June 18, 1950. The rest of the trains consist of 457-458 was made up of modernized heavyweight coaches and parlor cars. Since the schedule did not require sleeping cars the Astra-Dome sleeping car DREAM CLOUD operated as a parlor car with all space sold at parlor car rates. The coaches of the new train required no extra fare, but this was not true of STAR DUST the Astra-Dome Coach as an extra supplement was charged for this car. All passengers could avail themselves of SKY VIEW the Astra-Dome dining car serving breakfast and lunch northbound and late lunch and dinner southbound. The Astra-Dome Lounge Observation MOON GLOW was only open to the first class parlor passengers. By 1951 the UP Domeliner unofficially known as the CITY OF SEATTLE was fully streamlined. The UP assigned numbers to three of the Astra-Domes in March 1956 STAR DUST numbered 7010, SKY VIEW numbered 8010 and MOON GLOW numbered 9015. The MOON GLOW had its round observation end squared off for mid-train operation in 1956 by Omaha shops. This did not alter the cars number of seats although at least two sofas were repositioned. The first of the old TRAIN OF TOMORROW Astra Domes withdrawn from trains 457-458 was 8010 SKY VIEW in September 1957, this was followed by 7010 in March 1958. In 1959 it is known that 9015 MOON GLOW operated for a time in one of the CITY OF DENVER consists. By the early 1960s all four of the original TRAIN OF TOMORROW cars could be seen in a Pocatello scrap yard minus trucks and piled up waiting to be cut up for scrapping. Only the former 9015 MOON GLOW has been spared. As this is written it is stored alongside Ogden station awaiting restoration. These cars are among he few dome cars to be scrapped.
The UP was impressed enough with these domes to order new Astra Dome cars of three types Coach, Dining and Lounge Observation from American Car and Foundry in late November 1952.
These domes were ordered after carefully considering routes to be assigned domes. The UP was faced with the situation of having six trains that were considered for domes the CITY OF LOS ANGELES, CITY OF PORTLAND, CITY OF DENVER, CITY OF SAN FRANCISCO, CITY OF ST.LOUIS, and CHALLENGER. The CITY OF SAN FRANCISCO was eliminated almost immediately from consideration after talks with the Southern Pacific. The SP would not even consider domes operating across the Sierra on their route between Ogden and Oakland. The scenery found along the remainder of the Overland route other than Sherman Hill was not considered for domes.
The UP eliminated the CITY OF DENVER route for this same reason, and the fact that this train was mostly an overnight route. Even though the major competition on the Chicago – Denver route the CB&Q was operating the CALIFORNIA ZEPHYR, although this was actually a through train to the west coast and operated the Chicago – Denver portion of the trip on a slower schedule than their DENVER ZEPHYR. At this time the DENVER ZEPHYR was operating with the original 1936 train sets. It is not known if the UP was aware that the CB&Q was planning new dome equipped DENVER ZEPHYRS at this time or not. In any case the only other competition in the Chicago – Denver route the Rock Island was actually no threat to the UP or CB&Q as their ROCKY MOUNTAIN ROCKET operated on a slower schedule and the ROCK ISLAND never owned domes.
This left the UP with the CITY OF PORTLAND, CITY OF LOS ANGELES, CITY OF ST. LOUIS and CHALLENGER trains to be considered for domes. As it would turn out all four of these trains would receive one or more domes.
The three types of Astra Domes built for the UP were Coach, Dining Car, and Lounge Observations.
The Dome Coaches seated 36 passengers in leg rest seats in pairs with all revenue seating confined to the cars main level forward and aft of the dome. In the depressed center area of the cars were located the Women’s and Men’s restrooms with enough room for make-up in the ladies and shaving in the men’s. These long distance cars featured less seating than there Budd counterparts whose long distance dome coaches seated 46 leg-rest seats on the main level in the area ahead of and behind the dome. Likewise large restrooms were located beneath the domes in the Budd built cars that operated in the COLORADO EAGLE, CALIFORNIA ZEPHYR, NORTH COAST LIMITED later EMPIRE BUILDER and DENVER ZEPHYR. The 24 seats in paired settees in the dome of the up cars were angled outward for better views of the passing scenery. Even so most passengers preferred the Budd built domes for viewing and this was especially true for those who took pictures from the dome. In the up AC&F built domes single curved panes of glass were used and in the case of Budd and Pullman Standard separate side pieces and roof pieces of glass were used. This first group of Dome coaches for the UP numbering ten were assigned to the CHALLENGER between Chicago and Los Angeles, and the CITY OF PORTLAND between Chicago and Portland one per consist. They were added to each of those trains consists as they arrived on the Union Pacific from the factory in St. Charles outside St. Louis.

24-SEAT ASTRA-DOME 36-SEAT LEG-REST COACHES American Car & Foundry December 1954-January 1955 (Built for and assigned to CHALLENGER and CITY OF PORTLAND)

7000 – 7009
The next domes to arrive on the UP were the Dome Lounge Observations. These cars numbered fifteen and were built for three trains the CHALLENGER, CITY OF PORTLAND and CITY OF LOS ANGELES. The rear of each flat observation was equipped with a large neon sign with the train name emblazoned upon it. The Astra-Dome Lounge Observations featured a pair of restrooms and a card room in the short main floor area forward of the dome with one large round table and seating for six. Even though signs were posted stating it was illegal to gamble some of the poker games on the CITY Domeliners cost many passengers hundreds and even thousands of dollars, particularly on the CITY OF LOS ANGELES and CITY OF ST. LOUIS. Beneath the dome was a nine-seat cocktail lounge and full service bar. The mural behind the bar depicted the Golden Spike Ceremony at Promontory, Utah. To the rear of the dome area on the main level of these cars was a desk and chair behind the stairway to the dome level and a lounge with settees, sofas and single chairs to seat 21-passengers occupying the Observation end. Initially the Astra-Dome Observations were assigned to the CHALLENGER, CITY OF LOS ANGELES and CITY OF PORTLAND one per consist bringing up the markers. Those originally assigned to the CHALLENGER were transferred to the CITY OF ST. LOUIS within three months of entering service. This gave the CITY OF ST. LOUIS its first dome giving it the status of Domeliner as well. The reason for this transfer was that the CHALLENGER was a coach train and the CITY OF ST. LOUIS was coach and sleeping car train and the UP management thought the Astra-Dome Lounge Observations should be assigned to trains that carried first class passengers. Within a year of the Astra-Dome Lounge Observations entering service the square observation ends were fitted with a diaphragm for mid-train operation. The cars kept their observation end except for the modification to the door and addition of the diaphragm. Rail fans everywhere missed the loss of the beautiful neon tail signs. They were probably the largest tail signs ever fitted to a streamlined train. The cars were than transferred mid-train operating behind the dining cars.

24-SEAT ASTRA-DOME 37-SEAT LOUNGE OBSERVATIONS American Car & Foundry February – April 1955 (Built for and assigned to CHALLENGER – CITY OF LOS ANGELES – CITY OF PORTLAND – later CITY OF ST.LOUIS)

9000 – 9014

In April – May 1955 the UP received the ten Astra-Dome Dining cars from American Car & Foundry to complete the initial dome order. These cars were among the most elegant dining cars to grace the rails during the streamliner period. The short main floor level ahead of the dome was for the Kitchen with a passageway for passengers along the left side. A pantry occupied half the area beneath the dome and the other half of the area beneath the dome was occupied by a private dining room with two tables for five. This area was also used during peak travel times as additional dining space. The large main floor dining area to the rear of the dome was occupied by the main dining room with three large round tables for four on the right side of the car and three small round tables for two on the left side of the car. In the Astra-Dome it was three booths for four on the left side and three booths for two on the right side. The forward five feet of the dome was occupied by a small pantry serving area with toaster, small refrigerator, ice-machine, small sink, and pneumatic dumbwaiter to the kitchen where the food was prepared. The dumbwaiter brought the food from the kitchen to the smart waiter (the one who collected the tips) for service to the passengers. These Astra-Dome dining cars were assigned to the CITY OF PORTLAND and CITY OF LOS ANGELES. This gave the CITY OF PORTLAND the distinction of being the only UP Domeliner that operated year round with al three types of domes.

