"Back in the day" before Amtrak, was it possible to make interline transfers between different railroad stations? For example, suppose I took the 20th Century Limited from New York to Chicago (Dearborn) in 1958. I had several hours in between to eat at the Pump Room, visit Marshall Field's, sightsee, whatever, before the Super Chief was ready to leave in midafternon.
Could my baggage be checked all the way thru NYC/Grand Central to L.A/Union? If instead they had to be claimed at the first station and checked back in at the second (Santa Fe - Chgo Union), would a redcap have been able to handle that task for me?
I've heard so many stories of celebrities and ordinary people passing thru Chicago and the glamour of eating at the Pump Room, etc., but I've never seen an account of how the baggage was handled.
Any takers out there? - a.s.
Randy Stahl wrote:Parmelee transfer
I'm a little lost . . . was that a company of some sort? - a.s.
Parmelee was indeed a company that operated in Chicago for the purpose of moving people and thier luggage between the many train stations.
If you google them there is quite alot of information about them . Parmelee was founded in 1857 to cater to railroad passengers.
Often your railroad ticket for destinations beyond Chicago would have Parmelee costs charged to them (not including tips) as well as interline tickets for the serving railroad , Pullman berths were sold sometimes thru Chicago and were a seperate ticket.
Randy Stahl wrote: Parmelee was indeed a company that operated in Chicago for the purpose of moving people and thier luggage between the many train stations. If you google them there is quite alot of information about them . Parmelee was founded in 1857 to cater to railroad passengers.
Thanks!!
Parmalee also would take incoming passengers to hotels. I used that service in 1969.
Through tickets to Chicago that involved a transfer from station to station included a coupon for Parmalee; I do not remember that there was a separate charge for this but believe that the two railroads involved paid the cost. There was also a transfer coupon for through tickets to Birmingham, Alabama, which paid a part of the taxi fare between the L & N and Terminal stations; the traveler had to pay for this coupon, and it was required on such a ticket. The first time I had such was in 1970, and the taxi driver asked for the difference between what he would get from the SCL (Miami to Montgomery to Birmingham to Tuscaloosa) and what the fare actually was.
Johnny
Deggesty wrote: Parmalee also would take incoming passengers to hotels. I used that service in 1969.Through tickets to Chicago that involved a transfer from station to station included a coupon for Parmalee; I do not remember that there was a separate charge for this but believe that the two railroads involved paid the cost. There was also a transfer coupon for through tickets to Birmingham, Alabama, which paid a part of the taxi fare between the L & N and Terminal stations; the traveler had to pay for this coupon, and it was required on such a ticket. The first time I had such was in 1970, and the taxi driver asked for the difference between what he would get from the SCL (Miami to Montgomery to Birmingham to Tuscaloosa) and what the fare actually was.
I think you or Randy should post a new question either here or at Gen Disc - History Quiz! Good job, guys! - a.s.
Chicago Union Station in 1943, photos by Jack Delano
Mike
Ok , here is an interesting question, we know that many stainless steel Buddcars exist, Budd was not the only one that produced stainless cars . Pullman also built shiney stainless cars but there are almost none left , Why is this ?
Randy Stahl wrote: Ok , here is an interesting question, we know that many stainless steel Buddcars exist, Budd was not the only one that produced stainless cars . Pullman also built shiney stainless cars but there are almost none left , Why is this ?
Time takes its toll. Pullman-Standard (or back then, maybe just Pullman) built sleeping cars and what are now called "Park" cars for CP's THE CANADIAN, which entered service back in 1955. This wasn't the last fluted, non-MU, non-RT equipment that entered service in N. America but close to it (a couple of Rock Island trains entered service in 1956-57 but I'm not sure if they used any P-S cars).
So the simple explanation is most of them have worn out and been scrapped, except for a few that VIA has kept in good order and kept running on THE CANADIAN, though the route is different and the train doesn't run as often. I doubt back in 1955 anyone would have dreamed that some of the rolling stock would keep rolling fifty-plus years into the future. - a.s.
al-in-chgo wrote: Randy Stahl wrote: Ok , here is an interesting question, we know that many stainless steel Buddcars exist, Budd was not the only one that produced stainless cars . Pullman also built shiney stainless cars but there are almost none left , Why is this ?Time takes its toll. Pullman-Standard (or back then, maybe just Pullman) built sleeping cars and what are now called "Park" cars for CP's THE CANADIAN, which entered service back in 1955. This wasn't the last fluted, non-MU, non-RT equipment that entered service in N. America but close to it (a couple of Rock Island trains entered service in 1956-57 but I'm not sure if they used any P-S cars). So the simple explanation is most of them have worn out and been scrapped, except for a few that VIA has kept in good order and kept running on THE CANADIAN, though the route is different and the train doesn't run as often. I doubt back in 1955 anyone would have dreamed that some of the rolling stock would keep rolling fifty-plus years into the future. - a.s.
