QUOTE: PLOT SUMMARY: A cargo plane goes down in a sandstorm in the Sahara with less than a dozen men on board. One of the passengers is an airplane designer who comes up with the idea of ripping off the undamaged wing and using it as the basis for an airplane they will build to escape before their food and water run out.
QUOTE: PLOT SUMMARY: November, 1951. The 4077th Mobile Army Surgical Hospital is shaken up by the arrival of Captains "Hawkeye" Pierce and "Duke" Forrest...crack surgeons but lousy soldiers. Joined by renowned chest-cutter "Trapper" John McIntyre, the surgeons set about dealing with the daily carnage of the war by raising hell. From getting rid of the idiotic Major Burns to helping the camp dentist commit "suicide", there's no lengths the Swampmen won't go to to distract themselves from the horrors of war.
QUOTE: PLOT SUMMARY: Featuring Moe, Larry and Curly WWI has ended and stooges have been discharged from the service, even though they've done absolutely nothing. When their sergeant discovers this, he beats them up badly, but the stooges have their revenge and beat him up. Years pass by and the guys become bums. They try to steal a meal from a well-to-do man who chases and catches them in front of a military recruiting station. When the boys ask for a job, he tells them to go into a nearby building and go to room 310. They sign up, but it turns out to be the army, and they're under their old sergeant's command again! They are assigned to train on a big gun at a naval base, and after messing up many times, they accidentally fire on the Admiral's flagship. The sergeant then blasts them away by firing a cannon at them.
QUOTE: Bergie Posted: 09 Jul 2006, 14:37:56 Content & Business Manager - Trains.com We need to take our forums down for a couple of days to migrate the content from our current reader forum into our new reader forum. We'll see you back in the forums on July 12 when the new Trains.com launches (sometime in the late afternoon). Erik -------------------- Erik Bergstrom Content and Business Manager Trains.com
G'day and Happy 16th Month Anniversary to "Our" Place!
Boris ring the bell and we'll serve 'em whatever they want . . .
Looks as if the Forums have returned in a spanking new format! Congrats to Kalmbach for the modernization et al!
Need to check out what's new and try to get up to speed with all of the changes.
Later!
Tom
NOTICE – NOTICE – NOTICE – NOTICE
Gentlemen,
I have decided to close the bar known as ”Our” Place.
Our 16-month run has been quite remarkable especially considering the structured nature of the Thread, far different and unique in comparison with the others on these Forums. I must admit that when this all began back on April 12th, 2005, the idea of longevity had not crossed my mind.
From personal reflections of our railroading experiences to entertaining Pix provided during our Photo Posting Sundays, interspersed with volumes of material discussing Classic Trains (real and model), we truly have set the bar to a standard that perhaps may not be topped.
We have undergone many changes since those early pages and have seen some good people come and go. Ours has been a social setting with real and imagined characters setting the stage for some wonderful exchanges and concocted scenarios. They are all in the archives for one and all to view.
My heartfelt appreciation goes out to those who regularly entered this place with a spirit of inclusiveness and good cheer. You were the backbone of what made this place so special!
Many THANX to all who helped keep the information flowing and of course to those who acknowledged and cheered from the sidelines.
Happy rails to all who have been faithful customers at the best cyber bar in the Ether!
NOTICE - NOTICE - NOTICE - NOTICE
Well a sad turn of events to be sure. I couldn't let the bar go off into it's good night without a comment and a farewell. I will miss this place, the one true place on these forums. I will have to decide weather or not to stay on in general. Thank-you to everyone for being so friendly, helpfull, and downright fun to know and interact with.Should anyone wish to, I will happily "pay the rent" and keep this joint open should anyone wish to keep participating. Otherwise thank-you all for being a true group of friends amonsgt the background noise around these forums.
Rob
Well folks, since I'm too stubborn to give up quite yet, I'll keep the lights on until the end of the month. Anyone wishing to pop by the staff are still engaged and hopefully the conversation can be as well. I will pop in at least twice a day to keep her lit as it where. Leon you big lug break out the good conjac.Just a couple of photo's this evening seeing as this would have been a sunday photo posting day.
Four images which were favourites of mine from the museum. Hope to see some old faces pop through the door occationally. Like I said i'll try to keep her going till the end of the month, at whick point the rent may or may not be picked up for august.
ENCORE ! ENCORE ! ENCORE ! ENCORE !
Well just a small encore to maybe get some of the old" Our Place"creaative juices flowing again.here's hoping that a few of the old timers pop back, and perhaps even some new blood.same rules as before,lets talk calssic trains real or modelled and have abit o fun along the way.
