Good evening Tom and gang. I'll have a bottomless draught if you please and buy a round for the house. Thanks to all who have expressed concern over my durned flooded basement. It's mostly dry, but I don't think we've seen the last of our problems. Eric is right about not being able to use the padding anymore. The carpet will probably be OK, if I can catch a break with a few dry days, so I can spread it out over the driveway to dry.
Looks like a bit of activity here today. James pulled a surprise move and put up an article that wasn't Milwaukee Road, and somebody turned on the Rock Island machine, with some posts from our Captain and Moon Pie Lars. I have another segment of the D&H, which follows:
Delaware and Hudson by William L. Rhode April 1947 Railroad Magazine
Official observation car, Number 80, used to speed down the old gravity line. Note graceful roof curve and wicker backs of swivel deck chairs.
During the early nineteenth century, the cities of Albany and Troy, N.Y. engaged in open commercial hostility. Albany contributed to the construction of roads like the Mohawk & Hudson and the Saratoga and Schenectady in order to coax trade and travel its way. Troy, not to be outdone by Albany, incorporated the Rensselaer & Saratoga. The charter permitted the construction of a bridge across the Hudson River, a valuable adjunct to Troy. The formal opening of the section from Waterford to Ballston Spa on August 18th, 1835, was attended by two military companies and marked by a derailment. On the following day service commenced with two trains each way daily, fare one dollar to Ballston Spa and $1.25 to Saratoga Springs.
Freeman Hunt, noted traveler of the period wrote from the Mansion House in Troy, May 11th, 1836:
"Yesterday I took a seat in one of the passenger cars, on the new railroad, from Ballston. He road now extends to Saratoga and will, I venture to predict, become the most fashionable route, as indeed it is the most interesting, to the Springs ..."
"There are twenty-four cars made in Troy by those famous coach builders, Gilbert, Veazie and Eaton, and belonging to the company. They are sufficiently high within for the passengers to stand erect, the whole divided into three apartments; the seats of which are cushioned and backed with crimson morocco, trimmed with coach lace; each apartment is surrounded by moveable panels ... Within the panels are "transferred" some of the most splendid productions of the ancient and modern masters. The tout ensemble is more like a moveable gallery of fine arts, than like a train of railroad cars ...
"Connected with the cars are two beautiful locomotives, the Erie and the Champlain.
After describing the bridge across the Hudson from Troy to Green Island, Hunt continued: "On Hawver Island may be seen the remains of an old fort thrown up in the Revolutionary War ... The passage over the island to Waterford and indeed the whole route to Ballston and Saratoga Springs is really delightful. Ten, too, the agents of the railroad are civil to passengers and more than usually attentive to the locomotives."
The fact is not stated by Hunt, who certainly must have traveled on a pass, but the cars were drawn by horses from the terminus in Troy across the bridge to Green Island, where a steam locomotive was coupled on.
The R&S, with its cars of "beautiful fawn color, with buff shading, painted in rose, pink, and gold borders, and deep lake shading, and small mouldings of delicate stripes of vermillion and opaque black," must have moved the holders of the Saratoga & Schenectady with envy, for they promptly obtained control of it through stock purchase. With the establishment of no-change service to Saratoga Springs, the Renssalaer & Saratoga became a link in the fastest service between New York and Montreal; and remains such today, under the Delaware & Hudson.
Passenger train on Adirondack Company's rails in 1865, when only 25 of the projected 125 miles were laid and in operation.
Twenty years later, under an agreement between the Troy & Boston, the Troy and Rutland, and the Rutland & Washington, the R&S opened a route between Troy and Rutland, Vt. A similar arrangement, although over slightly different track age, exists today between Delaware & Hudson and Boston & Maine.
The R&S obtained control of the Saratoga & Whitehall Company in 1864. This property, which included the Rutland & Whitehall Railroad from the New York-Vermont state line to Castleton, Vt., increased R&S track age a total of 113 miles. Consolidation added the Troy, Salem & Rutland to the system. Upon the conclusion of a favorable contract with the Lake George Steamboat Company for traffic through Lake George, the railroad aided in rebuilding two large hotels in Saratoga Springs. Further extension took place in 1868 when the Champlain Transportation Company was absorbed. The year was also notable for the conversion of wood-burning locomotives to coal and the purchase of additional engines of the new type.
The system stretched to 181 miles with the acquisition of stock in the Glenn Falls Rail Road Company ion 1869. Soon afterward American steel rails came into use A year later, the Delaware & Hudson Canal Company proposed leasing the R&S, together with its accumulated and assorted holdings. The lease, in perpetuity, became effective May 1st, 1871.
The Delaware & Hudson was no longer called the little coal hauler of 1840. An ever increasing flow of black gold out of the company holdings and over company transportation systems had brought expansion in all directions. Two major steps taken in 1838 had placed the science of railroading far ahead of its previous position. In a single year, eight-wheel coaches and cars came rapidly into use and, secondly, the steam locomotive proved itself efficient on steep grades. When William Norris ran his locomotive, the Washington, up the steep ascent on the Columbia Railroad hauling a tender and two cars containing fifty-three passengers, the doom of inclined planes and stationary engines, except in very rare circumstances, was assured.
D&H passenger of early Eighties at Albany Station illustrates continuous policy of improving rail equipment. Number 203 was built by Scranton Mfg. Co.
From 1842 to 1850 the D&H knew steady but unspectacular improvement. Nor was its course all business and finance. Sites were donated for churches in Honesdale and Carbondale. A steamboat, the Delaware, burned the company's own coal on its run between Kingston and New York. Further land was donated for the Seat of Justice of Wayne County. In 1844, the company's banking privilege expired, halting the use of distinctive tens and fifties with their paddle-wheel steamer and early sweater girl engravings. In spite of the fact that the railroad was necessary to haul coal "over the hump," the canal still received most of the directors' attention. Exclusive of tools, it cost 1 1 ½ cents per ton per mile to move traffic via the canal as against 2 ½ cents by rail and fifteen cents over turnpike roads. (To be continued)
Good morning Captain Tom and Gentlemen!!
Leon, Friday night! I'll have... no wait. I'll have that medium cooked Filet Mignon and mushrooms! You know, it's Friday only once a week. Don't worry, be happy!!
This Saturday I will not be thinking too much of trains. We are going to Luke Air Force Base to celebrate the 60th Anniversary of the U.S. Air Force! It will be very interesting!
Tom – Trolley pix? Those “trolleys” are actually something in between a DMU and a rail car (Classes Y6 & Y7) built for use on branch lines (with low allowed axle load) with too few people traveling motivating regular locomotive hauled passenger trains. They were built in the 1953-1961 and the last ones were taken out of service 1989. Anyway, the pix was taken in a city (Lidköping) located roughly halfway between Stockholm and Gothenburg. A little bit closer to Gothenburg though. I feel sorry for you if you can’t sleep through the night. I am happy to say that I don’t have that kind of problem (yet). Thanks for the Rock Islands info! I did not know they had a route all the way to Tucumcari, NM! Not a day without learning something new here at the bar! Nice pictures of the Aerotrain and locomotives!Lars – Hey, you better be careful! I saw Ruth standing outside the jewelry store with a dreaming smile in her face,while she was looking at those golden items in the window!! Two nice book covers and I am sure those books are good as well! Pete – Tom is right, the picture is from Sweden. I took it in 1968. I read about the new speed record. I don’t think we ever will see any regular High Speed Trains will be running at speeds over 300 mph. It will cost way too much to build and maintain tracks capable of handling trains at that speed every day. I think Arizona has most miles of the original Route 66 left of all states it ran through. So the Irish are still running GM locomotives? Only GM or a mix? Fish & Chips? To be honest, fish is more meant to be cat food in my opinion. No,no, don’t hit me but cats like fish and I am not big on it. Doug – I hope you have seen the last of your problems by now! You bought a brand new house, it should not have that kind of problems. But it is a little bit like bying a new car, sometimes things break down even with just a few miles on it. Thanks for the round!This segment of Delaware & Hudson is very interesting! But I would not like to use that inspection car in the wintertime! I am looking forward to next segement!
The ICE-train.
A locomotive depot.
Arizona.
What state?
Class Y6.
Eric
Good morning Tom and gents! I'll have a light breakfast please. Eric got us off and running today, as has been his custom, and sent us some mighty fine pix. We surely have a foggy day in Chicago today, but here are some more pix from the 2006 Trolley Pageant (The color ones are mine) when the weather was more cooperative at the IRM last summer:
Chicago Transit Authority wood cars: 1808, 1754 and 1268. Each car is 47'2" long and can seat 48.. CTA 1754 was built by the Jewett Car Company in 1906, while American Car & Foundry delivered 1808 and 1268 a year later. These cars, among the last "woods" to operate on the CTA, were based at Linden Avenue in Wilmette for service on the Evanston Extension
WEPCo L7; this is a double-end, double-truck steeple-cab freight motor that was built in 1931 by-and-for The Milwaukee Electric Railway & Light Company, and it was later owned by the Wisconsin Electric Power Company. One odd feature of this, and several other Former "TM," locos is that they carry a long "extension cord" - actually a spooled power cable. The car's long cable extends its range on spur tracks not equipped with trolley wire. Our L7 rides on Brill MCB (Master Car Builder) trucks; it's 31'8" long and weighs 74,140 pounds.
Chicago, North Shore & Milwaukee 229; the 50'express motor was built by Cincinnati CarCompany in 1922 for package and express service. In the 1930-40s, it was one of the motors used to pull the NSL Ferry Truck trains (the first trailer-on-flat-car, TOFC, service in the US). The line carried 18,314 trailers in 1945, but as more shippers turned to the highways this service ended in 1947.
Chicago Transit Authority 4290 and 4410. Built by the Cincinnati Car Company in 1922 for the Chicago Rapid Transit Co., these 48'6" cars, seating 52, ran on the Lake Street elevated line
Chicago, North Shore & Milwaukee 714-160 train. The 714, seating 56, was built by the Cincinnati Car Company in 1926. The 160 was built by J.G. Brill Company in 1915. It seats 58. These interurban cars have been restored in variations of the so-called Greenliner color scheme (as many referred to the NSL's green schemes after the Silverliner scheme was introduced in 1951)
A large company, feeling it was time for a shakeup, hired a new CEO. This new boss was determined to rid the company of all slackers. On a tour of the facilities, the CEO noticed a guy leaning on a wall. The room was full of workers and he wanted to let them know that he meant business. He walked up to the guy leaning against the wall and asked, "How much money do you make a week?"A little surprised, the young fellow looked at him and replied, "I make $300 a week. Why?"The CEO then handed the guy $1,200 in cash and screamed, "Here's four weeks' pay, now GET OUT and don't come back!"Feeling pretty good about himself, the CEO looked around the room and asked, "Does anyone want to tell me what that goof-off did here?"From across the room came a voice,"Pizza delivery guy from Domino's."
Courtesy: http://www.viarail.ca/
G'day Gents!
Saturday at the Bar by the Ballast and time to fill up that mug with some fresh coffee. Check out the pastries over in The Mentor Village Bakery case and of course enjoy a <light> or <traditional> breakfast to begin the day!
This is ENCORE! Saturday - and - Photo Posting Day! And of course, the bar is CLOSED on Sundays.
Spring has sprung the grass has rizz, I wonder where the birdies is. They say the bird is on the wing, but that's absurd, the wing is on the bird!
Supposed to reach 80 (F) ‘round here and petrol is down to $2.29 (rounded). Should be a decent weekend . . . . hope it is for all of you too!
Happy 60th B'day weekend to the U.S. Air Force and all who served ‘n are serving! I must be really O-L-D, as it seems like "yesterday" it was called the Army Air Corps!
This is a MUST read for those interested in VIA Rail's continuing "flap" with the courts and their Renaissance cars (Chunnel Chuggers):
http://www.cbc.ca/canada/story/2007/03/23/via-disabled.html
ACKNOWLEDGMENTS (since my last narrative):
Lars at 11:53 AM yesterday: Kept wondering if we'd see our WVA Connection and then you appeared with the "Lars Report" from the east.
Thanx for sharing the info on BK, seems that they don't let any grass grow, eh
The Tony LaRussa incident has gotten quite a "play" here in the St. Louis area (as expected). Sentiments running very strong in favor of leaving the guy alone and concentrating on the team rather than him. Couldn't agree more with what you've had to say and if not for the grace of the Almighty, there go I (and a whole bunch of guys I once knew!).