ASTRA-DOME 46-SEAT DINING CARS American Car & Foundry April – May 1955 (Built for and assigned to CITY OF LOS ANGELES and CITY OF PORTLAND)

8000 – 8009

Those domes built in 1954-1955 were for assignment as follows for the following trains and were decorated accordingly.
CHALLENGER

Astra-Dome Coaches 7000 – 7004

CITY OF PORTLAND

Astra-Dome Coaches 7005 – 7009

CITY OF LOS ANGELES

Astra-Dome Dining Cars 8000 – 8004

CITY OF PORTLAND

Astra-Dome Dining Cars 8005 – 8009

CITY OF LOS ANGELES

Astra-Dome Lounge Obs. 9000 – 9004

CITY OF PORTLAND

Astra-Dome Lounge Obs. 9005 – 9009

CHALLENGER
Later
CITY OF ST. LOUIS

Astra-Dome Lounge Obs. 9010 – 9014

The Union Pacific switched from Chicago and Northwestern east of Omaha to Chicago to Milwaukee Road beginning October 30, 1955. This change made no difference in running times of trains between Chicago and Omaha. The Milwaukee Road repainted their passenger cars to streamliner colors and the home-built Milwaukee cars began infiltrating the Domeliner fleet as well as other UP trains.
Beginning in January 1958 the CITY OF DENVER became a Domeliner with the addition of a pair of former OLYMPIAN HIAWATHA full-length domes to the overnight streamliner. These two full length domes had actually become surplus as the OLYMPIAN HIAWATHA was operated combined with the MORNING HIAWATHA eastbound between Twin Cities and Chicago and westbound combined with the AFTERNOON HIAWATHA between the Chicago and the Twin Cities since 1957.
In January 1959 the UP combined the CITY OF DENVER and CITY OF PORTLAND between Chicago and the mile high capital of Colorado. The CITY OF PORTLAND already operated with the three AC&F domes in it’s consist so the Milwaukee Road domes were returned.
These were the only domes ever built by American Car & Foundry, and when the UP turned to them once again in 1958 for additional dome coaches to be assigned to the CITY OF ST. LOUIS they were turned down. AC&F was already phasing out of the passenger car business and offered the car plans and specifications to Pullman Standard after UP turned to them for these additional dome coaches. These six dome coaches built by Pullman Standard were unlike any other domes built by this manufacturer as the domes were identical to the earlier dome coaches built for the UP by AC&F. Pullman Standard took AC&F up on their offer for the plans and specifications of the dome coaches. Actually UP insisted the cars be built to these specifications and AC&F reluctantly provided the plans to Pullman Standard to build the cars. After all AC&F was still in the freight car building business and the UP was one of there best customers.
The six new Astra Dome Coaches were delivered to the Union Pacific in November – December 1958 and became the last new dome cars built for a railroad in the United States. These six cars were numbered UP 7011 – 7015 and Wabash 203 built for assignment to the CITY OF ST.LOUIS giving that train an Astra – Dome Coach and Astra – Dome Lounge Car.
The CITY OF SAN FRANCISCO eventually became a Domeliner beginning in September 1960 when the UP combined the CITY OF LOS ANGELES and CITY OF SAN FRANCISCO between Chicago and Ogden, Utah. The SP assigned one of their ¾ length domes to the CITY OF SAN FRANCISCO consists west of Ogden giving this last of the CITY streamliners Domeliner status.
The CHALLENGER ran combined in the slower seasons with the CITY OF LOS ANGELES beginning as early as 1956. By 1964 the UP was operating a so called CITY OF EVERYWHERE with the CITY OF LOS ANGELES – CITY OF SAN FRANCISCO – CITY OF DENVER – CITY OF PORTLAND – CHALLENGER operating as one train between Chicago west as far as North Platte, Nebraska where the CITY OF DENVER was uncoupled and operated as a separate train to Denver. The other combined trains ran as one to Green River, Wyoming where the CITY OF PORTLAND was separated and continued to its destination as a separate train. Next in Ogden the CITY OF SAN FRANCISCO split from the CITY OF LOS ANGELES and CHALLENGER and continued as a separate train west to Oakland. At Ogden the CITY OF ST. LOUIS was added to the CITY OF LOS ANGELES and CHALLENGER for the remainder of the trip to Los Angeles. Later the CITY OF ST. LOUIS would be added at Cheyenne, Wyoming for the trip to Los Angeles. When the CITY OF ST. LOUIS was dropped by the Waba***he train was renamed CITY OF KANSAS CITY and that became its eastern terminal. In the final year of operation before Amtrak the CITY OF EVERYWHERE operated domes in this manner.
CITY OF PORTLAND

