SD70M-2Dude
Have cherished memories of 6218 along with a lot of home movies. I was in high school and got to borrow new "cinematography" equipment so have some nice film and sound. I was on her last run. I did see her in Fort Erie in 2006 last time. So sorry to hear she is getting shabby looking. Did lots of trips with my 3 girls when they were 7-13 yrs with 6060 and have home movies of that as well as N&W 611 and NKP 765. 6167 was in Guelph and always stopped in to say hello to the old gal. The St. Thomas crew is doing a marvellous job with their facilities. The CASO must be remembered! Makes me stupdified to think it is gone.
Did not know about 3101 being sold. Interesting. Those 2 were some kind of engine, ahead of their time and could put the CN Northerns in their place, except maybe the 6400's, but even them.
Kudo's to volunteering at the Alberta Railway Museum. Never give up and you will fire and run 1392 one day.
Thought I shoud re-post the question since its buried a bit back.
OK..the Q is...( easy one, somewhat amusing)...There were 2 Class 1 railroads that had the same reporting mark. They were thousands of miles apart. This resulted in cars and invoices arriving and being sent to the wrong place frequently. This craziness went on roughly from 1903 until after the war in 1946, when finally one of them changed their name and thus the reporting marks.
So, what are the 2 Class 1 involved. what was the identical reporting mark and what was the name change?
Texas and New Orleans (T&NO) was a full class 1 subsidiary of the Southern Pacific, so cars with T&NO reporting marks were common until the early 1960s.
Temiskaming and Northern Ontario (also T&NO...) became the Ontario Northland (ONT) in 1946, ending billing clerks' nightmares.
http://www.englehart.ca/node/59
Here is #701 T&NO Pacific..pretty little gal. She is on display in Englehart, Ontario. I saw her 2 years ago while travelling across the province and we spent a nice few hours together. She looked great.
Temiskaming and Northern Ontario and Texas and New Orleans shared the same reporting marks for 43 years!
Today's Ontario Northland Railway is not doing so well. Freight is way down with CN and CP favouring their own routes rather than historic interchanges. The long running Northlander from Toronto to Cochrane is no more. It was famous for its Swiss built ex TEE consist, 1977-1992.
When I went to college in Haileybury in the early seventies I took the Northlander many times from Toronto. Coaches and sleepers at that time were ex Bangor and Aroostook, N&W and Detroit and Mackinac. It left Toronto at 7pm. It was scheduled in at 4am in Haileybury and,on one particular trip, being a 19 or 20 year old I slept well past the stop and the conductor failed to wake me. He personally felt responsible and got me off in Englehart where he arraigned for an Ontario Northland work truck to take me back. I'll never forget it, the driver gave me a hot cup of coffee, must have been -30 cold, and I never missed a singe class that day.
Another quick story about the Ontario Northland nee T&NO. I owned a smallish motorcycle back then, 200cc. Every fall I would ship it up to Haileybury and every spring I would ship it back to my hometown in Burlington. It just was a bit too underpowered for the big 400 system highways and the long drive home, but great for zipping around town and small highway trips. CN would charge me $145 to ship it up from Burlington and my dad would complain like heck. The ONR would charge me $17 for the exact same shipment but in reverse. We did this for 3 summers, always complained about the CN rate but to no avail.
It's your question rcdrye.
This is the way she looked when I saw her.
Since we're looking at U.S. and Canadian things at the same time...
This subsidiary of a regional railroad had "Canadian" in its name, but never entered Canada, and never ran any revenue trains.
Was it close to the border?
It got close to the border, but didn't cross.
The "***-Canadian" was incorporated for purposes of construction. It was folded into the parent railroad along with a connecting railroad and a short section that DID cross the Canadian border, but under a different name. The entire line was abandoned long enough ago to allow discussion of its abandonment to be OK on this thread.
Excerpt from “Vermont Central—Central Vermont" by Edward Hungerford (1942)
https://babel.hathitrust.org/cgi/pt?id=uc1.b3866496;view=2up;seq=5
On March 20, 1896, the Central Vermont was forced into receivership. All the rent installments had been promptly paid until the receivership was ordered. The C. V. had no money available for further payments so the court ordered the Rutland officers to take possession of their road on May 7, 1896. This was done and the Rutland was now free to pursue its own policies.
Once liberated from Central Vermont domination, the Rutland's first problem was to put its property in better operating condition, and then to increase its traffic. As the 1897 Annual Report states:
"The road had been so long merged with the Central Vermont system that it was comparatively unknown. It had no through business; no operating force. Physical facilities were pretty bad. No traffic reports for previous years were available with which to make comparisons."
The rehabilitation and upbuilding of the second Rutland system was undertaken when P. W. Clement, President of the road, was able to buy back control from the Delaware & Hudson. In order to bid for the western and Canadian traffic, physical expansion was mandatory and was immediately begun. In January, 1899, the Rutland purchased all the outstanding debt of the Ogdensburg & Lake Champlain R. R. and assumed management. The Ogdensburg Transit Co., operating eight steamers, had been closely tied in with the C. V. and O. & L. C. and had become bankrupt in 1899. Taking advantage of its predicament, the Rutland bought all the capital stock for $1,000,000 and organized the Rutland Transit Co. Connections were now under control from Rouses Point to Ogdensburg, N. Y. and the company had ships plying between Great Lakes ports and Ogdensburg. The next move entailed getting rail connections between the separated two divisions.