Blues got totally whammied the other night by the officials and there's little doubt that the NHL has some serious work to do when it comes to officiating. This stuff is out of hand and commonplace. No wonder the fans are staying away in many cities . . . the ticket prices are unreal - the quality of play in many cases is rather poor - too many teams and now the Oh-fish-E-8-ting has gone into the crapper. So how do I really feel
As said a few zillion times, no point in wondering aloud anymore regarding guys who "used to be." It IS distressing, it IS disappointing and it DOES make one wonder. But, let's just focus on those who are with us NOW and go from there . . . . guys do what guys WANT to do. Things CHANGE, for all of us. RIP sez I.
Thanx for your continuing support and of course, the RI Pix . . . nice way to cap the Post!
Pete at 5:31 PM yesterday: ‘tis indeed a "puzzlement" to note the continuing interest in our original Thread as the numbers continue to mount for those browsing. Who knows what the motivation is amongst those who peek in, but say nothing
The liveries and heralds of the Fallen Flag passenger roads all hold a certain allure. However, far few "do it" for me better than an Alco in the D&H blue.
Jefferson City is a fine place for train watching. My only experiences out there in that regard were when waiting for a late arriving Amtrak to return me to Kirkwood. Longest wait was 4 hours for what was supposed to be a 40 minute turn around for a round-trip. Ah, the good ole daze - now we can't even do a turn around without having to spend the entire day there. <boo hiss>
Bar Chandler exam Nahhhhhhh, we'll just put you before the "board" and rapid-fire some questions at you. With each correct answer, you receive a pint of your choice - for each incorrect answer, a trip to Boris' Shed for clean-up and clean-out duties. <uh oh>
Boris and hamburger preparation just doesn't "go." <ugh> Wasn't he out back the other night picking up the "skat" from the critters hanging ‘round the patio????? <oooooooooooh> Yeah, no charge for the extra-flavoring. <grin>
Thanx for swinging by . . .
Doug at 7:53 PM yesterday: More D&H - good stuff, fer sure, fer sure! Appreciate, as always, having you aboard!
Builders, contractors and new homes. Why IS IT that these three things most times wind up being spelled "hemorrhoid" ????? Surely hope this isn't "on you" and that the responsible party (ies) are ponying up the cash to pay for the remedies.
As always, thanx for taking the time . . .
Eric at 2:13 AM today: Man oh man, you ARE still at it well after mid-night!! You're giving Night Owls cause for concern!
Thanx for the elaboration on the Pix in question from Sweden. Figgered that much out, but had no clue regarding the type cars, etc.
I'll let you in on a secret . . . I'm not "big" on fish, either! However, I detest "junk food" and McGrease is at the bottom of my list of things to consume. <grin>
Enjoy your trip to the AFB and I'm sure you'll enjoy what you see. All of you "zoomies" are alike in that respect!
Route 66: I have a "little something" for anyone coming to
Howdy again Tom! I'll have another light breakfast please. Gotta keep up my strength ya know ... Nope, so far no money has left my pocket for the repairs to the new domicile, so that's good news. Bad news is we can expect more trouble and more repairs. I think our driveway isn't all it should be either. Grrrrrrrrr
Here are more pix from the IRM 2006 Trolley Pageant
Illinois Terminal 1565. It's one of 18 Class B locos built by the IT System's Decatur Shops in 1910. It is 34' long, weighs 120,000 pounds, and rated at 800 horsepower. Several of the Class B motors were later rebuilt into four-truck, articulated, Class C locos. As of 2006, IT 1565 has been in the Museum's collection for 46 years, a year longer than it operated on the Illinois Terminal.
Chicago Surface Lines 1374. The car has been celebrating its 100th birthday this year as it was built in 1906 by the St. Louis Car Company; it was nicknamed the "Matchbox" because of its small size - only 41' long, nine feet shorter than the Pullman-built CSL 144. It had been converted to be a salt spreader by CTA, then a restoration team spent over a decade bringing 1374 back to life as a streetcar.
Chicago Surface Lines 3142, a 42'2" long streetcar that seats 48. It was built by the J.G. Brill Company in 1923. The white stripe visible on the end identifies this as a one-man car. This makes it a valuable asset to IRM's weekday operating department as a weekday service car when manpower is short.
Chicago Transit Authority Green Hornet PCC (President's Conference Committee) 4391, a streetcar built in 1948 by the St. Louis Car Company. Out of the 600-car postwar PCC fleet, 4391 is the only survivor; 570 were rebuilt into rapid transit "L" cars when they were no longer needed as streetcars. They were 53' long, four feet longer than a standard PCC streetcar. This was to accommodate the new rear boarding platform. The cars were 9' wide, three inches wider than previous Chicago streetcars, and because they had to run on closely-spaced existing tracks, the cars were mounted on their trucks 1-1/2" off center to the right for clearance. There were 4,978 PCC streetcars built in the USA, 683 for Chicago
Illinois Terminal 415. The 46'6" car was built in 1924 as a single-ended car by the St. Louis Car Company for the Illinois Valley Railroad (a subsidiary of the Illinois Traction System, later IT). It was later transferred to the IT in the St. Louis area, and converted to be a double-ended, one-man car for use in suburban service.
Chicago, North Shore & Milwaukee line car 604 and Wisconsin Electric Power Company locomotive L4. The 40'2" line car was built by the Chicago & Milwaukee Electric in 1914, and the 31'8" steeple-cab by the TMER&L in 1920. The 604 was used to maintain NSL's overhead trolley wire and catenary; at IRM it continued its career as a line car, hanging and maintaining our overhead for nearly four decades.
An elderly blonde lived on a small farm in Canada, just yards away from the North Dakota border. Their land had been the subject of a minor dispute between the United States and Canada for years. The now widowed blonde, lived on the farm with her son and three grandchildren.One day, her son came into her room holding a letter. "I just got some news, Mom," he said. "The government has come to an agreement with the people in Washington. They've decided that our land is really part of the United States. We have the right to approve or disapprove of the agreement. What do you think?"" What do I think?" his blonde mother said. "Sign it! Call them right now and tell them we accept! I don't think I could stand another one of those Canadian winters!"
G-day Tom and all present!
Ruth- Good to see you. I will have coffee along with one of those good smelling pastries please.
Well, I am back to share my time in Chicago. We left about 9 in the morning on Friday of last week. The ride down was long but it was worth it. Got talking with all of my dads friends. Talking trains of course. 7 hours later we finally arrived in Chicago. So it was about 4 in the afternoon when we arrived. (We had stopped in Eau Clair, Wisconsin, at a hobby shop. Bill, one of man dads friends, knows the owner of the shop.
The Next day on Saturday, we woke up around 7:00 am and went to McDonalds. But the best part about that is, we where really close to Metra's triple track mainline. Those trains get going pretty quickly along that track. Some pretty cool trains. After that we got to the show at about 8:00 and enjoyed our selves until about 12:30. We left some of the guys behind and went to a couple of hobby shops. I picked up a couple Milwaukee road coaches and a Milwaukee E6. So it was a good year for the HOers. After the show at 5:00 pm we went over to a guys layout. His name is Fred and he is going to own the largest layout I know. He models Metra and Amtrak. Absolutely unbelievable. I have some photos of his layout.
After that we back to the hotel. On Sunday, the next morning at 7:00 am we went back to the show until 12:00 noon when we left for home. We didn't get home until 8:00 pm and then depression set in. It was over. It went that quickly. But it was fun none-the-less.
So here are some pictures.
I am in the left hand side of the photo running some commuter trains. It was fun.
This is one of the yards. Roosevelt street yard. It's pretty good sized.
This would be the entrance to Union station.
And these are the platforms to Union station. All the rail is hand laided with about 8000 spikes. And yes he is building Union station.
Enjoy.
I will be back later with some acknowledgements and second portion of th NP article.
Happy railroading
James
Hi Tom and all.
Just lost my post so a Bathams XXX please RUTH.
DOUG Thanks for the next installment on the D&H , with some great descriptions of the old railroad cars at the time and they are some wonderful old photos.
Enjoying the photos and many thanks for the details on the cars in the IRM Trolley Pagent, the museum certainly has a great collection of cars including the works vehicles.The volunteers certainly deserve a and thanks for allowing us to see those splendid restored cars running .Loved the CTA car with the 'Base Ball Today' sign .
I hope the problems with your house are all solved very soon.
ERIC Great photos, in the photo of the SJ loco depot that looks like Wagon-Lits cars on the left and that looks an interesting electric loco to the left of the more modern locos.
Can I guess New Mexico as the State.
I have found a couple of links to the present day Irish diesel locos, although I have not been over there for quite a while now I have heard that a lot of the passenger trains are going to be run by Diesel Multiple Units.
http://www.irishtractiongroup.com/irish_locos.htm
All the locos are from GM. It seems that the only locos to be left are the 083 and the GM 200 classes very soon.
Here is a link to some photos of the present Irish rail scene
http://irishrailwaylocomotivesandrollingstock.fotopic.net/
It should be a great day at the Luke Air Force Base.
JAMES It is amazing how time seems to fly by when you are having a good time. Many thanks for the description and the photos of your Chicago trip. That is an impressive layout of the Chicago Union Station and the loco yards. I hope we will be able to see to see some pics when the layout is finished.
Glad you were able to pick up a couple of Milwaukee Road models.
TOM I had not realised that the USAF was only 60 years old but as you say to all who have served past and present.
Interesting link to the VIA Renaissence cars it looks like it is going to cost VIA a lot of money.
Those who are looking at our posts must be of a simular frame of mind as us or else they would not keep on viewing, it is a pity they can't pop in even just to say HI. I wonder if some of the search engines are directing folks to Our Place.
I may have walk with the pooch down to the park by the railroad at Jeff City a bit later, Pats Place opens at 3 PM.
OH NO BORIS'S shed wants cleaning again.A pint after every correct answer. After about 8 questions I get right,if the question was "What day of the week is it" I would be heading for the shed.
As to the 'Hamberger' BORIS thinks the food regulations don,t count between midnight and 6AM
Yes a visit to the IRM is a must, as you say another topic for the Rendezvous.
Well RUTH another Bathams just the bitter this time please, while I load some pics, back in a bit.
Pete.
Well Ruth, it is warming up here in Mid-Mo so another Bathams would go down a treat.
Three pics from the NRM at Green Bay WIS.
Two pics now from Alan on a railtour in the north of England.
Ex LMS class 5 4-6-0 ready to take over the tour at Manchester Victoria, where it would travel over the Pennines via Huddersfield and Halifax to Bradford Interchange.
As Bradford Interchange( was known as Exchange in LNER days) is a terminus, diesel loco No 57601 was used to haul the train the short distance to Leeds where 45407 took the train back to Manchester. 57601 is a re-engined loco from a 1960s Brush class 47 loco. the engine is from GM.
The pics should enlarge.
Ahoy Cap'n Tom 'n fellow travelers at the bar!
Ruth my deAH you are once again the focus of attention 'round here and it's awfully hard NOT to look in your direction. <blush> Ah yes, time for at least a couple of frosty mugs of Keiths and a Lars special hero - make it just a half though. Yes, treats for the critters and a small jar of pickled pig's feet for Boris! Round for the house and the change is yours . . .
Well, well, looks as if this Saturday has a bit more activity than most recent ones. Really some fine posts and good to see Doug, James 'n Pete with us during the daylight hours. Eric of course, hanging upside down from whatever limb he can find in Arizona, prefers the nocturnal hours! <grin>
Hey Pete! That idea of yours regarding the exam for Bar Chandler may just be your undoing! I think Tom has come up with a great idea and you're playing right into his hands. That's the idea, mate - get you snockered beyond belief, and we in turn get Boris' shed cleaned.
Young James provided some fine shots of those model trains. If only Amtrak ran long consists like the one shown with all those superliners. Lucky to have a dozen at a time these days or at least that's been my experience with the California Zephyr to 'n from the left coast. Wonder what the situation is with all of those cars that were sitting in Indiana waiting for repair . . . Curious minds need to know. Anyone????