Dome Coach Chicago – Portland

Dome Lounge Green River – Portland

CITY OF LOS ANGELES

Dome Coach Chicago – Los Angeles

Dome Lounge Chicago – Los Angeles

CITY OF SAN FRANCISCO

¾ Dome Lounge Ogden – Oakland

The Dome Dining cars and other dome coaches and lounges were stored by this time, as were many other cars.
The Union Pacific leased several dome coaches and lounges to Amtrak for a few months after the national passenger carrier took over the passenger trains from the railroads.
After that the UP sold off the dome cars with 4-dome coaches 7004,7008,7013,and 7014 going to the Alaska Railroad for use between Anchorage and Fairbanks and Seward and Anchorage.
The greatest numbers of UP dome cars thirty-three were sold to the Auto-Train Corporation for their trains between Lorton, Virginia and Sanford, Florida and later between Louisville and Sanford. For further information of these cars see the Auto-Train Chapter.
The UP retained three domes initially for there own business fleet. These were the 9004 one of the Astra-Dome Lounge cars originally built for CITY OF LOS ANGELES assignment, the car was named HARRIMAN in 1987 and was renamed SUN VALLEY in 1989. In 1990 the car was once again named HARRIMAN. It is in the UP Business fleet today.
The 8003 one of the Astra – Dome dining cars was retained by the UP for their business fleet until November 1971 when it was donated to the National Museum of Transport in Green Bay, Wisconsin.
The third Astra-Dome retained by UP was one of the coaches 7006 for excursion use. On January 19, 1987 the car was sold to the FNM in Mexico.
Today the UP Business and Excursion fleet operate nine dome cars all ex UP cars repurchased from other owners. Unlike when the cars operated in scheduled UP service with numbers only the cars all named as well for excursion and business fleet service today.
The 9004 HARRIMAN was the only car to have always remained in UP ownership.
The 9005 WALTER DEAN was initially sold to Auto-Train in May 1972 and was numbered 904 although the number was never actually applied. In December 1981 the car was sold at the Auto-Train liquidation auction to Great America Tours on Rail “GATOR Route” and assigned Amtrak excursion number 800621. The UP repurchased the car in March 1988 and named the car HARRIMAN in 1989. In 1990 UP renamed the car WALTER DEAN the name it carries today.
The UP 9009 was sold to Auto-Train in May 1972 and renumbered 908. Sold at the Auto-Train liquidation auction in December 1981 to American Law Center in San Jose CA. It is believed they planned to refurbi***he car for operation between their Florida and California offices. Apparently the car was never paid for and was forfeited to Dixie Rail Corporation of Savannah, Georgia in March 1982. Sold to a private owner in Missilon, Ohio in October 1984. Became Northern Railcar/Scenic Rail Dining “RIVERS EDGE” in 1987. Car was sold to Transisco Tours for the Sierra 49er service between San Jose and Reno numbered and named 800556 ZEPHYR COVE in 1991. Leased to KLS&C Wine Country Dinner Train in August 1991. Sold to Union Pacific in May 1993 numbered and named 9009 CITY OF SAN FRANCISCO.
The UP 7001 one of the Astra – Dome coaches was sold to Auto-Train in June 1972 and renumbered 701 after modifications and repainting. At the Auto-Train liquidation auction in December 1981 the car was sold to a private owner in Tulsa, Oklahoma. Mid-America Car Company purchased the car in 1982 on behalf of the Kansas City Southern for their business fleet. In October 1990 the car was repurchased by the UP and today is numbered and named 7001 COLUMBINE.
The UP 7015 one of the Pullman Standard built Astra-Dome coaches of 1958 was sold to Auto-Train in June 1972 and after remodeling and repainting was numbered 709. This car was sold at the Auto-Train liquidation auction December 1981 to a private owner in Tulsa, Oklahoma. This car was resold to Mid-America Car Company in 1982 on behalf of the Kansas City Southern who planned to add the car to their business fleet. In October 1990 the car was sold to the UP who numbered and named the car 7015 CHALLENGER.
Astra-Dome dining car 8004 was sold to Auto-Train in June 1962, after remodeling and repainting the car was numbered 803. The car was sold at the Auto-Train liquidation auction in December 1981 to Anbel and assigned the reporting marks ANBX 2040. Scenic Rail Dining purchased the car in 1987 and named the car “SCENIC VIEW”. Northern Railcar purchased the car in January 1988 and sold the car to Transisco Tours for the Sierra 49er train in 1989 where the car was numbered and named 800560 CRYSTAL BAY. After returning to Northern Railcar the car was leased to KLS&C for their Wine Country Dinner train in October 1990. Northern Railcar sold the car to the Union Pacific in May 1993 who after repainting numbered and named the car 8004 COLORADO EAGLE.
Another UP Astra-Dome dining car 8008 was sold to Auto-Train in June 1972 who remodeled the car and numbered it 807 after repainting. At the Auto-Train liquidation auction in December 1981 the car was sold to a private owner in Tulsa, Oklahoma. Resold to Carland Division of Kansas City Southern Industries in 1982. Stored at Mid-America Car company in Kansas City. The car was to have become part of the KCS business fleet with the number 22 never applied. The Union Pacific purchased the car in October 1990 and renumbered the car 8008 at that time and added the name CITY OF PORTLAND.

TTFN AL

[Anonymous]

Hello Any you guy's out ther traveled on the german railway system between munich and saarbrucken in the US Zone around 1957 to 1960 while serving in the armed forces?

[siberianmo]

Hello felixg

Nope - but did travel by train from Ulm to Paris, then Paris to Brest in 1971.

I too was in the service from 1956-1988, most of my time was aboard ships and stations "everywhere" but Europe.

You might be interested in checking out our "Adult cyber bar 'n grill" called "Our" Place on the Classic Trains Forum . . . start at page one and you'll get the idea.[swg]

Hope to see ya again!

Tom[4:-)] [oX)]

[siberianmo]

Good Morning,

So, Al has begun the day with UP as the "Theme" - so let's see what's in the files . . . .

ENCORE! Passenger RR Fallen Flag

Here’s another Passenger RR Fallen Flag from Classic American Railroads:

Union Pacific (UP) – (passenger ops)

Headquarters: Omaha, NE

Mileage:

1950: 9,9720
1996: 22,785 (trackage rights included)

Locomotives as of 1963:

Steam: 29
Diesel: 1,347
Gas-turbine: 49

Rolling stock in 1963: Freight cars - 54,959 Passenger cars – 851

Principal lines in 1950:

Omaha-Ogden, UT via Cheyenne, WY
Ogden-Los Angeles via Las Vegas, NV
Julesburg-La Salle, CO
Granger, WY-Seattle, WA via Montpelier, ID & Portland, OR
Pocatello, ID-Butte, MT
Hinkle, OR-Spokane, WA
Ogden-McCammon (Pocatello)
Cheyenne & Borie-Kansas City via Denver
Topeka, KS-Gibbon, NE
Marysville, KS-Valley (Fremont) NE

Principal lines added as of 1996:

Salt Lake City, UT-Oakland, CA via Sacramento, CA
Freemont & Omaha-Chicago
Nelson, IL-St. Louis
Chicago-Green Bay via Kenosha and Oshkosh, WI
Chicago-Milwaukee via Bain, WI
Milwaukee-Minneapolis
Minneapolis-Kansas City via Des Moines, IA
Minneapolis-Omaha via Sioux City, IA
Chicago-Madison, WI

Plus the MoPac/ subsidiary lines:

Omaha-St. Louis via Kansas City
Chicago-Houston via Pana, Dupo (St. Louis) and Thebes, IL, Little Rock, AR and Palestine, TX
Houston-Brownsville, TXPalestine-Laredo, TX via Austin
Houston-New Orleans via Baton Rouge, LA
Kansas City-Little Rock, AR via Coffeyville, KS
El Paso, TX-New Orleans via Fort Worth and Shreveport, LA
Kansas City-Pueblo, CO

Passenger trains of note:

Butte Special (Salt Lake City, UT-Butte, MT)
Challenger (Chicago-Los Angeles)
City of Las Vegas (Los Angeles-Las Vegas)
City of Denver (Chicago-Denver)
City of Los Angeles (Chicago-Los Angeles via Cheyenne, WY)
City of Portland (Chicago-Portland, OR via Cheyenne [via Denver 1959-68])
City of Salina (Kansas City-Topeka-Salina, KS)
City of St. Louis (St. Louis-Los Angeles & San Francisco & Portland via Kansas City & Denver)
City of San Francisco (Chicago-Oakville, CA via Cheyenne)
Columbine (Omaha-Denver)
Forty Niner (Chicago-Oakland)
Gold Coast (Chicago-Oakland & Los Angeles)
Idahoan (Cheyenne-Portland via Pocatello)
Los Angeles Limited (Chicago-Los Angeles)
Pony Express (Kansas City-Los Angeles)
Portland Rose (Denver-Portland)
San Francisco Overland (Chicago-Oakland; after 1955 St. Louis-Oakland)
The Spokane (Spokane, WA-Portland)
Utahn (Cheyenne-Los Angeles)
Yellowstone Special (Pocatello, ID-West Yellowstone, MT)

Of note: UP trains serving Chicago operated Omaha-Chicago via C&NW until Oct 1955, then via Milwaukee Road 1955-71. All UP trains serving St. Louis operated via Wabash between St. Louis & Kansas City.