Plans had been drawn up for the construction of a line running diagonally across the islands of Champlain from Burlington to the Canadian line and to Rouses Point. Construction was commenced in 1898 as the Rutland-Canadian Railroad. It was leased in 1899 and consolidated with the Rutland in 1901. Entry into Canada was gained by leasing the 3.9 mile Rutland & Noyan Railroad which extended from the Canadian line to Noyan Junction, P. Q. These moves gave the road full control of the Ogdensburg traffic and a favorable position in competing for Canadian passengers and freight. The Connecticut River marked the eastern boundary of the line, however, and progress towards Boston was blocked by the competing Fitchburg Railroad (now part of the Boston & Maine R. R.) Therefore, development of the north and south line was the only alternative. The Bennington & Rutland R. R. was obtained in 1900 by purchase of its capital stock and first and second mortgages. The last acquisition came in 1901 when the insolvent Chatham & Lebanon Valley R. R. was absorbed by purchase of its capital stock and mortgage bonds.
That's the whole story.
Instead of crossing the border, the Rutland-Canadian took a left turn in Alburgh VT, where Rutland traded former O&LC rights from Swanton VT to Rouses Point NY into an agreement to share a pile trestle and bridge across Lake Champlain between Alburgh (or Alburg - the h moved about a bit...) and Rouses Point. The Rutland and Noyan gave an easy connection to the Grand Trunk system. For now obscure reasons the route via Noyan Jct was given up prior to WWI on favor of GT (later CN) interchange at Rouses Point. The joint CV/Rutland gantlet bridge lasted until the Rutland's abandonment. CV detoured to Rouses Point via Cantic QC until at least the mid-1980s as the replacement.
The Rutland-Canadian ROW is now a bike path, complete with a ferry replacing the former swing bridge across Missisquoi Bay.
Wow!..I spent like 10 hours of time in research convinced that it had something to do with the Northern Pacific. Oh well, I learned a lot more than I knew previously!
Start with a hint from our late great old friend...
KCSfan You nailed it Buck - Light up a stogie and ask us another question. Incidentally the 1937 OG shows the Furniture City Special (and several other PM trains) carrying an "Imperial Salon Car for coach passengers" in addition to a buffet-lounge car. This is a new one on me and I'd like to hear from anyone who knows about this type of car. Mark
You nailed it Buck - Light up a stogie and ask us another question. Incidentally the 1937 OG shows the Furniture City Special (and several other PM trains) carrying an "Imperial Salon Car for coach passengers" in addition to a buffet-lounge car. This is a new one on me and I'd like to hear from anyone who knows about this type of car.
Mark
What was the first train to have Imperial Salon cars?
I do not know what train was the first to carry Imperial Salon cars--but I do know that the L&N also had such cars for its coach passengers (probably not on the locals, though). The Heart of Dixie Railroad Club had an L&N coach which looked very much like those pictured in the C&O timetables way back.
Johnny
Were the first ones not for the C&O George Washington...either that or Czar Nicholas of Russia whose whole train was called as having Imperial Salon cars, ...but I think that's way different.
Nope, the George was inaugurated about 2 years too late to be first.
http://www.angelfire.com/pa/ImperialRussian/royalty/russia/train.html
The F.F.V.? In 1893, the C&O called it the Fast Flying Virginian.
Most likely it would be the Sportsman, in 1930.
Myron, yes, your turn. This article doesn’t call the salon cars imperial but I’m pretty sure they were.
"Steam, Steel, and Limiteds" by Kratville,et all, page 107 also has a picture of the salon cars.
Ed Burns
The Pneumatic Tired Railcoach- 100mph and smooth as silk and quieter than a Rolls Royce- ...so what became of these things?
I know that the Montreal subway system uses rubber tired equipment on their rails.
https://books.google.com/books?id=a-IDAAAAMBAJ&pg=PA33&lpg=PA33&dq=michelin+rail+coach&source=bl&ots=qfXujk03W_&sig=ws0zyMx85gMemXY14dIvrZbyi8I&hl=en&sa=X&ved=0ahUKEwiwo_v1qM_OAhWBmR4KHY6WBkUQ6AEIQjAH#v=onepage&q=michelin%20rail%20coach&f=false
http://www.gracesguide.co.uk/images/d/d4/Er19310904.pdf page9
Michelin tried really hard to get a rubber-tired railcar to work - there was also the Budd-Michelin railcar tried - wierdly enough - on the Cotton Belt. The Budd version had a tendency to derail due to the flange dynamics. The GM&N tried a hi-rail bus, and at least one southern road used a hi-rail school bus.
Other Michelin-tired fiascos included "Silver Slipper" on the Texas & Pacific and a motor car on PRR. The tires were not up to the wear of riding on steel rails and they did not track very well.
"The tires were not up to the wear of riding on steel rails and they did not track very well" - CSSHEGEWISCH
Thats what I needed to know...makes sense otherwise we would have seen and heard more about these things.
Very interesting though.
Anyone know what happened to Overmod? Hope he is ok.
The next question...
The first all-steel Pullman sleeper was the Jamestown, built in 1907.
When was the last all-wooden Pullman sleeper built? What was its name and initial railroad assignment?
This is a follow up to the question about rubber tires on railcars. I have ridden two hi-rail pickups with track inspectors. Do the rubber tires on various hi-rail trucks wear the same as tires on a non-hi-rail vehicles?
Following up on the of the last wooden Pullman cars: "Railroad Passenger and Pullman Car Names, Wayner 1963, page 124 shows 23 10 sections-lounge cars built from 1906 to 1909 for various assignments. I don't know when the very last wooden Pullman car was built.
According to Pullman Panorama, Volume 1 (1967), the last wooden Pullmans were built in 1909. This volume describes the heavyweight steel Pullmans built from 1910 through February 13, 1931.
I know that three more volumes were planned, but I do not recall seeing any advertisement for them--so I did not buy them
Login, or register today to interact in our online community, comment on articles, receive our newsletter, manage your account online and more!
Get the Classic Trains twice-monthly newsletter