That Via Rail article sez it all. Can you imagine! This stuff is absolutely rubbish and I know that will incite some folks who aren't as fortunate as the rest of us. But these idiots simply will not permit any compromise whatsoever. I recall reading (maybe from Tom) that when the issue of getting wheel chairs through the narrow passageways of those euro cars, Via offered to provide custom made chairs. The opposition turned it down and in essence said if they couldn't handle the full size chair, no deal. Now what kinda crap is that? I think we know. It happens in the U.S. all of time and really common sense has gone by the boards. I don't think former Sen. Dole thought this out when he sponsored the law we now have governing all of this in our country. Canada has taken it to another level, so it seems.
Is it just me, or does that Janesville & Southeastern EMD E8 (??) look like a "cousin" to an Illinois Central paint job?? Great pix from Pete!
Doug, glad to hear that those responsible for the continuing mess you've found yourself in are at least footing the bill. Makes one wonder whether no matter how much money is spent if anything gets done right thse days. Problems 'round here were with a very old home, whereas you just moved in to brand new digs. Have one on ME - make it TWO!
Eric, some fine shots from you too out there in the southwest. Don't know what to tell ya about the tastes you have in "food," but I'm with the Cap'n when it comes to "grease on a grill" - ugh. Pretty much anything fried in "fat" - as in "fries" - no thanks. My arteries are clogged enough with the sins of past years and I figger that "blowing 'em out" on occasion with some JD or similar "hootch" will keep me going 'til "the call" comes down for my soul. <grin>
I see Doug dropped off a fine post over on the "other thread," so I'll skip the visit today. Figure that "whoever" is browsing it won't care . . . I think if we can at least get just one post a day over there, it will keep us near the top of the page. That is the idea to attract some guys our way.
You may be on the money with that idea of yours, Pete. The "numbers" just may be adding up for the old thead by virtue of "hits" obtained elsewhere in the ether. I've seen many references to stuff from "Our" Place by doing searches for this 'n that. I think you are right on! Appears you missed your calling as Inspector Clueless just may want you as an assistant investigator!
Until the next time!
Lars
Howdy all from the sandbox..What are we up today? Round for all who attend, i'll officiate with a good house druaght to get the bar warmed up.. What a grinding past week or so, never the less there were a few light, even surreal moments.
Tom. You'll get a kick out of this, I even a did a double take to verfiy the mind was not playing tricks when I spotted the following sight on a desolate dirt road with bombed out vehicles and blasted vegetation as far as the eye could see, one late model Rolls Royce, in pristine show room condition blasting down said road, the kicker, a personlized plate that read "AWK" ..
Happy 60th to the Air Force, speaking of same they attached a vivacious Intel Captain to my team. I think i'm in love!!! Opps, can't be so, got 25 years in my wife, can't afford another one!!!!
Good to see Barndad, Eric, Lars about..
Eric..I believe you posted a reply question regarding my reply (say that three times fast!) to smoke hoods..If so, not only were four thousands equipped with them, but 3800 and 3900 class Challengers as well. The oil converted 3700's used smoke deflectors, though some had both systems, a holdover from coal days, the only other extent Challenger, 3977 was so equipped at one time.
Pete, a respose for you as well, Cabforwards were indeed equipped, as were all large SP steam power with rebreathers. Interesting aside of the same topic, the SP developed smoke splitters to keep exhaust from lifting the timbers off snowsheds, a simple v of plate steel, bolted to a frame above the smokestack deflected the blast towards the sides, simple, yet effective. SP did have smoke hoods applied in limited quanities, mostly 2-10-2's and some 2-8-2's assigned to the passenger helper pool on lines in Oregon.
Great job with the traction and metro coverage. Never got into the metro scene, growing up with Trainmasters, Harriman coaches and now defuct locomotive builders and fallen flags on parade everyday tends to jade one's prespective toward current commuter/freight operations...
Well, back to the task at hand, Encore Saturday looking good so far. I shall return as soon as able.
Dave
Good evening Tom and crew. I'm ready for a bottomless draught, and I'm sure that ya'll are ready for a round! Nifty layout pix from James. I can't imagine scratch building all that track. Great to see Pete and his pix, which leads us to the locomotive identification question from manager Lars. Check this out
The NRM says the No. 106 is U.S. Army. The 118-C is a F-7A built in 1951. Are they the same engines? I was never any good at this stuff.
Howabout that visit from Dave? Loved the story of the Rolls with "AWK" plates. Is it Tom's?
A fine outpouring of interest in the bar from the guys! Let's get straight to the acknowledgments (since my last narrative of this AM):
Doug at 10:15 AM today: Some outstanding traction shots and there's little doubt that if our Ontario Connection could only see 'em, his Maple Leaf shaped heart would go "pitty patter, eh!"
Nice work!
James at 10:25 AM today: A Chicago "report" and some interesting Pix to go with it! Now we have a face to go with the name . . . many thanx!
Love the layout and when it comes to passenger cars, sidings and the like - that's my "thing" fer sure, fer sure! Glad you had a fine time and it's a hobby only a select few of us really understand. Talk "trains" to someone who has little or no exposure, and you may as well be talkling nuclear physics! <grin>
Pete at 2:35 PM 'n 3:01 PM today: Early afternoon visit from the Wolfman! Great day to be outdoors fer sure, fer sure! Sad to say, I've been at the keyboard for most of it - doing SUBDIVISION "stuff" - newsletter, specifically. I should know better than to volunteer.
Anyway, love the URLs and the Pix!
Those "chunnel chuggers" have already cost VIA Rail a "bundle" in that they had to be "fitted" for North American winters along with a host of other "things" apparently not thought of or considered important when the purchase was agreed to. I've provided much info on this over on the original Thread. Also, DL gave us quite a bit of insight to the cars and organization(s) connected with 'em from the Euro side of things. Things like these happen when those who "haven't a clue" get involved in things that those "with a clue" should've been cut in on at the "get go."
I think Lars has you "pegged," better "bone up" on the questions regarding being Bar Chandler. I think there's a "guide book" 'round here somewhere - Stocking a Bar for Dummies, or something like that! <grin>
Lars at 3:28 PM today: Don't know what to tell ya, Mate, BUT you aren't hiding too much 'round here regarding whatever has transpired between you and Ruth! One of these days, you'll be taking up "residence" in the Penthouse Suite when the Mrs. throws you out, lock - stock - and barrel! We're all enjoying it, so don't mind us! <grin>
Your VIA Rail thoughts follow mine and yes, I did discuss the handicapped retrofits some time back. 'nuf said . . .
Check this out from my S-gauge layou (S-Capades):
The livery sure looks "similar" to me! Good observation . . .
Dave at 3:45 PM today: MY Rolls (thought it was a Mercedes!!) in Iraq???? Now how in the did that happen????
Glad to see that you're still able to communicate and have us on your mind! Seeing that license plate must've brought a grin to your face, eh
Time for an ENCORE!
Initially Posted: 13 Oct 2005, page 136 on the original Thread:
A true story about Awk while staying at Cindy's place.Cindy's dishwasher quit working so she called a repairman. Since she had to go to work the next day, she told the repairman, "I'll leave the key under the mat. Fix the dishwasher, leave the bill on the counter, and I'll mail you a check.""Oh, by the way don't worry about my bulldog, Spike. He won't bother you. But, whatever you do, do NOT, under ANY circumstances, talk to my parrot!" "I REPEAT, DO NOT TALK TO MY PARROT!!!" When the repairman arrived at Cindy's apartment the following day, he discovered the biggest, meanest looking bulldog he has ever seen. But, just as she had said, the dog just lay there on the carpet watching the repairman go about his work.The parrot, however, drove him nuts the whole time with his incessant yelling, cursing and name calling. Finally the repairman couldn't contain himself any longer and yelled,"Shut up, you stupid, ugly bird!"To which the parrot replied, "Get him, Spike!"
Cindy's dishwasher quit working so she called a repairman. Since she had to go to work the next day, she told the repairman, "I'll leave the key under the mat. Fix the dishwasher, leave the bill on the counter, and I'll mail you a check.""Oh, by the way don't worry about my bulldog, Spike. He won't bother you. But, whatever you do, do NOT, under ANY circumstances, talk to my parrot!" "I REPEAT, DO NOT TALK TO MY PARROT!!!" When the repairman arrived at Cindy's apartment the following day, he discovered the biggest, meanest looking bulldog he has ever seen. But, just as she had said, the dog just lay there on the carpet watching the repairman go about his work.The parrot, however, drove him nuts the whole time with his incessant yelling, cursing and name calling. Finally the repairman couldn't contain himself any longer and yelled,"Shut up, you stupid, ugly bird!"To which the parrot replied, "Get him, Spike!"
Really appreciate your stopping by and look forward to the next visit - stay safe!
Doug at 5:46 PM today: Interesting comparisons - check mine out, above!
Be back with the movies for the coming week . . .
Tom
ENCORE! Saturday ‘n Photo Posting Day!
at "Our" Place!
We are CLOSED on SUNDAYs!Starting Sunday at the Mentor Village Emporium Theatre!
. . . March 25th thru 31st: The Third Man (1949) Starring: Joseph Cotten, Alida Valli, Orson Welles, Trevor Howard & Bernard Lee - and - Double Indemnity (1944) Starring: Fred MacMurray, Barbara Stanwyck, Edward G. Robinson, Porter Hall & Jean Heather. SHORT: The Three Stooges - Rockin' Thru The Rockies (1940).
The Third Man (1949)
PLOT SUMMARY:
An out of work pulp fiction novelist, Holly Martins, arrives in a post war Vienna divided into sectors by the victorious allies, and where a shortage of supplies has lead to a flourishing black market. He arrives at the invitation of an ex-school friend, Harry Lime, who has offered him a job, only to discover that Lime has recently died in a peculiar traffic accident. From talking to Lime's friends and associates Martins soon notices that some of the stories are inconsistent, and determines to discover what really happened to Harry Lime.
from: amazon.com
Double Indemnity (1944)
Smooth talking insurance salesman Walter Neff meets attractive Phyllis Dietrichson when he calls to renew her husband's automobile policy. The couple are immediately drawn to each other and an affair begins. They cook up a scheme to murder Mr. Dietrichson for life insurance money with a double indemnity clause. Unfortunately, all does not go to plan...
SHORT: Rockin' Thru The Rockies (1940)PLOT SUMMARY: Featuring Moe, Larry & Curly
Moe, Larry and Curly are three out of work actors who have been hired as guides to get Nell and her Belles across the plains to San Francisco in time for their engagement, so of course they're in trouble. Bears steal their food, Indians tell them to scram (or else!), and Curly manages to frighten away their horses. After spending the night in a make-shift cabin (built out of stage scenery), the Indians come back and kidnap the girls while the Stooges are ice fishing.
from: threestooges.net
Enjoy!
See y'all on Monday . . . Tom
Tom ...Great side splitter as to AWK's adventures, Seeing the Awkmobile indeed brought a grin and thoughts of home, over here, flaunting ones position in such a manner targets you for abduction or IED bait..must have been one of the bad guys...I've had my close call when our convoy was targeted by a failed suicide car bomber that forced us off the road while taking evasive action and into a ditch, no serious injuries,minor scratches about it, no hostile cross fire or ambush, we all walked away, same can't be said of the vehicle which, within the hour was stripped clean by looters. Enough depressing tales, thinking of my return keeps me on the level.
Keep the bar humming, I promise to return to "Our Place" with all body parts intact and accounted for.
Dave, ok Boris, set um up, hold the physical contact..
Leon- A coffee for now, thanks.
I made a mistake in one of the pictures, The picture with me in it. I am actually to the left in the blue short sleeved shirt. I just noticed it. Sorry for the mistake.
Anyway. I know this is going to be a quick visit, but I was at a guy's layout session tonight and hadn't realized what time it was. I finally got home at about 11:00 pm. Way to late for what I was expecting. Oh well.
But I will be dropping off my second article on the NP.
The Northern Pacific #2
Northern Pacific map, circa 1900.
