Rutland dropped passenger service in 1953. This railroad had other passenger trains as late as 1968.
I'm going to say Soo Line to and from Winnipeg.
Drop a little south and you have it. The Winnipeger lasted too long to end up in this thread.
The CERA website has photos of LVT 1030 in service with archbar trucks. Regarding the NRHS Convention photo, the third rail wood mounting beam puts the truck frame into shadow and one cannot really tell what kiind of truck was used in 1941. BUT! The Cincinnati archbar was quite different than a freight archbar, which may confuse you. The top member was horizontal or nearly so, not like the tent-like shape of the freight-car upper member.
The CERA photo shows journals and pedestals that are very different from the trucks on 1030 now. Look behind the step well at the pedestal.
You are correct about the CERA photo regarding journals and pedestals, but there are CERA photos that clearly show cincinnati arch-bar frames without any drop equalizer bar. look through all the photos. maybe i missed one with the gsc commonwealth trucks, but the only frames that were clearly shown were the cincinnati archbar frames. The cincinnati trucks may have been modified for one reason or another again after the 3rd rail shoes were removed, if they were removed. Even after 1030 had the commonwealth trucks equipped with third rail shoes, assuming it did, it is perfectly possible that these two trucks saw service under a Cincinnati cr while 1030 ran with cincinnati trucks, depending on overhaul and maintenance requirements.
apologies for problems with the caps key
The Aztek Eagle on the Texas pacific and the NdeM?
Still looking north, just not to Winnipeg. The route replaced by the mixed service was part of a fairly popular seasonal route.
The New York Central's own route into Montreal, not using the D&H or Rutland
The train pair I'm looking for made part of a route that had cars from the midwest to the pacific coast. By the end of the 1950s through international service was restricted to a coach that ran from the eastern endpoint to a mid-size city where connections could be made to the coast. Summer service included through Pullmans, most of which came from off-line. In 1960, the through cars were re-routed by way of a larger city, and year-round service dropped to the coach, which came off at the end of 1960, though the connecting train at the border continued to run.
If it's any help, neither of the railroads involved were known for Pullman sleepers.
Deluth or Superior - Winnipeg?
Rob:
Are you looking for the SOO Mountaineer as the SOO operated their own sleepers, however Pullman sleepers with tour groups ran on their train. I don't know how the SOO got the cars from Chicago to St. Paul.
Eventually the Mountaineer became a nameless train from St. Paul to Portal, ND.
Ed Burns
Ed has the correct answer. Soo's St Paul - Portal ND train pair carried through (railroad-operated) sleepers for CP's Dominion via Moose Jaw Saskatchewan. During the summer it was known as the Mountaineer and often carried large numbers of Pullman cars borrowed from other railroads. By 1959 the year-round through sleeper was gone, down to a through coach to Moose Jaw, and 1960 was the last year of summer through Pullmans. The through coach came off in 1960, though a CP train still met the now nameless 13 and 14 at Portal. In December 1963, the service was reduced to a stove-heated combine carried in through freights 26 and 29, a service which lasted until 1965.
Through service with the Dominion lasted until summer 1963 via Winnipeg and the Winnipeger. The Winnipeger itself was discontinued in 1965. Soo's last passenger operation other than passenger-carrying cabooses was the Milwaukee's Copper Country Limited over the ex-DSS&A from Champion to Houghton Michigan, which ended in March 1968. Passenger-carrying cabooses lasted into the 1980s on a couple of former Wisconsin Central and old Soo routes.
Soo Line and CP both participated in a few Pullman lines (which also gave them access to the Pool), but sleepers were otherwise railroad-operated.
A slight correction-the Winnipeg train was taken off in 1967. I worked a night job at NP's Lower Yard and saw the southbound train only once.
The SOO was not a passenger railroad and thus did not participate in the streamlining of the 1930, 1940, or 1950 era. All their cars wee rebuilt at their Shoreham (Minneapolis) Shops. In fact their passenger cars still had hooks on chains to use between their cars. In other words, they did not have tightlock couplers.
The SOO had only one lightweight passenger car and that was a Pullman build business car "Minneapolis". I read that Pullman built the shell and the SOO built the inside of the car. That car was sold to the GN in 1965 and (to the best of my knowledge) it still operates on the BNSF.