Well , sort of , using a straight timeline the Budd cars would also be worn out . Rule #1 when buying passenger cars , if it's anything but a Budd car , walk beside the car and strike the side of the car , if you hear chunks of rust falling it's a Pullman car . Budd cars were entirly Stainless and did not rust on the inside, Pullman cars were stainless over Cor-ten steel and would rot from the inside while the exterior looked great .
Deggesty wrote:The Canadian cars were built by Budd, not Pullman.
I wasn't sure -- because some of the old 1940's - 50's streamliners were chiefly built by Budd, but with P-S sleeping cars and (say) EMD HEP. Still, even Budd's wear out. Anyone been on a late 1970s vintage Amfleet II coach lately? - a.s.
Deggesty wrote:OK, Al, here is a question: how did Champion McDowell Davis, the president of the Atlantic Coast Line refer to the Seaboard Air Line?
Well, I can't say "Those A**-holes" in this forum so I'll put out a WAG of a different color:
"Our dearest friend and severest critic."
al-in-chgo wrote: Deggesty wrote:The Canadian cars were built by Budd, not Pullman.I wasn't sure -- because some of the old 1940's - 50's streamliners were chiefly built by Budd, but with P-S sleeping cars and (say) EMD HEP. Still, even Budd's wear out. Anyone been on a late 1970s vintage Amfleet II coach lately? - a.s.
The cars for the Canadian were built by Budd but ride on Dofasco trucks, after all had to get Canadian content. The cars for the Canadian also had additional insulation installed and the glass was from a Canadian manufacturer as well. Similar Canadian content was found on the P/S order for Canadian National. All items were shipped to Budd and P/S where they were installed during construction.
Al - in - Stockton
Deggesty wrote:No, the report of President Davis' reference that I saw was much kinder, and could even have been said in church. He did evince a great distaste for the rival road.
Kind but showing distaste. Hmmm, sounds like a slogan of politix gone wrong . . . horribly wrong.
But while we're on the subject of Dofasco, did you hear about this merger:
Zippo Manufacturing, Audi Motors, Dofasco, and Dakota Mining will merge and become: ZipAudiDoDa!!
-- Thank you, Danny Sisk, for the great joke. - a.s.
I understand that President Davis simply called the competing railroad, "That other railroad."
Even though one of my mother's uncles took part in the surveying of the Seaboard's line below Petersburg, I am prejudiced towards the Coast Line, as my father operated the overhead crane in the Tampa locomotive shop. Even after his death, my mother was able to get a trip pass annually anywhere in the Southern region, and my interest in railroading began when my brother who was a little older and I took a trip from our home in South Carolina to visit our brother in Baton Rouge and an uncle in Chattanooga. My first trip was not auspicious; I am told that I screamed all the way from Plant City to Lakeland, Fla, on the local.
Just to keep the thread alive here is another question. Name the longest(number of cars) streamlined train produced by St. Louis Car Co. ?
I'll guess the Illinois Central Green Diamond trainset.
Sorry Randy The IC Green Diamond was a Pullman Standard product with Winton Power plant.
OK , I'll try the Electroliner again .
Randy Stahl OK , I'll try the Electroliner again .
Postwar Gulf Wind?
al-in-chgo Postwar Gulf Wind?
I would say either the two car Delta Eagle of 1941 or the three car Illinois Terminal streamliners. I assume that your question is referring to a train set that was newly built by the St. Louis Car Company, not just put together by a railroad using St. Louis Car Company cars.
ZephyrOverland I would say either the two car Delta Eagle of 1941 or the three car Illinois Terminal streamliners. I assume that your question is referring to a train set that was newly built by the St. Louis Car Company, not just put together by a railroad using St. Louis Car Company cars.
L&N's Humming Bird?? - a.s.
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