Ferdinand Heinrich Gustav Hilgard had been born in Bavaria in 1835, emigrating to America in 1853, at the ripe old age of 18. Settling in Illinois, the well-educated Hilgard became a journalist and editor, covering the Lincoln-Douglas debates, then the American Civil War for the larger New York papers, changing his name to Henry Villard along the way. He went back to his native Germany in 1871, where he came in contact with European financial interests speculating in American railroads. When he returned to the United States after the Panic of 1873, he was the representative of these concerns. In the few short years prior to 1880, Villard intervened on the behalf of these interests in several transportation systems in Oregon. Through Villard's work, most of these lines wound up in the hands of the European creditors' holding company, the Oregon and Transcontinental. Of the lines held by the Oregon and Transcontinental, the most important was the Oregon Railway and Navigation Company, a line running east from Portland along the south bank of the Columbia River to a connection with the Union Pacific Railroad's Oregon Short Line at the confluence of the Columbia River and the Snake River near Wallula, Washington. Within a decade of his return, Henry Villard became the head of a transportation empire in the Pacific Northwest that had but one real competitor, the ever-expanding Northern Pacific. Northern Pacific's completion threatened the holdings of Villard in the Northwest, and especially in Portland. Portland would become a second-class city if the Puget Sound ports at Tacoma and Seattle, Washington were connected to the East by rail. Villard, who had been building a monopoly of river and rail transportation in Oregon for several years, now launched a daring raid. Using his European connections and a reputation for having "bested" Jay Gould in a battle for control of the Kansas Pacific years before, Villard solicited - and raised - $8 million from his associates. This was his famous "Blind Pool," Villard's associates were not told what the money would be used for. In this case, the funds were used to purchase control of the Northern Pacific. Despite a tough fight, Billings and his backers were forced to capitulate; he resigned the presidency June 9. Ashabel H. Barney was brought in as an interim caretaker of the railroad from June 19 to September 15, when Villard was finally elected president by the stockholders. For the next two years, Villard and the Northern Pacific rode the whirlwind.
In 1882, 360 miles (580 km) of main line and 368 miles (592 km) of branch line were completed, bringing totals to 1,347 miles (2,168 km) and 731 miles (1,176 km), respectively. On October 10, 1882, the line from Wadena, Minnesota, to Fergus Falls, Minnesota, opened for service. The Missouri River was bridged with a million-dollar span on October 21, 1882. The Missouri had been handled by a ferry service most of the year. During winters, when ice was thick enough, the rails were laid across the river itself. General Herman Haupt another veteran of the Civil War and the Pennsylvania Railroad, set up the Northern Pacific Beneficial Association on August 19. A forerunner of the modern
Gppd morning Tom and gang. I'll have a light breakfast please. I see James is keeping his NP "stuff" going. I found time to attend a local train show, and got many pix and material for future stuff from me, but for now, here's more D&H from me:
Freight on the Enslaver & Saratoga, circa 1868. Note Hudson River Railroad lettering on second car behind tender.
But with more and more business as a common carrier being offered by other coal companies, it was necessary to begin a real enlargement and extension of the line. As originally built, the railroad serving the local coal fields from the canal end had a capacity for transit business of 100,000 tons a year. To meet the increase of business, the planes were relaid, divided where necessary, and double tracking installed. In 1847 the first gravity railroading began in ernest. For a length of about ten miles out of Honesdale, a descent track with a grade of forty-four feet to the mile was installed, so that loaded cars traveled the last part of their journey by gravity pull alone. Simultaneously, gravity operations was extended to other sections of the line. Steam and water-power stationary engines hauled the cars up the line.
The profitable fifties were not quiet years. The town of Honesdale was nearly destroyed by fire, which burned the gravity railroad at several points. On the canal the packet boat Fashion and the line boat Daniel Webster were burned. To offset these disasters, the commonwealth of Pennsylvania, which had the right to repossess itself of the franchises for canal privileges on the Lackawaxen river, granted these rights in perpetuity.
More double tracking of the railroad was completed in 1858. Heavy T-rail replaced the old strap rail; wire was substituted for manila rope on the planes, and the railroad was extended six miles down the Lackawanna valley to tap more rich coal lands owned by the company.
In 1860 regular passenger transportation began over the gravity railroad in the Lackawanna valley. The trains consisted of two small cars, each having a single seat extending along the two sides.
At this period plans for a giant transportation system began to dictate the managers' actions. A link from Albany to Binghamton, eventually completed in 1869, was blue-printed and work was begun on the right-of-way. The present connection with the B&M at Eagle Bridge was built, making it possible to go from New York to Montreal, using D&H facilities north of the Pittsburgh & Montreal. Important as these links seemed in 1869, they are even more valuable today.
According to company reports, the period following the Civil War was "one of unusual and gratifying activity, and the mining operations in the Lackawanna valley were almost continuously active." The railroad poked spurs into several small areas of additional coal deposits, at the same time offering general service to residents of these isolated valleys. One of the new extensions reached Green Ridge, a little over a mile from Scranton, Pa. By the close of 1864, these coal trains and one regular passenger were transporting over five thousand people every month. At the northern end of D&H territory, business increased as the citizens of Troy recovered from the disastrous fire of 1862,when locomotive sparks set fire to the roof of the old Rensselaer & Saratoga bridge across the Hudson. The flames destroyed 507 buildings over an area of seventy-five acres. Among the buildings burned to the ground was the new Union depot in Troy.
Albany & Susquehanna station at Cobleskill, N.Y., was authorized in April, 1900. Trackage is now D&H
Two years later, the company definitely committed itself to its future role as a coal railroad, carrying its product to all the markets and engaging at the same time in real transportation service. In line with its policy, new properties were bought, among them the Union Coal Company which furnished fifteen miles of additional railroad in the direction of Wilkes-Barre.
More improvements were now made on the gravity railroad. Return track for empties was laid at Carbondale, including the Shepherd's Crook, a thousand foot loop returning within eighty-two feet of its starting point, but at a level thirty-seven feet lower. With the inauguration of through passenger service between Honesdale and Carbondale, the line attained considerable prominence for its novel and scenic attractions.
An outlet to the west via the Erie was obtained through contract with the Albany and Susquehanna, a road planned and partially built as a six-foot gage. A third rail to accommodate standard gage cars was laid over 120 miles of track from Albany to Nineyah, N.Y.
Robert S. Hone, coal hauler named for early official, founder of Honesdale
It was time now for the managers to look north ward toward the Canada Railway Company, formed in 1872, was essentially a Delaware and Hudson enterprise. Its purpose was to provide a through line up the west side of Lake Champlain, utilizing any track age then in service there. The line curled through red rock cuts along the Lake, crossing marsh areas on trestles and fills made of old canal boats, trees and dump of rock and earth. A long tunnel bisected Bouquet Range and dynamite tore a roadbed through the foothills which reach down to the Lake. Today, this trip along a part of the Champlain Division is picturesque, with mountains and water poured together and the railroad a thin ribbon between.
Hand-operated plow and snow-sweeper which once cleared the Gravity. Railroad..movement was down-hill
When the route to Montreal over the New York & Canada was opened in 1875, the directors spread themselves with banquets, celebrations and speeches. One train consisted of seven Wagner palace cars, a hotel car, a director's car, and, at the rear, an open Baldwin coach. This special train, drawn by the first=-class coal-burning engine Saratoga, reached Rouses Point November 17th. There a Grand Trunk engine coupled on and the train, decorated with American flags and the Union Jack, sped past narrow farms less than fifty rods wide but extending almost endlessly in depth, and entered Quebec. At two-centuries-old St. Johns, the Mayor and the Board of Trade welcomed the first train on the new railroad. Then, on to Montreal, for a day of feasting and celebration.
To reach the Canadian line that led to Montreal, it had been necessary to use twelve miles of Ogdensburg & Lake Champlain iron. To do away with this detour and to shorten the route, the present track age to Rouses Point, which departs from the earlier line at Canada Junction, one mile north of West Chazy, and runs northward to Rouses Point, was opened in 1876.
View of the Saranc & Lake Placid's Number 1, taken in 1893, the year the road was completed. Chateaugay Railroad operated the line until 1903, when D&H took over.
At this period, the Delaware & Hudson had obtained road after road through purchase, lease or similar agreement. Much public criticism was directed against these practices, but it is plain that the D&H was able to acquire its holdings over good and bad years because it had the solid, dependable revenue of its mines. It is also true that the company improved every road it controlled. But by 1881 main and branch lines extended from Canada to Albany and southwest to Pennsylvania coal fields, and further large-scale expansion was halted. In its place, a steady improvement in the physical aspects of railroading on the D&H was begun at this time.
A smile to begin the week!
I usually take a two-hour nap from 1 to 4.
(A Yogi-ism!)
‘tis Monday once again and the work week (for many) is about to begin. Make time for a <light> or <traditional> breakfast, perhaps a few pastries from The Mentor Village Bakery and of course a mug of freshly ground ‘n brewed coffee.
Hope the weekend was enjoyable for all and you were able to kick back and take life on a slow bell. I managed to get some home chores squared away and a few others for the "blessed' subdivision, so life is good.
Spring break ‘round here for my bride, so it's a bit of a late Reveille in this Haus!
Noted something that requires an Editorial Comment from the Proprietor:
Hit ‘n Run Posts are NOT appreciated - never were and still aren't. So, let's be sure to either participate along the lines of the outline on Page One of this Thread, or don't Post ‘til ready to do so. If one has the time to log in and put forth a Post, one surely can at least check the Page they're on to see what's happening. This Thread isn't at all like the others - isn't that the attraction??? Anyone who has heartburn with this can ship me an Email - let's keep it out of the bar. Thanx!
Changes are a-comin' for "my other Thread" and the bar:
I'm phasing out "my other Thread" as there simply is nothing happening there except for the guys from here using it. I'd rather see those Posts applied to the bar. So, rather than abruptly terminate it, I'll just let it "slide" responding only as the situation warrants.
April 12th is rapidly approaching and my "promise" to keep things going ‘til our 2nd Year Anniversary will be kept. After that, well . . . . totally depends on the guys who give a Rat's Patoot. With a handful of guys remaining who really support the bar 'n the way we operate it along with spring 'n summer planned absences, I surely don't want to be talking to myself! Change is inevitable . . . .
James at 11:45 PM Saturday ‘ Doug at 4:32 AM today with submissions on the Northern Pacific ‘n Delaware & Hudson, respectively.
Reminder: Ruth has the bar from 9 AM until Leon the Night Man comes in at 5 PM ‘til closing.
Boris, serve ‘em all of the "spiked" OJ they can handle!
Good Morning Barkeep and all Present; coffee, please; round for the house and $ for the jukebox. Nice weather today with temps. headed for the 70s. Pls. excuse my absence Friday, but work calls now and then; at least we had fun outside playing in the mud.
Lots to cover so we'll get started.
Pete stopped by - I'm glad the linked worked o.k. for you. The stuff Boris puts in so-called hamburgers was recalled right after the Crimean War. Many thanks for the pictures as well.
Barndad - Man the pumps, again?! The D&H material continues and is greatly appreciated. Also, many thanks for the pictures - the steeple cab was a fine looking beastie. The Illinois Terminal power was a good one as well - intriguing to see that they built their own power. The PCC picture had an interesting remark in that it was the "only survivor." IIRC, the MBTA is still running them on their Mattapan Line. I am unsure about the blt. date on them, however. The research department will check into this. The PCCs had so many incarnations and reincarnations that it's hard to tell.
James returns with lots of NP stuff and pictures - the yard trackage on the layout looks to be a good design and the track around Union Station is quite recognizable. When you ride 51 to Chicago, you never know if you are going to head in or go around the wye and back in. I was racking what's left of my brain to remember the name of the tower that usta be outside Union Station. Then I remembered - Union Avenue (what a concept!)
Dave was here - good to hear from you and be careful!
OSP provided some more Rock Island coverage including a shot of an RI E8 in the "as delivered" paint. Then we had an E3 picture. B4 I forget, were you able to find a copy of the magazine with the Canadian materal?
Following is for the "oil-electric" folks in the groups and others (like me) who like to "get under the hood."
E3s were "pre war" units, built between 1939 and 1940. EMD offered them in an E3a and an E3b version. If memory serves, they represented one of the earliest applications of a 567 engine. Each unit had a pair of 567s under the hood; 200 horsepower per unit. This mechanical setup remained through 1949 when the last E7s were built with what was listed as a 567A engine. The E8s had 2250 horsepower and were powered by 567B engines while the E9s had 2400 horsepower provided by a pair of 567C engines. The SDP35 was the last EMD passenger locomotive to use the 567 engine; this was a 567D3A which produced 2500 horsepower; thus endeth the 567 lesson for today. I know, Tex, all of the F units used the 567 along with many of the early geeps and SDs, but that's for another day.