Did the SOO provide crews on the "Copper Country" train or did the MILW crews handle the train through to its destination? I assume that the MILW power went through and the SOO did not furnish any passenger equipment?
Wallace Abbey says that MILW power worked through most of the time, but DSS&A would occasionally supply its own power. Since the only non-RDC passenger power the DSS&A had were RS-1s, I assume they got the call, but I've never seen a photo of one on the Copper Country Limited (I think only 103-106 had boilers). After the Soo merger an FP7 or GP9 would have been possible (but again, no photos...). DSS&A and Soo Crews operated north of Champion even with MILW power. MILW power assigned was usually EMD E or FP units.
Swapped end date of Winnipeger with Laker - in any case 1963 was last through operation to pacific coast. Soo 1966 timetable lists passenger accomodations westbound only on line to Portal.
next question please?
Rob and all:
What happened to the BN locomotive questions that I posted to this forum?
NP Eddie Rob and all: What happened to the BN locomotive questions that I posted to this forum? Ed Burns
Just post 'em again...
ALL:
This is a three part question about BN locomotives. The reference is mainly from DelGross's "Locomotives of the Burlington Northern 1970-1995 and my personal observations at Northtown Diesel Shop.
1. What were the lowest and highest numbers applied to BN locomotives?
2. Which railroad contributed two FT's to the BN?
3. Which railroad contributed two and only two DB equipped SD-9's to the BN?
4. A company loaned the BN two switch engines for evaluation. What were their BN numbers and what was the company?
5. The BN had 11 locomotives that were rebuilt into cabless units. What were their numbers (if changed) as rebuilt?
My mistake--there are five questions.
Have fun.
Despite the date creep (Current forum date is Oct 12, 1964...) here's my stab at it.
Lowest VO660 7 (ex NP 651)
Highest E9A 9995 (ex CB&Q 9995)
FTs 798 and 799 from the NP
GN had two DB equipped SD9s out of 27. All 108 of CB&Q's had DBs.
Can't find the demonstrator switch engines.
GP B units 600-604 (No 603, some were second of same number)
GP38B 600B later 2600
GP38-2B 2601
U30CB 4500
SD40-2B 7500-7502 (7500 originally 900B)
SD40B 7600
You win and are very close!!
The lowest number was #1, which was on three locomotives. The first one was an X-CBQ 44 tonner, the second one was an X-GN NW12 that was part of a four switch engine rebuild program (5, 14, and 19 were the other numbers) [only four were rebuilt because the program was two costly] and the last one was for the BN's executive train (X-NP units).
You are correct on the two X-NP FT's.
GN had only two SD-9's with DB. They were purchased for use on the Cascade Division for a shortline that also used SP SD-9's.
BN 442 (SW1000) was involved in an accident in Chicago and was rebuilt without the cab.
You are good!! I missed the 2600 and 2601.
The two demonstrators were GE and were 1100 and 1101. I saw them at Northtown. Del Grosso's BN locomotive book states that their GN model was B-B-272-272. Both were returned to GN in February, 1984.
A big congratulations to you and the next question is yours.
My fingers make mistakes!
The X-GN SD-9's were 698 and 699. They became BN 6125 and 6126.
I used the word "two" and it should have been "too".
The reference to the GE switchers "GN" should have been "GE".
My mistake.
The Monon is well known for rebuilding WWII hospital cars into home grown streamliners. One other railroad rebuilt a pair of them as part of its contribution to a colorful name train operated with another railroad.
SOME CANDIDATES COME TO MIND, THE BANGOR AND AROOSTICK WITH THE MAINE CENTRAL, THE MAINE CENTRAL WITH THE BOSTON AND MAINE, THE CENTRAL OF NEW JERSEY WITH THE READING FOR THE WALL STREET, AND THE WABASH FOR UP OR THE CHICAGO AND NORTHWESTER WITH THE UP .
The train was "out west", and the ex-Hospital cars were part of two of five consists.
SP&S - Western Star. Just a guess.
Mark
A train with a more colorful name...
Sounds like something the Katy might have done but none of their trains ran way out west. Also none of the the MKT/Frisco trains required five trainsets so that rules them out. Could the cars have been part of the Rock Island's contribution to the consist of the Golden State Limited?
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