Enjoy! [tup]

Tom [4:-)] [oX)]

[Anonymous]

Hello siberianno . I see that you were a lifer. I was a short timer. Just spent two years over there. Came over on the same boat elvis presley was on the uss randall. They shipped me to boerlingen 20 km's south of sttugart at panzer kaserene. Then off I went to augsburg. Our home base was at saarbruchen. Traveled between southern part of germany and when I was on leave went to Verona Italy and later on to visit my parents in pescara and aquilla abruzzi. Those german trains were something, If the train was to leave at let's say 10 oclock, you could see the second hand on the dial hit 10, and the train would start to move. The trips were great for the scenic views you would see as I went thru the brenner pass going into italy. There's more to talk about but for now I 'll be waiting for your reply.. Felix

[siberianmo]

Hello Felix - "Lifer" was an expression used by those who weren't![swg] Never thought of myself in that regard - became a job and one I enjoyed. Guess I was lucky, eh[?]

This is the place to share your train travel experiences - but a better place is our bar 'n grill. Either way, you are welcome to join in! Appreciate your interest.

Elvis Presley wasn't one of my favorites and had he been aboard my ship (we never referred to 'em as "boats"!) he'd have been in for some rough goes ... <grin>

When I traveled by rail in Europe it was after having driven down through Germany from Lubek in a rental VW. Stayed in an Alpine town - got rip roarin' - had a blast for the 10 days we were there - then took the train to ULM for the connection to Paris. Met up with my ship at Brest. Great times and great memories.

Catch ya later!

Tom[4:-)][oX)]

[siberianmo]

Continuing on with the UP "theme" for this day . . . .

ENCORE! Passenger Train Nostalgia

PASSENGER TRAIN NOSTALGIA #10

Here’s something to enjoy regarding the Union Pacific from an advertisement in The Official Guide of the Railways – Aug 1956


Overnight – Every night
between CHICAGO & DENVER
Streamliner ”CITY of DENVER”

THIS SMART STREAMLINER FEATURES . . .

* The very latest in Pullman equipment; de luxe
bedrooms with newly designed, convenient
lavatory facilities. Modern roomettes . . . no
need to step into the aisle to lower or raise bed.
Also long length, restful berths.

* Coach seats built for complete comfort. Stretch-
Out leg rests and reclining backs. All seats
Reserved.

* Unusually attractive dining car serving highest
Quality of freshly prepared foods.

* Beautiful club lounge for Pullman occupants
and distinctive tavern car ”The PUB” for all
passengers.

Early morning arrival in both Denver and Chicago

WESTBOUND
Lv. Chicago (Milw. Road) ………. 4:30 p.m.
Ar. Denver (U. P.) .……………….. 8:30 a.m.

EASTBOUND
Lv. Denver (U. P.) .……………….. 3:30 p.m.
Ar. Chicago (Milw. Road) ………. 8:45 a. m.

UNION PACIFIC RAILROAD


Enjoy! [tup]

Tom[4:-)][oX)]

[LoveDomes]

Hello Tom

Looks like we may have an Army man in our midst. Two years tells me he was drafted. Anyway, hope he sticks around and better yet, winds up over at the bar![tup] Sounds like he may have some good train stories . . . C'mon over to the bar, Felix!

So, Al has set the pace with the "Theme for the Day!" on this thread, huh[?] Ok - here's my contribution for the [Union Pacific:

Once again -
The Name Trains of the Union Pacific (UP)

QUOTE: Butte Special
City of Denver
City of Los Angeles
City of Portland
City of St. Louis
City of San Francisco
Columbine
Gold Coast
Idahoan
Los Angeles Challenger
Northwest Special
Pacific
Pony Express
Portland Rose
San Francisco Challenger
San Francisco Overland
Spokane
Utahn
Yellowstone Special

As always, I don't expect this to be an all inclusive listing, but surely should satisfy those who recall the best of the bunch![tup]

Until the next time!

Lars

[passengerfan]

Good Afternoon Everyone continuing with the Up theme of the day.

UNION
PACIFIC
(UP)Dining and Lounge Cars
by Al
On February 12, 1934 The Union Pacific received the first truly successful streamlined train in the world. This three car articulated streamliner included Power Unit with turret cab above a large rounded grill an engine room housing the 600 hp distillate engine and electrical generator. In the same unit was a 20’ Railway Post Office Compartment and 15’baggage room. This power – RPO – Baggage unit was numbered M-10000. The second car in the articulated consist was a 56-revenue seat coach numbered 10400. The third car was a 56-revenue seat coach with a buffet-kitchen located in the Blind end bullet shaped observation end. This car was numbered 10401. The buffet-kitchen provided no seating as waiters took the passengers orders to their seats. This was the only food service provided in the three car articulated streamliner.
After a lengthy display at the Century of Progress exposition in Chicago the train traveled the country on exhibition and entered scheduled service January 31, 1935. Initially the train operated a daily round trip between Salina, Kansas and Kansas City. Within a few months the train began operating the following daily schedule: Salina – Kansas City – Topeka – Kansas City – Salina. While in this service the train was named the CITY OF SALINA and beginning December 16, 1941, the train was replaced by a steam-powered train with heavyweight cars a victim of its own success. The CITY OF SALINA was sent to Omaha where it remained until scrapped for its aluminum content in 1942.

M-10000 ARTICULATED CAB UNIT 600 HP POWER UNIT 30’ RAILWAY POST OFFICE BAGGAGE CAR
10400 ARTICULATED 56-REVENUE SEAT COACH
10401 ARTICULATED 56-REVENUE SEAT COACH BUFFET-KITCHEN BLIND END OBSERVATION Pullman Standard / EMC January-February 1934 (3-unit articulated streamliner became the CITY OF SALINA)

The second streamlined train to enter service on the Union Pacific was the CITY OF PORTLAND. This train when it entered service June 6, 1935 was a seven car articulated streamliner. But before it entered service it traveled around the country as a six car articulated streamliner after its delivery October 2, 1934. As originally built the six car train lacked a Dining-lounge car, only the 54-revenue seat coach buffet-kitchen blind end observation 10402 was part of the original as built consist. This would be rectified before the train entered service in June 1935. Articulated car E.H. HARRIMAN was built originally as a 10 section 1 compartment 1 double bedroom sleeping car that was trainlined third in the original consist. As the train entered scheduled service the former E.H. HARRIMAN was rebuilt to a 30-seat dining 10-seat lounge car and numbered 10300. It still was trainlined third articulated car in consist. The 10300 provided food and beverage service to the first class passengers of the CITY OF PORTLAND and the 10402 provided coach passengers with food and beverage service. The following consist is of the CITY OF PORTLAND as it entered scheduled service.

M-10001 Articulated Turret Cab 1,200 hp Power Unit.
12200 Articulated Baggage 12-Crew Dormitory Car
10300 Articulated 30-Seat Dining 10-Seat Lounge Car
OVERLAND TRAIL articulated 8-Section 1-Compartment 1-Double Bedroom Sleeping Car
ABRAHAM LINCOLN Articulated 10-Section 1-Compartment 1-Double Bedroom Sleeping Car
OREGON TRAIL articulated 8-Section 1-Compartment 1-Double Bedroom Sleeping Car
10402 Articulated 54-Revenue Seat Buffet-Kitchen Blind End Observation

Like the CITY OF SALINA this CITY OF PORTLAND train was retired and scrapped at Omaha in April 1941.
In 1936 two new nine-car articulated streamlined consists entered service. One thing that immediately set these two train sets apart and that was for the first time the power units were not articulated to the rest of the consists. These were designated the third and fourth trains.
The third train entered scheduled service May 15, 1936 as the CITY OF LOS ANGELES. The new CITY OF LOS ANGELES featured two power units a Cab unit with a 1,200 hp diesel and a booster unit with a 900 hp diesel. These were numbered M-10002A and M-10002B. The three cars in the consist we are concerned with in this book are 12760 a baggage –12-crew dormitory – Kitchen car, 10301 a 32-seat dining expandable at meal times to 40 seats and a 17-seat lounge expandable during non meal hours to 25-seats. The third car we are concerned with in this CITY OF LOS ANGELES train was the 10404 a 38-revenue seat coach buffet kitchen blind end observation. All cars were articulated in the nine car consist. The three cars we are concerned with were train lined second, third and ninth in the CITY OF LOS ANGELES.
Car 12201, Car 12760 and 10404 were retired and scrapped in March 1943.