Ask OSP and it shall be granted. "Third Man" and "Double Indemnity." Wow! I've already set up my camp chair in front of the Theatuh to be first in line. Double Indemnity shows Fred McMurray long before TV - you won't think it's the same guy - he's a real mean customer.
Work safe
Significant events in Canadian RR History
during the month of March
Initially Posted on Page 271 of the original Thread
* March 1836: The oldest Canadian Pacific component, the St. Andrews & Quebec Railroad Company was authorized by the New Brunswick legislature to construct a rail line from St. Andrews to lower Canada. Operations began in the spring of 1851, fifteen years later. * 19 March 1855: The Niagra Gorge vehicle suspension bridge is re-engineered for the use of railroad trains. The structure was built in 1848 with its wooden trusses replaced by steel in 1880. * 12 March 1857: Fifty nine lose their lives when a Great Western Railway train plunges into the Desjardins Canal near Hamilton. A broken axle was determined to the cause of the accident. * 20 March 1896: Central Vermont Railway becomes part of the Grand Trunk Railway. CV corporate identity remains unchanged. * 1 March 1898: The Intercolonial Railway begins through rail service between Montreal and Halifax. Grand Trunk Railway lease and trackage rights are instrumental in enabling the service to commence. * 17 March 1909: An out of control train slams into the stop blocks at CPs Montreal's Windsor Street Station. Six fatalities resulted. The cause was determined to be a broken spring hanger on loco #2102 which caused a lurch and a driving wheel to strike a washout plug. Scalded crew escaped the locomotive. Impact was estimated to be 25 mph thanks to the setting of the train brake by a brakeman. * 1 March 1916: Fire destroys Montreal's Grand Trunk Railway Bonaventure Station. * 7 March 1919: An appointment of the Minister of Railways to be receiver for the Grand Trunk Pacific Railway. * 8 March 1920: , March 8 - The Canadian Natinal Railways Board of Directors assumes management of the Grand Trunk Pacific. * March 1949: Montreal Locomotive Works rolls out Canadian Pacific's its last new steam locomotive Class T-l-c 2-10-4 #5935. * 15 March 1951: The House of Commons tables the Turgeon Commission's report on behalf of the The Royal Commission on Transportation. * 30 March 1954: Canada's first subway is opened in Toronto by the Toronto Transit Commission. * March 1961: The MacPherson Commission, on behalf of the Royal Commission on Transportation, publishes its report. The National Transportation Act of 1967 is largely based on their recommendations. * 17 March 1974: Two CP Rail crew members are killed when a freight train derails at Spences Bridge, BC. A rock slide was the cause. The installation of ditch lights on board Canadian trains resulted. * 13 March 1978: The first bi-level coaches are introduced by Toronto's GO. * 22 March 1985: The Scarborough Rapid Transit Line is opened by the Toronto Transit Commission using linear induction technology. * 6 March 1990: Vancouver's Skytrain commences operation on the Expo Line between Columbia & Scott Road. * 28 March 1994: Vancouver's Skytrain commences operation on the Expo Line between Scott Road & King George. * 22 March 1999: Operation is assumed by RaiLink Ltd. of CNs Coronado, Bonnyville, & Lac La Biche subdivisions, NE of Edmonton. The line runs from St. Paul Junction, immediately N of Edmonton, to Boyle and NE to Grande Centre and Elk Point. It also joins with RaiLink's existing Lakeland & Waterways track at Boyle. Information contained in this compilation was obtained from internet public domain sources and materials from my private RR library collection. The use of this information is strictly for pleasure without intent of monetary reward or profit of any kind. Enjoy! Tom Did you miss the previous two "Significant events in Canadian RR History" Click the URL: (1) January, page 6: http://www.trains.com/trccs/forums/6/1075898/ShowPost.aspx#1075898
(2) February, page 21: http://www.trains.com/trccs/forums/21/1075898/ShowPost.aspx#1075898waving flags credit to:www.3DFlags.com
Good afternoon Tom and gang. I'll have the usual bottomless draught an buy a round for the early-birds, and thanks for the encore on March CN material. Always a good read to see he things that happened over time. Impressive info from CM3 today. Can't vouch or not vouch for the accuracy of my sources. I just type 'em the way I see 'em. I know what you mean about how may times various cars are changed into other entities. I've got a great article from the 1991 January/February Electroliners magazine with an article on "Piedmont Powerhouses" that illustrates the point very well. I still have to finish my H&D article before I do that though. The pages in that particular magazine are literally falling apart as I go, so I want all the "goodies" typed before they are forever lost. I need to get going here, but here's a groaner to test the springs on the groan-o-meter.
Two hunters are out in the woods when one of them collapses. He doesn't seem to be breathing and his eyes are glazed. The other guy takes out his phone and calls the emergency services.He gasps: "My friend is dead! What can I do?" The operator says: "Calm down, I can help. First, let's make sure he's dead." There is a silence, then a gunshot is heard. Back on the phone, the guy says: "OK, now what?"
A pint of Holden's Bitter on this rather muggy day with T-storms forcast for later here please RUTH..
Enjoyed the Photo Day.Interesting comments on the Janesville & Southestern #106 in my pic.I have looked a the photo a few times and it is only just now that I noticed that the locomotive as two lifting lugs on the front of the loco. I can't recall seeing these on any pics of the F series before,perhaps these were fitted when it was in service with the U.S. Army as Doug said. I wonder how many F units the Army had on its books.
DOUG Many thanks for the latest installment on the D&H.Interesting reading about the gravity railroading, I wonder how the cars were braked.It would be good to see a photo of the 'Shepherds Crook'.
Looking forward to the train show pics
Loved the pub sign .
DAVE Great to see you in the bar again.Thanks for the info on the SP locos. I can recall seeing a video of a simular smoke splitting device on a European steam locomotive although it purpose to keep the smoke etc off the overhead electrification wires.
After reading your second post please take care out there.
JAMES Many thanks for the #2 on the Northern Pacific, enjoyed reading about the expansion of the railroad and the part played by Henry Villard.
LARS Glad you liked the pics, thanks. I think Tom has got me sussed as to my inability to pass up on a free pint, so I will get prepared to get ready to give BORIS's shed its Spring clean, I know the drill, I shall be alright as long as I don't touch the 'magazines' NICK gave him..
A job as a part-time assistant to Inspector Clueless, thats a thought.
CM3 Thanks for the comment on the pics. Am I right in thinking the 567 engine was developed from producing 1,000 HP in the E3 to producing 2,500HP in the SDP 35. It shows how the diesel engine was improved over a relitivly short period of time
TOM That E-7 model on the S-Capades does indeed look to be in the same color scheme as #106.
Was it as long ago as page 136 at the old bar that we first heard the joke with AWK and Spike, it seems like yesterday. A little aside to the car Dave saw with the AWK registration plate. In the UK until fairly recently the county or large city where the car was registered was reconised by the last 2 letters of the plate, usually there was 3 letters and 3 numbers on a plate. Well the letters WK sounded familular so I looked them up on Wikipedia and it says it was issued in Coventry, although Coventry did issue plates for vehicles in the city bounderies and had letters like KV, I have a feeling WK was issued by my home county of Warwickshire( which Coventry was in before the Metropolitan counties were introduced). I have been looking for another source of info into this but no luck so far, but it does tie in with what you were saying the other day about trusting things on the web.
As CM3 says two really good films on at the Emporium this week.The Third Man really is a classic right down to the zither playing the theme music. Double Indemnity was on TV recently but it will be good to see it on the big screen in the comfort of the Emporium.
Many thanks for the Canadian RR History for March it seems a though March was a bad month for accidents on the Canadian Railroads though.I see the last CP steam locomotive was produced 11 years to the month before the last steam loco for British Railways was turned out.The 1950s was a decade when the diesel locos really came into their own..
I often wonder what would of became of those Chuggers if they had not been sold to Canada
I see Doug has callen in so a pint and a round please LEON..
Pete
Leon- Could I get a coffee and a turkey sandwich please. Thanks.
Good to see things still rolling round the bar. Good to see all the pictures.
I am going to be working on page 37 for acknowledgements at the moment but I will get back to the other pages as well. Don't worry.
Doug- Nice little article on the early Delaware and Hudson. Those early steam engines and cars must have been quite a revolutionary marvel. To be able to move without horse drawn carriages was probably a nice addition. Thanks. Also liked all the pictures of the wood transit cars. Some pretty nicely restored tram cars. Thanks for sharing. I glad to see some more IRM pictures of the trams. Nice looking and very well restored trams. Glad to see them still being displayed. Ah, and a good picture of 118C. The Milwaukee road F-unit. Also thanks for the second piece of the Delaware and Hudson. Another nice article.
Eric- Nice pictures of the ICE train interior. Also glad to see some more trains in the Arizona desert. That land is very flat. Also to your, Guess what state this picture was taken in. I would say Arizona.
Pete- Unfortunately time goes too fast when your having fun. Especially when it only comes once per year. But what matters is that it was fun and everyone had a good time. And yes I did pick up a couple of models. I am building that passenger train and I found a couple passenger cars that are on that train, so it was perfect. Also, thanks for all the pictures. I really liked the picture with the little 20 toner center cab and the F-units. The Class 5 4-6-0 is a really nice contribution. Thanks for sharing.
Lars- Glad you liked the model pictures. Fred is one of those people who knows how to build a complex railroad. And when he is complete it will probably be the most complex layout I will have ever seen. It will be cool.
West coast Dave- Good to see you com back. Hope things are okay for you in your parts. Stay safe.
Tom- First off . Hope you had a good one.
I thought you might like Fred's layout. He definitely likes passenger trains, and that's all he has. It's pretty cool. You would have to see the layout to really get an idea of what it is like. The locomotives each have two DCC chips. One for lights ( Mars, ditch lights, markers, osculating red light, beacons and so on.) And the other for the movement of the locomotive. It's a WOW!
Thanks for the "significant events" piece. There was some interesting Canadian RR historical events. Thanks.
CM3- Here's the thing with Fred. The picture with the train on the far track, the 9th cars last truck sits on the frog of a switch. In a picture of the real thing, (You can count the cars) The 9th cars last truck sits on the frog of that switch. It's unbelievable. He has the station on the floor. It's still under construction but it's definitely cool. So the layout is almost the exact same size as the real railroad. An aerial photo of the Roosevelt street yard shows the exact layout of the railroad. The model layout is almost exact to the aerial photo.
Hi Tom and everyone, a round for the house
Mets beat Dodgers 6-5. Doesn't count of course. Pretty soon though.
I'm looking forward to the Rendezvous. Vicariously. You guys are going to like Doug. He has a wicked sense of humor.
John Gregory Smith, 2nd president of Northern Pacific, was the governor of Vermont during the Civil War and president of the Vermont Central Railroad. His son Edward Curtis Smith was governor of Vermont during the Spanish-American War and president of the Central Vermont Railway. (And my grandfather's boss.)
Excerpt from A Study In Human Effort by Edward Hungerford
In the Boston of the early 'fifties, there was an itinerant showman destined to play no small role in America's railroad development. From being the mere owner and operator of a panorama in Boston Town -- a sort of predecessor of the movie in popular favor -- Josiah Perham was eventually to become the first president of one of the outstanding railroad systems of the United States; even though he was never to ride in one of its trains or even to gaze upon its rails. For the very simple reason that before either came into being, Josiah Perham had ceased to live. But the dream that he had dreamed in the busy days of his life was to go forward, decade upon decade, after his death.
Perham's Panorama -- the "Seven-Mile Mirror," it was called -- stood in Washington Street, Boston, and as the gas globes at its entrance proclaimed, it showed, as it turned upon its rollers, the wonders and the beauties of the Great Lakes, Niagara Falls, the St. Lawrence and the Saguenay -- also gas-illuminated. For a mere twenty-five cents one could be transported, almost instantly, to Niagara's rim; could gaze on the glories of that wonder of the world and watch the picture slowly roll past while a top-hatted lecturer gave a clear exposition of it. It met with immediate success. People liked it and flocked to it, by the hundreds, into the thousands.
But the day came when Perham had about exhausted the possibilities of Boston and its immediate suburbs. Very well, he thought, we will reach further out for patronage. We will go down into Rhode Island and even Connecticut, west into Massachusetts, and north into Vermont and New Hampshire and Maine. The idea, created, obsessed him. I will go to the railroads, thought he, and get their cooperation. They will make low rates and bring many people to Boston -- and the "Seven-Mile Mirror."
Perham did not know the New England railroaders of that day. When he presented himself to them, agog with his great plan, they chilled him. Excursions and, especially, reduced rates did not interest them. They sold passenger transportation as the government sells postage-stamps, strictly at retail, at a fixed priced -- whether you bought one, a hundred or a thousand. No bargains. All this they told to Perham as they declined his proposition. But Josiah Perham was the sort of a man who would not take "no" for an answer. He presently found one of the roads giving way, the least little bit. Gradually others followed. The special rates went in, special trains began to run, people flocked into Boston as they had never done before -- over 200,000 came in the summer of 1850 -- and Perham's "Mirror" in Washington Street went into a fresh blaze of popularity. The excursion business in America had been born ... and Josiah Perham was to be known as the father of it all.
That experience gave Perham a real interest in railroads. For some years past he had been a student of the several plans for building a railroad from the Mississippi or the Missouri to the Pacific Coast. He went deeply into the entire matter. The whole idea obsessed him. He came to the point where he could talk of nothing else.
He had definite ideas of his own, this Perham. He had not liked the way that some of these early railroad enterprises were being financed -- big business was already beginning to show its hand in them. So when he finally launched his plan for the People's Pacific Railroad, it was with the distinct understanding that there should be no bond issues or other forms of money loans. He had a great idea: He would get one million men, each to put up one hundred dollars in cash for just one share of the stock of the new company. That would give him a working capital of $100,000,000. His original plan was not to permit any stockholder to own more than one share of stock, so no one man or group would control the road. He eventually softened on this phase of the plan.
To work out this scheme took time, and before Perham had his plan in any concrete form the entire nation had been plunged into its deadliest conflict -- the Civil War had begun its ravages. The entire Pacific railroad idea, which had been receiving increased attention everywhere in the late 'fifties, was, for the moment, forgotten. Perham besieged the halls of Congress for a charter -- with no effect. The state of Maine issued him one, but it was not effective enough. Moreover, Perham had become imbued with the idea that his railroad to the Pacific would have to have a land grant in addition to its working capital of $100,000,000. Only the United States government could do that for him.
In all this he was losing valuable time. Oakes and Oliver Ames and their Boston group were coming into the Pacific railroad situation and were preparing to take over the Union Pacific Railroad, already chartered (1862) to reach from Omaha to a meeting place with the new Central Pacific, which Leland Stanford and his three associates in California were preparing to build east from Sacramento as the Central Pacific Railroad. Perham faced this situation rather sadly. But undauntedly. After all, this Union Pacific-Central Pacific route was but one transcontinental railroad in all the great girth of the United States. The War Department had already made surveys for other routes -- to the north and to the south of the central one. Perham chose the northerly one. He went back to Congress, lobbied steadily, and in 1864 he received for himself the charter for the new Northern Pacific Railroad.
It was a magnificent charter. With it went a kingly gift -- 47,000,000 acres of the public land -- a greater area than Holland and Belgium combined; an area equal to a good half of all New England. As the new railroad should progress westward from its announced terminal at Duluth, at the head of the navigable Great Lakes, and be completed in hundred-mile sections, land on either side of its right-of-way would be turned over to it -- to do with as it pleased.
Perham, dazed with what he accomplished, hurried back to Boston, organized his Northern Pacific company and proceeded to sell its stock very much along the lines that he laid down for his original Pacific railroad company. He opened offices in Boston, New York, Philadelphia and elsewhere. But the public rush to obtain shares in the new company -- despite its great potential assets -- did not come to pass. Perham found it impossible to sell his one million shares at one hundred dollars each. The Civil War was doing things to America, financially. He became thoroughly discouraged.
At this time there came into the picture of the newly born road a group of men who were to see it become -- with its rich assets -- an American railroad of real importance. There were the men who had been making big money in the express companies. Alvin Adams and William G. Fargo; Benjamin P. Cheney, the northern New York Barneys -- now successful wall Street bankers -- William P. Ogden, who had so successfully brought the Chicago and North Western into being, Robert Berdell of the Erie and J. Edgar Thompson of the Pennsylvania and ... John Gregory Smith, president of the Vermont Central Railroad.
They relieved Perham of his railroad burden. The man, in his struggles, had aged greatly and faced an approaching physical breakdown. Moreover, he had accumulated large debts in connection with his lobbying work at Washington and he was the sort of thrifty New Englander who abominates the very idea of debt. Very well, Perham, said this new group, we will pay off every last dollar of your debts -- and relieve you of your charter. This he did and turned over and died a poor man; but secure in the knowledge that he might enter Heaven without a feeling that the sheriff might ever follow him there.
Gregory Smith, they must have said, in effect, you take over this Northern Pacific thing yourself. You are a man who has been thinking in large terms and you are the man who can carry this entire enterprise through to a successful culmination. And so they elected him as president -- the second -- of the Northern Pacific company.
Gregory Smith had been attracting attention with the success of his Vermont Central Railroad. Expanding it to the north and south had placed him in the class of real railroad builders. And he had not hesitated to tell of his ambitions to thrust his road through to the West. Ogdensburgh, New York, at the foot of navigation of the Great Lakes and reached by his affiliate, the Northern Railroad of New York, was not nearly far enough west.
With the Northern Pacific in his control, Vermont Central trains might yet be running to the dock on the edge of Puget Sound or at the mouth of the Columbia. The gap between St. Albans and Duluth, he dismissed. After all, he must have argued, you can take any globe in any schoolroom and on it trace the great circles, those curved arcs that by following the rounded surface of the earth, achieve the savings of many miles of distance. A railroad following a great circle from Vermont to Minnesota, whether it went to the north or the south of Lake Superior, would be far from an impossibility. It offered no great difficulties of construction. No mountain ranges to be crossed and possibly a terrain of large agricultural and mineral possibilities to be tapped. And then, the Northern Pacific -- plunging itself into one of the richest farm and timber and mineral countries in all the world.
For six years, Gregory Smith remained president of the Northern Pacific and then he retired, without even having tried to organize the connecting link between that property and his own. Too many other problems occupied him. There had been some criticism by a few of the Northern Pacific directors that Smith was more interested in the Vermont Central than in Northern Pacific, which was probably true, but that was not the real reason!
A new force, also a dominant one, had come into the Northern Pacific. This force was one Jay Cooke of Philadelphia, at the moment probably America's foremost banker, and it was Cooke who had been chosen to float the finances for the new Northern Pacific enterprise. He took hold of the job with avidity. He had just met with a splendid measure of success in the floatation of United States bonds for financing the War. Therefore, it was argued, he was the ideal man to take hold of the financing of this great new transcontinental railroad -- the largest to be launched in the country, as yet. For some reason, Cooke had hit upon the figure of two cents a day interest for each hundred dollars loaned the federal government and because of this his bonds quickly became known as the "seven-thirties," and as such, achieved an enormous popularity. The first Northern Pacific's were also "seven-thirties."
J. Gregory Smith watched these preparations, with ill ease. His banking connections and his New England conservatism did not approve of these high interest rates. In the long run, he was proved to be right. Cooke and his once-powerful banking houses were caught in the Black Friday panic of 1873 and came to a crashing failure. Northern Pacific went down with him. And it was several years before construction could be resumed upon the struggling road. By which time Jay Cooke was entirely out of the picture.
The specific point on which Smith and Cooke broke, was on the St. Paul, Minneapolis and Manitoba Railroad, a parent of the present Great Northern system. The bonds of this road were owned by bankers in Amsterdam, Holland. The road came early into financial difficulties and the Northern Pacific, through Gregory Smith, was offered these bonds -- which carried with them control of the St. Paul, Minneapolis and Manitoba -- that Smith went to Cooke, explaining to him the vital rights of control of the road, already partly built out of St. Paul. Smith argued that, by purchasing the bonds at a nominal price from the Dutch bankers, the Northern Pacific would forever prevent the building of any other road between it and the Canadian border. Cooke could not see this proposition or its benefits to Northern Pacific, and then it was that J. Gregory Smith retired forever from the western rail picture. James J. Hill, former harbor-master of St. Paul, picked up the bonds and with them began the construction of still another transcontinental which, from the beginning, prospered -- became the Great Northern Railway -- and eventually bought and controlled Northern Pacific.
Gov. Smith locomotive
http://imagescn.technomuses.ca/railways/index_view.cfm?photoid=1605072807&id=53
Northern Pacific exploring party
http://content.lib.washington.edu/cgi-bin/viewer.exe?CISOROOT=/transportation&CISOPTR=286
Northern Pacific construction
http://content.lib.washington.edu/cgi-bin/viewer.exe?CISOROOT=/transportation&CISOPTR=258
http://content.lib.washington.edu/cgi-bin/viewer.exe?CISOROOT=/transportation&CISOPTR=256
http://content.lib.washington.edu/cgi-bin/viewer.exe?CISOROOT=/transportation&CISOPTR=255
http://content.lib.washington.edu/cgi-bin/viewer.exe?CISOROOT=/transportation&CISOPTR=257
Missouri River ice
http://content.lib.washington.edu/cgi-bin/viewer.exe?CISOROOT=/transportation&CISOPTR=223
Ferry
http://content.lib.washington.edu/cgi-bin/viewer.exe?CISOROOT=/transportation&CISOPTR=219
Chinese workers
http://content.lib.washington.edu/cgi-bin/viewer.exe?CISOROOT=/social&CISOPTR=386
Completion 1883
http://content.lib.washington.edu/cgi-bin/viewer.exe?CISOROOT=/transportation&CISOPTR=372
http://content.lib.washington.edu/cgi-bin/viewer.exe?CISOROOT=/transportation&CISOPTR=189
Minnetonka
http://content.lib.washington.edu/cgi-bin/viewer.exe?CISOROOT=/transportation&CISOPTR=264
Seattle stations
http://content.lib.washington.edu/cgi-bin/viewer.exe?CISOROOT=/imlsmohai&CISOPTR=2712
http://content.lib.washington.edu/cgi-bin/viewer.exe?CISOROOT=/seattle&CISOPTR=455
http://content.lib.washington.edu/cgi-bin/viewer.exe?CISOROOT=/imlsmohai&CISOPTR=2849
NP pics
http://www.cvrma.org/pictures/MISC/dfrr5_145_np_mainstreeter_king_street_station_seattle_1967.jpg
http://www.cvrma.org/pictures/MISC/dfrr5_137_np_north_coast_ltd_minneapolis_1969.jpg
http://www.cvrma.org/pictures/MISC/dfrr5_147_np_northtown_engine_terminal_1957.jpg
http://www.cvrma.org/pictures/MISC/dfrr5_146_np_emd_f-units_freight_philbrook_mn_1957.jpg
http://www.cvrma.org/pictures/MISC/dfrr5_141_np_old_&_new_freight_diesels.jpg
Duluth
http://muse.museum.montana.edu/rvndb/rvn-jpgs/RVN16585.jpg
http://muse.museum.montana.edu/rvndb/rvn-jpgs/RVN13370.jpg
http://muse.museum.montana.edu/rvndb/rvn-jpgs/RVN12556.jpg
http://muse.museum.montana.edu/rvndb/rvn-jpgs/RVN13140.jpg
Leon, I think I would like an early breakfast! Coffee and a fat Danish. Cheese!
A very active Saturday indeed! Lots of pictures and information. I still have to come back and read all of Doug's D&H article! Spent a good portion of the Saturday at Luke Air Force Base. Very interesting!