12201 ARTICULATED BAGGAGE 12-CREW DORMITORY KITCHEN CAR
12760 ARTICULATED 32-SEAT DINING 8-SEAT CARD SECTION 17-SEAT LOUNGE CARS

10404 38-SEAT COACH BUFFET-KITCHEN BLIND END OBSERVATION

The fourth train a new CITY OF SAN FRANCISCO inaugurated June 14, 1936 was identical to the new CITY OF LOS ANGELES except for the power units. The first power unit M-10004A featured a 1,200 hp diesel and the booster unit M-10004B featured a 1,200 hp diesel. The second articulated car was a baggage 12-crew dormitory Kitchen car 12202; the dining lounge car 10302 was identical to the 10301. The third car was the articulated 10406 another blind end observation with 38-coach seats and a buffet –kitchen. The fourth train was extensively rebuilt after being removed from -month rebuilding the train emerged as a 10-car articulated train set with a single car and with two power units. The power units M-10004A and M-10004B were renumbered LA-4A and LA-4B. The former blind end observation kitchen –buffet car 10406 was completely rebuilt to a 40-seat coach and was shifted to become the first articulated car in the consist with the new number LA-403.The third articulated car was the LA-603 now a 32-seat Coffee Shop Kitchen car rebuilt from the Baggage – 12 crew dormitory Kitchen car 12761. The fourth articulated car was LA-604 a 60-seat dining room car rebuilt from the former 10302. The last car in this train was an articulated Buffet 38-seat lounge square ended observation numbered and named LA-902 COPPER KING originally built as auxiliary power 30’RPO Baggage car 12202 the first articulated car in the original fourth train consist. The fourth train was not retired until 1948 and was finally scrapped in 1950. Original cars as built listed first followed by dining and lounge cars as rebuilt.

12203 ARTICULATED BAGGAGE 12-CREW DORMITORY KITCHEN CAR
12761 ARTICULTED 32-SEAT DINING 8-SEAT CARD SECTION 17-SEAT LOUNGE CAR

10406 ARTICULATED 38 REVENUE SEAT COACH BUFFET –KITCHEN BLIND END OBSERVATION

LA-603 ARTICULATED 32-SEAT COFFEE SHOP – KITCHEN CAR
LA-604 ARTICULATED 60-SEAT DINING ROOM CAR

LA-902 COPPER KING ARTICULATED BUFFET 38-SEAT LOUNGE OBSERVATION

The next two trains the fifth and sixth built for the Union Pacific were the CITY OF DENVER consists delivered in June 1936. These trains were each ten cars and were the first streamliners that no more than two cars were articulated pairs. As delivered each consist had four single cars and three articulated pairs. The cars we are concerned with here are the third, sixth and tenth in each consist The third car in each consist was the Baggage “Frontier Shack” Buffet 24-seat Tavern Lounge car, the sixth car in each consist a 24-seat dining 12 seat cocktail lounge car. The third car was part of an articulated pair and was the final car in each consist, these were 5-Double Bedroom 1 compartment 22-Seat Lounge Observations. All numbered cars in the two CITY OF DENVER consists were assigned new CD prefix numbers in June 1937. The fifth train dining and lounge cars are listed first followed by the sixth trains showing the original numbers and the CD numbers in parenthesis.

11701 (CD-70) BAGGAGE “FRONTIER SHACK” BUFFET 24-SEAT TAVERN LOUNGE CAR

10303 (CD-60) 24-SEAT DINING 12-SEAT COCKTAIL LOUNGE CAR

OGALLALA ARTICULATED 5-DOUBLE BEDROOM 1-COMPARTMENT 22-SEAT LOUNGE OBSERVATION

11703 (CD-71) BAGGAGE “FRONTIER SHACK” BUFFET 24-SEAT TAVERN LOUNGE CAR

10304 (CD-61) 24-SEAT DINING 12-SEAT COCKTAIL LOUNGE CAR

COLORES ARTICULATED 5-DOUBLE BEDROOM 1-COMPARTMENT 22-SEAT LOUNGE OBSERVATION

The CD-61 dining –lounge car was rebuilt to a 40-seat dining car in December 1942. In February 1943 CD-60 underwent the same conversion work.
The CD-70 was rebuilt in December 1944 to a 12-Crew Dormitory Buffet 24-seat “Frontier Shack” Tavern lounge car, one month later in January 1945 the same work was completed to CD-71. While the CITY OF DENVER streamlined cars were rebuilt heavyweight cars substituting.
The Union Pacific received five articulated Twin-unit dining cars from Pullman Standard in November 1937 carrying the same number on both cars 5100 - 5104. They rode on four-wheel trucks at their outer ends and a six-wheel truck was under the articulation. The one car contained Crew Dormitory space for 20 and the Kitchen. The other half of the Twin Unit dining cars was a 68-seat dining room car. The five twin-unit dining sets were assigned to the LOS ANGELES CHALLENGER pool of cars.
Following WW-II the 5100 – 5104 were assigned to the CITY streamliners when daily service began in 1947. All but 5102 were assigned to the four consists of the first daily CITY OF LOS ANGELES streamliners and the 5102 was assigned to one of the CITY OF SAN FRANCISCO daily train sets. As new equipment arrived for the postwar streamliners the five twin – unit dining cars were assigned to other UP trains such as the LOS ANGELES LIMITED, IDAHOAN and other secondary trains during peak travel times when a single unit dining car was unable to handle the crowds. All five of these twin unit sets were assigned to the revived CHALLENGER in 1954 after the dining room units seating was reduced to 52.
In March – April 1956 the twin-units were assigned separate numbers as follows:

5100 Dormitory Kitchen ex 5100
5101 Dining Room ex 5100

5102 Dormitory Kitchen ex 5101
5103 Dining Room ex 5101

5104 Dormitory Kitchen ex 5102
5105 Dining Room ex 5102

5106 Dormitory Kitchen ex 5103
5107 Dining Room ex 5103

5108 Dormitory Kitchen ex 5104
5109 Dining Room ex 5104

ARTICULATED TWIN-UNIT 20-CREW DORMITORY KITCHEN 68-SEAT DINING ROOM CARS Pullman Standard November 1937 (Built for and assigned to LOS ANGELES CHALLENGER pool)

5100 – 5104

The next train to enter service on the UP was the seventh train a new CITY OF LOS ANGELES. This train was made up of four single cars and 10 articulated cars for a fourteen car consist. The cars of concern to us in this book are the articulated pair train lined fourth and fifth the single car following the articulated pair and the last car in the fourteen car consist. This new train was delivered to the UP in December 1937 and entered service on the eighteenth of that month. The articulated pair consisted of a 32-seat coffee shop kitchen car LA-601 BILTMORE articulated to a 72-seat dining room car LA-602 AMBASSADOR.
The next car in consist was the 9-crew dormitory ¼ round bar 35-seat Club car LA-701 “THE LITTLE NUGGET” decorated in a gay nineties theme.
The final car in consist was the LA-901 SUN VALLEY a buffet 38-seat Lounge Observation nurses quarters and barber shop. All CITY OF LOS ANGELES cars lasted until the late 1950s before meeting the scrapper. In the case of LA-701 “THE LITTLE NUGGET” it still is preserved today in a railroad museum in southern California.