Doug – Very nice pictures of the Chicago Transit Authority’s cars and interesting information. A visit to IRM is long overdue, that is for sure. Things have changed since my last visit in 1984. Did CTA have a lot of different paint schemes on their cars? The extra long cord on that WEPCo L7 makes me wonder if any of the steeple-cabs I have pictures of might have the same feature? I have to check my pictures. Are all those street cars at IRM or were some of them there temporarily during the Trolley Pageant? I like that Class B loco and the Pullman built CSL 144! PCC #4391 looks different, not because of the extended length but the way the sides of it are covering the trucks! I bet that Domino delivery guy was satisfied with the extra money! That was a good one! Canadian winters are kind of cooold, so I understand that blonde grandma!More on D&H! I have to come back tomorrow to read all of it. Time is slipping away. Tom – Gas down to $2.29? Are you sure? Here it is up to $2.71 - $2.99 depending on the gas station. And it is still going up. The Air show last Saturday was very interesting and nice! Perfect weather and a lot of people!I am a very big fan of old Route 66. I have driven most of what is left of it in Arizona and will hopefully drive the last segment this summer.I probably eat a hamburger once every two months but I used to have them once every two weeks or so! I think the best thing at McDonald’s is their Hot Cakes! Thanks for the true story about AWK! Is he still around or did he escape to Dave? One of my favorite movies at the Mentor Village Emporium Theatre, The Third Man!! B&W and good music, Harry Lime Theme!Double Indemnity is new for me. Significant events in Canadian RR History! Always interesting to read about the Canadian RRs! As a matter of fact, I still have a letter from the Canadian Embassy in Stockholm in my briefcase. It is from the mid 80’s. Received your mail and responded to it. James – I agree, I am sure that layout will be a very nice one when it is done. Well, layouts are really never done but you know what I mean. Must be great to have room for that size of a layout! Thanks for second Northern Pacific article!! All the way from Duluth to the west coast! I have heard a lot about Bozeman Pass but never been there. Something to look up.I am afraid your guess was wrong, that picture is from southern Colorado. Pete – You are right, those cars in the picture are Wagon-Lits cars. They were used by a private railroad in Sweden for a few years but I believe they now have been returned. The interesting electric loco is actually a switcher, remote controlled. I once wrote the manual for it. Class Ue and Uf. See below.
Class Ue (rebuilt from Ub) in original paint scheme.
The picture I asked about is taken just north of New Mexico in southern Colorado along Interstate 25. I hope you can see the train. Thanks for the link with the photos of the Irish diesels! Built in the US but with a different look! Nice pictures, but where where was Janesville & Southeastern Ry? Wisconsin? Is it the same as Wisconsin & Southern Ry? Send a Thank You to Alan for his pictures! Is he traveling all the time? Are you from Coventry? I have actually been there once in the late 70’s.Lars – Tonight I am not hanging upside down! Got kind of tired of it. When it comes to fries I can recommend Cracker Barrel’s Steak Fries! Not bad at all. But I don’t like McDonald’s fries. Dave – Thanks for the info on those smoke hoods! I have to take a close look at the pictures I have of Big Boy #4014. And my books, oh I just remember I have a DVD with each and every Big Boy featured in it!
Be careful!!CM3 – Thanks for the EMD info! Mike – Interesting to read about Joshia Perham! He knew what he wanted and made sure he got it! Thanks and also thanks for the links. I like the picture of the train on the ice and the pictures of King Street Station!
Finally a picture from last Saturday!
60 years of service!
Good morning Tom and crew. I'll have a light breakfast please, and the hazelnut coffee. Like Eric, got my mail too, but I didn't want to believe it, so maybe it will just go away? Got and opportunity to do a little outside work yesterday, after my regular work of course. Cut down the old farm fence, which I will replace with new fencing so we have something expensive for the cucumbers to grow up. Still got a lot of rocks back there, and tilling to do. ALos planted the receiver sleeve way down in the ground (technically not my ground) to support the Purple Martin house. Sure hope I get some ... we already have mosquitos!
I noticed the lifting "lugs" on the front of the F7 too Peter. It was the only difference I saw between it and the IRM's 118-C, but I also know that similar body styles many times have nothing to do with the motors inside the shell. Some of the groups I'm in have guys who can tell you exactly what type of engine you have at a glance. They've really studied their subject.
Great to see James yesterday, and glad you're finding some of my stuff entertaining.
MIke gave us a great article yesterday and many outstanding URLs, as usual.
To answer some of Eric's questions, I guess the CTA has had quite a few paint schemes over their many years. Even today, "L" trains come in a variety of colors, which corespond to the particular "line" they travel. Every one of the trolley cars from the pageant are IRM cars. Many of them hide in the trolley barn, only to see the light of day on special occasions. Many more are being worked on, and are not available for public viewing. I believe the IRM owns about 350 different railroad cars. Not all of them are even on the property, as it's quite expensive and time-consuming to bring these cars in, not to mention that we have to have space to keep them once they arrive. The track department is vastly expanding that particular problem.
Here is the next-to-last installment of the H&D article to read with your morning coffees:
Electrical interlocking plant at Schoharie Junction was begun in 1921
Among the highlights of the years before 1900 was the formation of the Brotherhood of Railroad Brakemen, now the B. of R.T. On September 23, 1883, eight trainmen met in Caboose Number 10 in the Oneonta Yards to found the new organization. This famous caboose was restored in 1924 and placed in Neahwa Park, Oneonta. Another, and even more important occurrence, was the report to the managers of 1898. For the first time a D&H president stated that "direct transportation by rail would be more economical than the present system of transportation by the gravity railroad and canal." This decision meant the end of the old water transportation system. In November of the same year, canal boat number 1107 cleared from Honesdale with the last load of coal to travel over the canal. The following year the gravity railroad put out the fires in its stationary engine boilers for the last time. Twenty-three miles of gravity track was changed to standard gage and the steam locomotive took over.
Older version of JX was housed in Schoharie Junction station
Progress between 1900 and 1907 was rapid and extensive. Block signaling was installed, newer and larger rolling stock was bought and the laying of heavier rail accomplished swiftly. The company reached into the electric field with the purchase of juice roads serving Schenectady Albany, Troy, Plattsburgh, and other parts of urban New York State. Hotels on Lake Champlain were rebuilt and steamer service improved to draw vacation travel. Today, these extracurricular activities have been discontinued.
Caboose Number 10, historic birthplace of the Brotherhood of Railroad Trainmen, stands today in Neahwa Park, Oneonta, N.Y.
IN 1906 a million dollars plus obtained stock ownership of the Quebec, Montreal & Southern, a railroad on the south bank of the St. Lawrence, extending from St. Lambert sixty-two miles to Pierreville and with an eighty-one mile track from Pierreville south to Noyan Junction, which was handy to the D&H terminal at Rouses Point. The line was extended along the St. Lawrence about fifty miles to Fortierville, evidently with the idea of reaching Quebec and Levis.
Interior of D&H airbrake instruction car with floor boards lifted
The program of improvement embarked on at the close of World War I was to last twenty years and prove invaluable as the road came to depend less and less on its black gold and plunged into the business of selling transportation of a more diversified nature.
B.D. Anthony, sparkplug of the selling program for D&H services, knows that business won't walk into the picturesque general office building which has towered above the Hudson River docks at Albany since 1928. He believes in going out after it. A recent rumor that one of the largest American corporations was looking for a new factory site, put him on the train to New York that evening, and at the corporation's eastern office in the morning.
"Sorry," was the statement, "we don't know anything about a new plant."
The transportation seller smiled politely and telephoned the company's headquarters in Detroit. He followed executives by telephone to the west coast, to Boston, to Cleveland, argued, explained, cajoled until he found someone willing to talk a little about the proposed expansion plans. Then, emphasizing favorable conditions on the D&H such as good labor supply, access to markets and raw materials and, of course, fine transportation service, he sold them.
For another company the railroad searched out land titles, had foundation soundings made and by this extra service brought another traffic builder into their territory. In all, some thirty firms have been reached by D&H traffic simulators and have located on the railroad.
Old wooden-walled hoppers at Duffy's Field, coal storage plant near Carbondale, piled with black gold. Empties wait on center tracks for conveyors to load them for shipment north and east.
With thirteen paper mills along its eighteen-county route in New York and with slate and marble coming from the single county it operates in Vermont, all backed by the coal which pours from the three D&H counties in Pennsylvania, the road can boast enough steady home freight to keep the wheels turning, even without the interline carloads constantly moving in from traffic offices as far away as San Francisco.
New overpass and inclined lead were built over old yard spurs at Carbondale. Remains of tracks are visible beside new concrete piers of Dundaff street viaduct
On the D&H, as on many American railroads, varnish is a relatively small part of the haul. In 1945, for example, freight revenue was ninety-five percent, passenger revenue only five percent of total receipts. Seasonal traffic is heavy to Saratoga, watering place for five generations.. Passenger service from Albany to Binghamton is now two round trips daily over the 142-mile line. Commuter service exists only on the territory of the vanished gravity railroad., between Carbondale and Scranton. There is no through connection for travelers between Wilkes-Barre and the north. However, in connection with the New York Central, D&H offers the fastest and shortest service between New York and Montreal.
General offices of the company since 1915, the Plaza, Albany, N.Y., located at head of the Hudson passenger boat lines.
Delaware and Hudson interline service is today important enough for Erie, Pennsylvania, Lackawanna, Central of New Jersey and Lehigh Valley to occupy quarters on the ground floor of the massive general office building in Albany. From Union Station trains move up to Montreal or Binghamton on the D&H, which also provides a shuttle connection with Boston & Maine across the river at Troy. D&H trains utilize the lower level at Union Station, with hand thrown switches and a boomer operator whipping Morse from his Vibroplex in the yardmaster's office above the tracks.
Eighty percent of the world's ships can navigate the port of Albany the year round, carrying grain and other products to the largest single-unit grain elevators in the world. New York Central, West Shore, and to a lesser degree, Boston & Maine and Rutland compete for business at the state capital; but the D&H holds and can retain a generous share of originating traffic and interline hauls.
Consider the Erie's NE-74 out of Chicago at 8 .m., and making connection with D&H BM-11 at Binghamton at 11 p.m. From Mechanicsville, the red and yellow B&M Diesels push the carloads into Boston by four o'clock the next afternoon. Or take a carload leaving Chicago in the afternoon on NE-92; it will move to D&H's BM-5 and be in Boston the second evening as a part of the consist of RB-4. Similar fine service is operated or pending with Northern Pacific, the Wabash and Pere Marquette.
U.S. Postal car 705 shows characteristic D&H trimness, more grace than most mail cars.
The fast drags between Mickeyville and the southern interchange points feature handsome power - heavy, four-cylinder, simple articulateds, a type most prevalent among D&H freight hogs. With a tractive effort of 95,000 out of a total weight of 597,000 pounds, these giants and their twelve-wheel tenders roar up the double-iron main to cirlce into B&M territory at Crescent Tower, N.Y. Numbered in the 1500-series, they have six-space-six drivers carrying what seems to be an extra long, almost streamlined boiler.
Second team on the D&H power roster is the S 470 Class, numbered in the 300's. These 4-8-4 huskies have a maximum tractive power of 62,040 pounds with seventy-five inch driving wheels - larger than those of the 1500s - and smoke deflectors. They are a picture of speed and efficiency winding through the green hills and along the lakes at the head of eighteen Pullmans. But let's put our best frame about the print of a D&H 1500 or 300-Class coming at us through the afternoon sunshine. A rumble as she curves past around a red rock cut and tackles the long tangent towards the mountains, leaving a breath of sulphur and the bitter clean smell of steam to remember her by .. That was a Railroad Train!
Ruth- Nice to see you on this warm morning. Could I get a coffee with one of those pastries. Thank you.
Just thought I would drop off #3 to my NP article.
A Northern Pacific train travels over Bozeman Pass, June 1939.
Throughout the middle 1880s, the Northern Pacific pushed to reach Puget Sound directly, rather than a roundabout route following the Columbia River. Surveys of the Cascade Mountains, carried out intermittently since the 1870s, now began anew. Virgil Gay Bogue, a veteran civil engineer, was sent to explore the Cascades again. On March 19, 1881, he discovered Stampede Pass. In 1884, after the departure of Villard, the Northern Pacific began building toward Stampede Pass from Wallula in the east and the area of Wilkeson in the west. By the end of the year, rails had reached Yakima, Washington in the east. A 77 mile (124 km) gap remained in 1886. In January of that year, Nelson Bennett was given a contract to construct a 9,850 foot (3,002 metre) tunnel under Stampede Pass. The contract specified a short amount of time for completion, and a large penalty if the deadline were missed. While crews worked on the tunnel, the railroad built a temporary switchback route across the pass. With numerous timber trestles and grades which approached six percent, the temporary line required the two largest locomotives in the world (at that time) to handle a tiny five-car train. On May 3, 1888 crews holed through the tunnel, and on May 27 the first train direct to Puget Sound passed through.
Despite this success, the Northern Pacific, like many U.S. roads, was living on borrowed time. From 1887 until 1893 Henry Villard returned to the board of directors. Though offered the presidency, he refused. However, an associate of Villard dating back to his time on the Kansas Pacific, Thomas Fletcher Oakes, assumed the presidency on September 20, 1888. In an effort to garner business, the Villard regime pursued an aggressive policy of branch line expansion. In addition, the Northern Pacific experienced the first competition in the form of James Jerome Hill and his Great Northern Railway. The Great Northern, like the Northern Pacific before it, was pushing west from the Twin Cities towards Puget Sound, and would be completed in 1893. To combat the Great Northern, in a few instances Villard built branch line mileage simply to occupy a territory, regardless of whether the territory offered the railroad any business. Mismanagement, sparse traffic, and the Panic of 1893 sounded the death knell for the Northern Pacific and Villard's interest in railroading. The company slipped into its second bankruptcy on October 20, 1893. Oakes was named receiver and Brayton C. Ives, a former chairman of the New York Stock Exchange became president. For the next three years, the Villard-Oakes interests and the Ives interest feuded for control of the Northern Pacific. Oakes was eventually forced out as receiver, but not before three separate courts were claiming jurisdiction over the Northern Pacific's bankruptcy. Things came to a head in 1896, when first Edward D. Adams was appointed president, then less than two months later, Edwin Winter. Ultimately, the task of straightening out the muddle of the Northern Pacific was John Pierpont Morgan. Morganization of the Northern Pacific, a process which befell many U.S. roads in the wake of the Panic of 1893, was handed to Morgan lieutenant Charles Henry Coster. The new president, beginning September 1, 1897, was
Greetings this Tuesday from mid-continent USA where the temps are to remain in the mid-70s (F), petrol still rather low at $2.29 (rounded) - but expected to rise as the global prices have shot up - and things ‘round here rather relaxed as we're enjoying my bride's spring break.
Coffee's hot - pastries fresh and breakfasts are ready for orderin' . . . .
Should mention that Lars dropped an Email my way and he'll be off-line for a day or so. Things to do ‘n places to go . . . .
CM3 at 9 AM yesterday: I ordered the RR History mag directly from the publisher. Many thanx for the info by Email . . .
Keep the recommendations comin' for movies at the Emporium - it surely helps!
Appreciate the info on the diesels. While I've never ventured under the hood of beasts such as those, my guess is that the "driveway tuneup" must've been quite the chore. <grin>
Thanx for the round, quarters ‘n visit!
Doug at 5:30 PM yesterday: Good to see ya as that was quite a drought between Posts - 8 ½ hours - not counting mine, of course.
Good to see ya and glad you liked that Cdn (not CN <grin>) historical "stuff" - always learn a lot from them, eh I do.
Thanx for the round ‘n of course, visit in the PM!
Pete at 6:21 PM yesterday: Many thanx for the fine inclusive ‘n informative Post - a Hallmark of yours, fer sure, fer sure!
Should we reach the end of the week with no "word" from the Bar Chandler, YOU Sir, are to assume the awesome responsibilities for the weekend.
EMD E8s are amongst my favorites when it comes to diesels - and that S-Capades Illinois Central is a beauty, fer sure, fer sure! Wasn't that long ago when you had her under your control while operating the layout . . .
Funny about that 3rd Man Theme - I too recall the zither - seems that was the first and ONLY time I ever heard one, much less the name!
Methinks DL could provide a better guesstimate regarding the fate of those "Chunnel Chuggers" had VIA Rail not come to the rescue. Man oh man, I could write an essay on just the things I know that went "wrong" with that purchase . . . <groan>
Time doth fly ‘round here as I too sometimes get a bit caught up in just how much "stuff" has been provided on these Pages (this ‘n the original site) since the bar opened back on Apr 12th, 2005.
James at 7:18 PM yesterday: Don't know what you've been drinking or smoking, young fella - but I didn't have a birthday lately!
Fine inclusive Post and appreciate your taking the time ‘n making the effort to catch up. Surely helps ‘round here with the dialogue.
A suggestion: If you ever find that you need to edit (correct) a previous Post, arrange it so that your correction goes first - then Post your newest stuff right after. That way when someone browses our Forum, they will see the most current Post rather than being brought back to something of a few days back. Example: that photo you provided with you being on the left, instead of the right. A correction (edit) would work nicely there.
Thanx for the visit!
Mike at 9:16 PM yesterday: A surprise visit from the man called wanswheel. Not-so-silent Mike provided a "goodun" and for me, that Pix of Duke, Gil ‘n Pee Wee made my day. Love the Boy's of Summer and those Bums were (and always will be) my favorite of favorites in sports of all kinds. A monster Post with something for everyone - Thanx!
Eric at 2:30 AM today: The return of our Resident Desert Swede, playing the role of Night Owl once again!
A fantastic Post - well put together, inclusive - informative and with humor. All the attributes we look for ‘round this joint!
Glad you too enjoyed the Cdn RR significant events . . . always a learning thing for me too.
The Route 66 "thing" awaits the guy who attends the Rendezvous with the most convincing "reason" to have "it." Your is the 1st attempt . . .
Loved that shot of the aircraft - diverse comes to mind. <grin>
Many thanx for the visit!
Doug at 5:02 AM today: Another early AM visit and appears that you're getting back into "old" form. Good to see ya and of course, appreciate the effort you put into your Posts. That final segment on the D&H is a great piece, something well worth reading!
Not to worry quite yet - reality is always just ‘round the bend, whether we like it or not. <grin>
Thanx for popping in to start off our day!
James at 8:16 AM today: And the finale for the Northern Pacific! Looks like the boyz at the bar have quite a readin' list this morning!
Good Morning Barkeep and All Present; coffee, please (and my slicker); round for the house and $ for the jukebox. Right now we are having "Scattered thunderstorms this afternoon."
Barndad - Groan is right - geez!
James - Glad to see my thoughts on Chicago track plan were "on target." It will be a challenge, especially operating trains under the shed in the station. Also, I enjoyed the 3rd NP article.
Mike - Thanks for sharing the Ed Hungerford piece. Twenty-five cents was "real money" back in the days of Perham's Panorama.
The picture of the "Governor Smith" sent me to the CV section of the east wing. Gov. Smith was #29 on the roster. She was constructed at St. Albans in 1883 had 17½x24 cylinders and 68" drivers. She was r#53 in the great renumbering which CV did around 1900. Then she was sold in 1930(!) to the Brattleboro and Whitehall RR.
The Dodgers in the rain picture was a good one; they are all in street clothes (check out the snappy shoes!). If they were playing the Barves and Spahn was due to pitch, he was probably glad it was raining as the Dodgers owned his !@#$ as I am sure OSP and Lars remember.
Eric sent along some comments and a good shot of a P51, F18 (I think), and an A-10.
Barndad - More D&H material. The D&H office building still stands - it is a magnificent structure and quite visible from Amtrak 48 when it crosses the river at Albany.
The remarks about Crescent tower brought to mind a good friend (now deceased) who was an operator there for mannnny years. He would show up every so often during refreshment time at some of our gatherings when I was living in Boston and regale us with stories of what went on there with D&H steam, etc. He worked for the B&M, and Crescent was a B&M installation.
OSP continues his listing of all things Canadian - these are all saved.
This last is for Pete (and other mechanical folks) -
The 567 prime mover was the foundation of EMDs success in the diesel market as it was applied to a variety of locomotives. The latter designations such as 567A, 567B, etc. tell what version it was as EMD continually upgraded it.
567s were in the following EMD switchers:
NW2, 3, 4, and 5
SW1, 7, 8, and 9
SW600, 900, 1200, 1000, 1001, and 1500
GMD 1
RS 1325
567s powered the BL1 and 2 (Nver quite sure where to place this as it was the direct ancestor of the GP series)
These EMD road switchers had 567s
GP 7, 7B, 9, 9B, 18, 20, 28, 30, 30B, and GP35
All F units were powered by 567s
These SDs had 567 engines
SD7, 9, 18, 24, 24B, 28, and 35.
Passenger units with 567s include
E3a, E3b, E4a, E4b, E5a, E5b, E6a, E6b, E7a, E7b, E8a, E8b, E9a, and E9b
FP7, FP9
FL9 (New Haven RR)
SDP35.
Awk, please pass the GoJo and a handful of shop towels- it's time to get out of the drop pit and clean up.
Ruth my deAH, so sorry 'bout yesterday, but things they happen . . .
But that was then and this is NOW, so set 'em up and I'll take a mugga Joe with one of those "BK splashes" and something from the menu board - hmmmmm, make it number three. Change is yours you sweet, sweet thing!
Nothing like an e-mail from Da Bossman to get the blood rushing, huh Didn't think I'd be "in" today, but found the time to address a few things to y'all by e-mail and drop this off too. Youse guys donwannaknow everything happen' in my house. Too much, but it will all pass - this time next year, I won't even remember it! <grin>
Wasn't that a great post from Dave over in Iraq?? Youbetchaboots! Now, if anyone of the guys who consider themselves "regulars" at this bar didn't catch it, then you're guilty of NOT READING - which of course is precisely what Da Bossman has had his fill of and the need for a "reminder" in Monday's morning report. 'nother subject . . .
Hope Dave makes it home safely and resumes his place at the bar. Sure miss guys like him and it's nice to know he's still "with us."
A B'day for Da Boss?? When?? Where?? Not here! <geesh>
Looks like we've gotten to another Tuesday, but no "theme." Maybe just as well, since the "count" is down for the daytime 'round here. In spite of it all, we've got a "ton" of stuff to pour through, which I'm gonna have to put on the back burner - at least 'til Thursday.
Loved the pix from Eric of those aircraft - a prop job amidst the jets looks "cool." Liked that nostalgia from Mike of the three Brooklyn Dodgers: Duke Snider - Gil Hodges - Pee Wee Reese. Surely brought to mind some memories of my own as the only "bums" fan in the house of "Giants."
Of course AWK is still here - he's one of the critters (mascots) that I provide treats for! <geesh.
Appears that the barn weevil is back on track and doing his best imitation of "20 Fingers," although that last one from Mike surely isn't for the faint of heart.
James came back from Chicago and has tried to catch up. Gotta take it on a slow bell (that's a nautical term) otherwise embarassing things can happen, huh
Nice stuff from the model railroad . . . any more may be better for tomorrow, "Toys & Model Trains Day." I'm confused a bit - which one is you in the photo? Maybe you should post it again.
Pete, your "exam" is Thursday evening. Figure that the Bar Chandler must be ready to go for Friday 'n Saturday "doings." So, come prepared and wear your wet suit! <huh??>
Since I've been little help 'round this thread for awhile, lemme provide some book covers to make up for it!
One more, Ruth, then it's back to the chores at hand . . .
PASSENGER TRAIN NOSTALGIA #28
Initially Posted on Page 170 of the original Thread
Here's something to ponder with regard to our appreciation and fascination with Classic Trains. Check this advertisement out (from The Official Guide of the Railways - 1956)
Extra service at no extra fare!
Route your passengers on the Central's newest train OHIO XPLORER CLEVELAND-CINCINNATI Built for the Central by Pullman-Standard, the beautiful, lightweight all-coach Xplorer brings a new look to American railroading. Travelers will appreciate being introduced to this train and its convenient schedule. *Hostess service
*Seat service for light meals from a rolling buffet
*Air cooled
*Reclining contour seats
*Separate bar-lounge car
(Standard Time)
Train #421 - Lv. Cleveland 6:45 AM - Ar. Cincinnati 12:15 PM
Train #422 - Lv. Cincinnati 1:45 PM - Ar Cleveland 7:15 PM
Also serving 8 cities in between
NEW YORK CENTRAL RAILROAD
* * * * * * * * * * * * * * * * * * * * * * * * *
NYC Xplorer - RP 210 #20 - photo by: Ed Novak; collection of Tim Darnell
NYC Xplorer - RP 210 #20 - photo by: Louis A. Marre; collection of Tim Darnell
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