ARTICULATED 32-SEAT COFFEE SHOP KITCHEN CAR Pullman Standard December 1937 (Built for and assigned to seventh train CITY OF LOS ANGELES)

LA-601 BILTMORE

ARTICULATED 72-SEAT DINING ROOM CAR Pullman Standard December 1937 (Built for and assigned to seventh train CITY OF LOS ANGELES)

LA-602 AMBASSADOR

9-CREW DORMITORY BUFFET 35-SEAT CLUB LOUNGE CAR Pullman Standard December 1937 (Built for and assigned to seventh train CITY OF LOS ANGELES)

LA-701 “THE LITTLE NUGGET”

NURSES ROOM BARBER SHOP BUFFET 38-SEAT LOUNGE OBSERVATION CAR Pullman Standard December 1937 (Built for and assigned to seventh train CITY OF LOS ANGELES)

LA-901 SUN VALLEY

At nearly the same time the eighth train was delivered a new CITY OF SAN FRANCISCO consist that entered service January 2, 1938. This train was also a fourteen car consist with six single cars and eight articulated cars in pairs.
The third and fourth articulated cars were 32-seat coffee shop car with kitchen SF-601 PRESIDIO articulated to a 72-seat dining room car SF-602 MISSION DOLORES. The next single car SF-701 EMBARCADERO featured 9-crew dormitory ¼ round bar and 35-seat lounge.
The final car in consist was SF-901 NOB HILL with nurses quarters barbershop buffet 38-seat lounge observation. Only the SF-901 NOB HILL had a long career on the UP the other three CITY OF SAN FRANCISCO feature cars were destroyed by an act of sabotage near Harney Nevada August 12, 1939.

ARTICULATED 32-SEAT COFFEE SHOP KITCHEN CAR Pullman Standard December 1937 (Built for and assigned to eighth train CITY OF SAN FRANCISCO)

SF-601 PRESIDIO

ARTICULATED 72-SEAT DINING ROOM CAR Pullman Standard December 1937 (Built for and assigned to eighth train CITY OF SAN FRANCISCO)

SF-602 MISSION DOLORES

9-CREW DORMITORY BUFFET 35-SEAT CLUB LOUNGE CAR Pullman Standard December 1937 (Built for and assigned to eighth train CITY OF SAN FRANCISCO)

SF-701 EMBARCADERO

NURSES ROOM BARBER SHOP BUFFET 38-SEAT LOUNGE OBSERVATION Pullman Standard December 1937 (Built for and assigned to eighth train CITY OF SAN FRANCISCO)

SF-901 NOB HILL

In June and July 1941 the UP received a large number of cars to partially reequip the seventh train and replace the wreck damaged cars of the eighth train. At the same time there were enough of these new cars to equip a new ninth train CITY OF LOS ANGELES and new tenth train CITY OF SAN FRANCISCO. As a result of these changes the following CITY OF LS ANGELES cars were reassigned to the CITY OF SAN FRANCISCO and they exchanged their LA prefix numbers and named for SF prefix names as follows:

ARTICULATED 32-SEAT COFFEE SHOP KITCHEN CAR

SF-605 PRESIDIO originally LA-601 BILTMORE

ARTICULATED 72-SEAT DINING CAR SEATING reduced to 68

SF-606 MISSION DOLORES originally LA-601 AMBASSADOR

Two new non-articulated cars were built for the revised seventh train; they were LA-611 MISSION INN a 24-seat Café 29-seat Lounge car, and 56-seat Dining car LA-701 BILTMORE. Both cars were constructed and delivered in June 1941 by Pullman Standard to the Union Pacific. At the same time a mostly new ninth train CITY OF LOS ANGELES was constructed to enter service. The new Café Lounge car for this train was LA-612 HACIENDA and the 56-seat dining car was LA-607 BILTMORE. Next to the dining car was a new Barbershop nurses room buffet 30-seat club lounge car LA-703 “HOLLYWOOD”. The last car in the ninth train was a 4-Double Bedroom Buffet 32-seat lounge observation BALDY MOUNTAIN.

24-SEAT CAFÉ 28-SEAT LOUNGE CARS Pullman Standard June 1941 (Built for revised seventh and new ninth CITY OF LOS ANGELES trains)

LA-611 MISSION INN

LA-612 HACIENDA

56-SEAT DINING CARS Pullman Standard June 1941 (Built for revised seventh and new ninth CITY OF LOS ANGELES trains)

LA-607 BILTMORE

LA-608 AMBASSADOR

BARBER SHOP NURSES QUARTERS BUFFET 30-SEAT CLUB LOUNGE CAR Pullman Standard June 1941 (Built for and assigned to ninth train CITY OF LOS ANGELES)

LA-703 HOLLYWOOD

4-DOUBLE BEDROOM BUFFET 32-SEAT LOUNGE OBSERVATION Pullman Standard July 1941 Plan: 4096A Lot: 6636 (Built for and assigned to ninth train CITY OF LOS ANGELES)

BALDY MOUNTAIN

At the same time a revised eighth train and a mostly new tenth train entered service as CITY OF SAN FRANCISCO train sets.
A new articulated 32-seat Coffee shop Kitchen car and 64-seat dining car were built for the new tenth train SF-609 FORT MASON and SF-610 ST. FRANCIS WOODS. The revised eighth train used the former CITY OF LOS ANGELES seventh train cars renamed for CITY OF SAN FRANCISCO service as previously mentioned.
The revised eighth train received a new 9-crew-dormitory buffet 35-seat club lounge car SF-702 EMBARCADERO and the new tenth train received a new Barbershop Nurses quarters Buffet 30-seat Club Lounge car SF-704 MARINA. The new tenth train received a new 4-Double Bedroom Buffet 32-seat lounge observation RUSSIAN HILL.

ARTICULATED 32-SEAT COFFEE SHOP KITCHEN CAR June 1941 (Built for and assigned to tenth train CITY OF SAN FRANCISCO)

SF-609 FORT MASON

ARTICULATED 64-SEAT DINING ROOM CAR Pullman Standard June, 1941 (Built for and assigned to tenth train CITY OF SAN FRANCISCO)

SF-610 ST. FRANCIS WOODS

9-CREW DORMITORY BUFFET 35-SEAT CLUB LOUNGE CAR Pullman Standard June 1941 (Built for and assigned to revised eighth train CITY OF SAN FRANCISCO)

SF-702 EMBARCADERO

BARBER SHOP NURSES QUARTERS BUFFET 30-SEAT LOUNGE CAR Pullman Standard June 1941 (Built for and assigned to tenth train CITY OF SAN FRANCISCO)

SF-704 MARINA

4-DOUBLE BEDROOM BUFFET 32-SEAT LOUNGE OBSERVATION Pullman Standard July 1941 Plan: 4096A Lot: 6636 (Built for and assigned to tenth train CITY OF SAN FRANCISCO)

RUSSIAN HILL

Many of the above lounge cars were stored for the duration of WW-II from 1942 until 1946 by order of the Office of Defense transportation.

LA-703 HOLLYWOOD stored in Chicago

LA-901 SUN VALLEY was stored in Los Angeles

SF-704 MARINA was stored in Chicago

SF-901 NOB HILL was stored in Oakland

In August 1942 Omaha shops remodeled 56-seat coach with nurses room 5203 into a 24-seat coach and 22-seat lounge car. The former nurses quarters of this coach was converted into a bar. The car was added to the ninth train CITY OF LOS ANGELES trainlined between LA-405 PASADENA and LA-406 BOULDER CITY that trains two 48-seat coaches. The 5203 car was originally built for the CHALLENGER in 1937. The 5203 was again remodeled in 1947 to a Barber Shop Bar 32-seat Lounge car and this time renumbered 1521 for daily CITY train service. In addition seven additional former CHALLENGER 56-seat coaches with nurses quarters were rebuilt to barber shop bar 32-seat Lounge cars for daily CITY service as follows in 1947. Two of the cars 1522 and 1523 were equipped for end of train service with a finished flat type end with a small round porthole centered complete with window wiper and assigned to two of the CITY OF LOS ANGELES consists when that train became daily.

1516 originally 5205

1517 originally 5206

1518 originally 5207

1519 originally 5210

1520 originally 5211

1521 originally 5203

1522 originally 5204

1523 originally 5208

The CITY OF PORTLAND was the first UP CITY streamliner to become a daily train in 1947. Café Lounge cars LA-611 MISSION INN and LA-612 HACIENDA were shopped and rebuilt to 56-seat dining cars only the prefix in their numbers changed from LA to CP. 56-seat Dining cars LA-607 BILTMORE and LA-608 AMBASSADOR also had their prefix changed from LA to CP for the 1947 summer daily CITY OF PORTLAND trains.
The Union Pacific – Chicago & North Western – Southern Pacific placed large orders for postwar cars to equip the CITY streamliners but deliveries would not begin until 1949. The SP remained loyal to Pullman Standard while the UP and C&NW turned to American Car & Foundry for their postwar CITY fleet. The UP ordered fifty 10-6 sleeping cars from Budd that became the backbone of the postwar CITY fleet.
Between January and April 1949 American Car & Foundry delivered twenty-one 48-seat dining cars for streamliner service, four of these cars were C&NW owned 6956-6959 and the other seventeen were UP 4800-4816. These cars were assigned to the CITY OF PORTLAND, CITY OF LOS ANGELES, CITY OF SAN FRANCISCO and LOS ANGELES LIMITED all were painted in streamliner colors. All four of the former C&NW cars were sold to Mexico for further service. The UP cars were not retired until 1970-71 and all but four were sold to other railroads or tourist services. The UP retained four; one for Work train service and three were assigned to the UP business fleet.

48-SEAT DINING CARS American Car & Foundry January – April 1949 (Built for and assigned to CITY fleet)

C&NW

6956-6959

UP

4800-4816

In April – May 1949 the UP received six 6-crew dormitory buffet 39-seat lounge cars 6100 – 6105. These cars were initially assigned to the CITY OF LOS ANGELES and later operated in the LOS ANGELES LIMITED and even operated in the CHALLENGERS for a brief period. All of these cars were retired in 1970-71 and sold for further service.

8-CREW DORMITORY BUFFET 39-SEAT LOUNGE CARS American Car & Foundry April – May 1949 (Built for and assigned to CITY service)

UP

6100 – 6105

Ten new Café-Lounge cars were delivered to the UP and C&NW for assignment to the CITY OF PORTLAND and CITY OF LOS ANGELES in May – June 1949. These cars were numbered C&NW 7800 – 7802 and UP 5000 – 5006. These cars were assigned to the coach passengers of those streamliners and seated 24 in the dining section and 29 in the lounge. The C&NW cars were withdrawn from streamliner service in May 1955 and were assigned to 400 trains after that time. The three C&NW cars were retired in 1970. All seven UP cars were remodeled between May 1959 and May 1960 to 8-seat lunch counter 24-seat dining 16-seat lounge cars. After remodeling the cars were assigned to coach passengers of the CITY OF PORTLAND and CITY OF DENVER trains. Six of the seven UP cars were retired in 1967 and sold while the seventh 5004 remained on the UP until 1971 when it was sold to the Alaska Railroad for further service.

24-SEAT DINING 29-SEAT LOUNGE CARS American Car & Foundry May – June 1949 (Built for and assigned to CITY OF PORTLAND & CITY OF LOS ANGELES)

C&NW

7800-7802

UP

5000-5006

Twelve Barbershop Shower Stewards Room Buffet 39-seat lounge cars were delivered by American Car & Foundry in July 1949 to the UP and C&NW. Three of the cars 7900-7902 were C&NW owned and the other nine were UP owned. The UP cars were both numbered and named when delivered, and the named were removed between March and June 1956. These cars were assigned to Pullman passengers in the CITY streamliners. In 1959 all nine UP cars were remodeled with the barbershop equipment removed and the train stewards room was opened up as well and became a card playing area in these cars for eleven.

BARBERSHOP SHOWER STEWARDS ROOM BUFFET 39-SEAT LOUNGE CARS American Car & Foundry July 1949 (Built for and assigned to CITY streamliners)

C&NW

7900 – 7902

UP

6200 LOUP RIVER

6201 PLATTE RIVER

6202 COLUMBIA RIVER

6203 COLORADO RIVER

6204 GREEN RIVER

6205 MOJAVE RIVER

6206 PORTNEUF RIVER

6207 PAYETTE RIVER

6208 WEBER RIVER

In September 1950 the UP purchased the GM TRAIN OF TOMORROW and after repainting in Omaha sent the cars west in a CITY OF LOS ANGELES consist. From Los Angeles the cars traveled to there new home Portland Oregon where they were assigned to the UP Portland – Seattle pool trains. The two dome cars we are concerned with are the dome dining car SKY VIEW with 18 seats at tables in the dome arranges three tables for two on the right hand side facing forward and three tables for four on the left side. At the front of the dome were a condiment table and an electric dumbwaiter that brought the food from the kitchen located o the main level of the car forward of the dome. On the main level to the rear of the dome was another 18-seat dining room featuring three regular dining tables for four and three tables for two on the opposite side. The main dining areas of the car seated 36 total. In addition there was a private dining area beneath the dome for six. This area was opened up for extra dining space when not reserved for a private party. The Union Pacific assigned the number 8010 to the SKY VIEW in March 1956.
The other dome operated in the TRAIN OF TOMORROW of interest in this book is the MOON GLOW the trains dome lounge observation. The dome featured the usual 24-seats and the forward part of the main level was a cocktail lounge with seating for 13. Beneath the dome was the remainder of the cocktail lounge and the bar the seating beneath the dome was for 10. To the rear of the dome on the main level of the car was a desk and chair tucked in behind the stairs leading to the dome level in a private alcove. The main level to the rear of this alcove was arranged in a comfortable lounge setting with seating for 21. Originally this was the observation end of the car later squared off for mid-train operation. The car MOON GLOW was numbered 9015 in March 1956. This is the only TRAIN OF TOMORROW car that was saved, after rescue from a Pocatello scrap yard the car today is being restored by a Railroad Historical group at Ogden Utah.
In December 1953 American Car & Foundry delivered two Twin Unit Dining cars 5105 and 5106. Both cars carried the same number. These cars were nearly identical to those built for the CHALLENGER before WW II. The units were comprised of a 20-Crew Dormitory – Kitchen car and 52-seat Dining Room car attached to one another by draw bar. These two sets were assigned to the 1954 CITY OF DENVER consists. The new CITY OF DENVERS began service January 10, 1954. In 1956 the cars in each set were individually numbered 20-Crew Dormitory – Kitchen car 5105 became 5110 and 52-seat Dining Room Car 5105 was numbered 5111. The other set with 20-Crew Dormitory – Kitchen car 5106 was renumbered 5112 and 52-seat dining room car 5106 was renumbered 5113.

TWIN UNIT DINING SETS 20-CREW DORMITORY – KITCHEN CAR – 52-SEAT DINING ROOM CAR American Car & Foundry December 1953 (Built for and assigned to CITY OF DENVERS)

5105-5105, 5106 – 5106

Between February and April 1955 the UP received fifteen Dome Lounge Observations with a squared off observation end complete with neon lighted tail sign identifying which streamliner they were built for. The cars built by American Car & Foundry were among the finest domes built construction was mainly of Aluminum with the dome area that holds the glass constructed of stainless steel, This framing was constructed by Budd for American Car and Foundry, which explains why the UP domes so closely resembled Budd domes in appearance. The only difference between the two makes of domes was that AC&F requested curved glass panels instead of flat glass panels like Budd offered in there standard domes. The interiors of these dome lounge Observations were identical to that built for the TRAIN OF TOMORROW car. Forward of the dome on the main level was a cocktail lounge seating with seating for 12. Beneath the dome was the remainder of the cocktail lounge and lounge the seating was for ten passengers. There was a desk and chair on the main level to the rear tucked in behind the stairs leading to the dome level for the use of any sleeping car passenger wishing to write letters. The main level to the rear of this alcove was arranged in a lounge with comfortable seating for 21. The interiors of the cars were decorated in three different styles to suit the territory the cars were assigned to operate through giving them some local flavor. Dome observations 9000 – 9004 were built for and assigned to the CITY OF LOS ANGELES consists. Dome Observations 9005 – 9009 were built for and assigned to the CITY OF PORTLAND consists, and 9010 – 9014 were built for and assigned to the CITY OF ST. LOUIS cars. All of these cars lost their distinctive tail-signs and were fitted with a diaphragm at the Observation end to permit mid-train operation. This is exactly where the cars were moved to operate directly behind the dining cars.

24-SEAT DOME BAR 44-SEAT LOUNGE OBSERVATON CARS American Car & Foundry February – April 1955 (Built for and assigned to CITY OF LOS ANGELES – CITY OF PORTLAND – CITY OF ST. LOUIS)

CITY OF LOS ANGELES

9000 – 9004

CITY OF PORTLAND

9005 – 9009

CITY OF ST. LOUIS

9010 – 9014

Dome –Dining cars joined the streamliner fleet in April – May 1955, for assignment to the CITY OF LOS ANGELES and CITY of PORTLAND consists. These cars numbered 8000 – 8009 were built with a kitchen in the short main level of the car ahead of the dome the pantry was located under the dome occupying ½ of this space. The other ½ of the area beneath the dome was occupied by a ten-seat dining room. This was the reserve dining area used only during peak travel periods or when reserved by passengers traveling in groups or when movie stars or other VIPS traveling required privacy. To the rear of the under dome area in the long main level area was a dining room with three round tables for four and three round tables for two giving this dining room seating for 18. The dome area seated an additional eighteen passengers for dining at conventional type dining seating with three tables for two along one side of the dome and three tables for four along the other side of the dome. Food was delivered to the dome level by an electric dumbwaiter located at the front of the dome. There was also a condiment area and bread warmer as well as toaster located at the front of the dome. Those dome –dining cars 8000-8004 built for the CITY OF LOS ANGELES were decorated in a Hollywood theme, while those built for the CITY OF PORTLAND 8005 – 8009 were decorated in Rose patterns as Portland is known as the city of Roses.
Total dining capacity of the cars was 46 seats when the reserve dining room was used.
These cars were not popular with crews as the kitchen and dome was always hot and the air conditioning system was unable to adequately cool these areas of the cars during the hot summer months.

46-SEAT DOME DINING CARS American Car & Foundry April – May 1955 (Built for and assigned to CITY OF LOS ANGELES and CITY OF PORTLAND)

CITY OF LOS ANGELES

8000 – 8004

CITY OF PORTLAND

8005 – 8009

Several prewar CITY streamliner feature cars were transferred to UP ownership and renumbered between May 1955 and March 1956 soon after renumbering the cars lost their names as follows:
MAY 1955

1575 SUN VALLEY lounge observation originally LA-901 SUN VALLEY

1576 NOB HILL lounge observation originally SF-901 NOB HILL

JULY 1955

1504 HOLLYWOOD Buffet Lounge Car originally LA-703 HOLLYWOOD

MARCH 1956

4817 BILTMORE Dining Car originally CP 607 BILTMORE

4818 AMBASSADOR Dining Car originally CP-608 AMBASSADOR

5007 MISSION INN Café Lounge Car originally LA 611

5008 HACIENDA Café Lounge Car originally LA 612

6107 EMBARCADERO Crew Dormitory Lounge Car originally CP 103

American Car and Foundry delivered four Lunch Counter Dining cars to the UP in June 1956 for assignment to the CITY OF ST. LOUIS. Only four cars were built as they only operated between Denver and Los Angeles. Five would have been required for through St. Louis – Los Angeles service. The four cars were numbered 4000 – 4003. These cars seated 20 at one of the longest lunch counters on a streamlined passenger car. There were also four tables for four at one end of the car.

The 4000 was assigned to the CITY OF LAS VEGAS between Los Angeles and Las Vegas round trip daily beginning September 15, 1957 with 4002 held in reserve for this service.
In 1960 the cars were shopped and the Lunch Counter seats were removed and a cafeteria service area replaced the lunch counter. The tables were also removed and seating only was provided for 16 against the walls of the car where the dining area had formally been located.

20-SEAT LUNCH COUNTER 16-SEAT DINING AREA CARS American Car & Foundry June 1955 (Built for and assigned to CITY OF ST. LOUIS)

4000 – 4003

The Union Pacific placed an order with St. Louis car in July 1958 for 10-cars to be assigned to the CITY OF PORTLAND and CHALLENGER. In winter months those cars assigned to the CHALLENGER operated in the combined CITY OF LOS ANGELES – CHALLENGER. The new cars were delivered between August and December 1959 and served the coach passengers of the trains mentioned. The cars were numbered 5007-5016. One 5015 was retained by the UP business car fleet three were sold privately in 1971 5007, 5011, and 5016. Three were sold to the Alaska Railroad in 1971 5012,5013, and 5014. The remaining three were sold to Amtrak in 1974.

8-SEAT LUNCH COUNTER 24-SEAT DINING 16-SEAT LOUNGE CARS St. Louis Car Company August – December 1959 (Built for and assigned to CITY OF PORTLAND and CHALLENGER)

5007 – 5016

Two AMERICAN series 6-Section 6- Roomette 4 Double Bedroom sleeping cars built by American Car & Foundry in March – April 1950 were shopped in Omaha in 1962 and two sections were removed a small buffet and dining area occupied the space where the two sections had previously been. The two cars rebuilt in this manner were AMERICAN GENERAL and AMERICAN VIEW. They were assigned to the BUTTE SPECIAL, trains operating nightly in each direction between Salt Lake City and Butte.

TTFN AL

[Anonymous]

Hi guy's What kind of beer do you drink there? I'll bet its nothing like the stuff we used to have over there. Two litres of dunkel beer a shot of steinhager would put you on the floor. Got used the stuff after being there after couple of months. I guess you were in the navy. Did you have sea duty or were you land based? Felix