.
trolleyboy wrote:I'm back briefly with the first classic trains talk of the year from me. this is an add CN put into National Geographic to promote awarness of it's size and scope to the United States. the ad was run in 1929. A railway system that spans a continent. and links two great nations New York and Montreal; Chicago and Toronto ; Duluth and Winnipeg lie south and north of the International Line. But they are not foreign ground to the citizens of either The United States or Canada. Language , race, and customs and the luxurious trains of Canadian National Railways link them together and make them neighbours. Wherever you wi***o go in Canada - whether to the playgrounds of the Maritime Provinces, Historic Quebec, the lake and forest regions of Ontario, the great prairie provinces, the mighty Canadian Rockies to the Pacific Coast and Alaska- Canadian National will take you, speedily, comfortably , and over a route replete with magnificent scenery. But Canadian National is more than a railroad.It operates year 'round hotels and summer resorts. It provides frieght,express and telegraph service with conections to all aprts of the world. Canadian National Steamships carry Canada's ensign over the seven seas. Eleven Candian National radio stations broadcast from coast to coast. For information on Canada's natural resorces and business opportunities, for tickets and accomodations, call at , write or telephone the nearest Canadian National office. CANADIAN NATIONAL The Largest Railway System in America operating Railways . Steamships . Hotels . Telegraph and Express Service . Radio Intresting ad to be sure. I'll see if I can't get it to scan so you all can see it. Rob
Well we are still here.Boris is as brite eyed and um bushy tailed as always ( summer coat ). Again a recent email appeal has been sent out in hopes of drawing back some of the old gang. I think that we shall talk passenger operations today if anyone pops by and is interested.
Rob ( caretaker of Our Place )
A favourite railroad of mine right from the bosses's mouth, truly worth a second read.
siberianmo wrote: Now arriving on track #1 ….. Railroads from Yesteryear! Number NineteenUsed with permission from: Wikipedia, the free encyclopedia. Formatting differences made necessary due to Forums requirements. Some heralds from other sources. Delaware and Hudson Railway (D&H) Reporting marks: DH Locale: New York and Pennsylvania Dates of operation: 1829 – present Track gauge: 4 ft 8½ in (1435 mm) (standard gauge) Headquarters: Albany, New York 1886 map The Delaware and Hudson Railway (D&H) (AAR reporting mark DH) is a subsidiary of the Canadian Pacific Railway, giving it access to New York City and other parts of the northeastern United States. It was formerly an important bridge line, connecting New York with Montreal, Quebec. The company started out as the Delaware and Hudson Canal, running from Kingston, New York on the Hudson River southwest to Port Jervis, New York on the Delaware River and beyond to the anthracite coal fields at Honesdale, Pennsylvania. The canal company later built a railroad, one of the first railroads in the United States, later known as the Delaware and Hudson Company and then the Delaware and Hudson Railroad until 1968. The railroad company has called itself "America's oldest continually operated transportation company". Delaware and Hudson Canal The Delaware and Hudson Canal Company was chartered by separate laws in the states of New York and Pennsylvania in 1823, allowing Maurice Wurts and his brother William to construct the canal. The New York law, passed April 23, 1823, incorporated "The President, Managers and Company of the Delaware and Hudson Canal Company", and the Pennsylvania law, passed March 13 of the same year, authorized the company "To Improve the Navigation of the Lackawaxen River". Ground was broken on July 13, 1825, and the canal was opened to navigation in October 1828. The line of the canal began at Rondout Creek at the location known as Creeklocks, between Kingston (where the creek fed into the Hudson River) and Rosendale. From there it proceeded southwest alongside Rondout Creek to Ellenville, continuing through the valley of the Sandburg Creek, Homowack Kill, Basher Kill and Neversink River to Port Jervis on the Delaware River. From there the canal ran northwest on the New York side of the Delaware River, crossing into Pennsylvania on Roebling's Delaware Aqueduct at Lackawaxen and running on the north bank of the Lackawaxen River to Honesdale. To get the anthracite from the Wurts' mine in the Moosic Mountains near Carbondale to the canal at Honesdale, the canal company built a gravity railroad. The state of Pennsylvania authorized its construction on April 8, 1826. On August 8, 1829, the D&H's first locomotive, the Stourbridge Lion, made history as the first locomotive to run on rails in the United States. Westward extensions of the railroad opened to new mines at Archibald in 1843, Valley Junction in 1858, Providence in 1860 and Scranton in 1863. Passenger service began west of Carbondale in 1860. Delaware and Hudson Company As railroads grew in popularity, the canal company recognized the importance of replacing the canal with a railroad. The first step of this was the Jefferson Railroad, a line from Carbondale north into New York, chartered in 1864, leased by the Erie Railway in 1869 and opened in 1872. This was a branch of the Erie Railway, running south from the main line at Lanesboro to Carbondale. Also built as part of this line was a continuation from the other side of the D&H's gravity railroad at Honesdale southeast to the Erie's Pennsylvania Coal Company railroad at Hawley. The Jefferson Railroad (and through it the Erie) obtained trackage rights over the D&H between its two sections, and the D&H obtained trackage rights to Lanesboro. The other part of the main line was the Albany and Susquehanna Railroad, which the D&H leased on February 24, 1870, and the connecting Lackawanna and Susquehanna Railroad, chartered in 1867 and opened in 1872. The Albany and Susquehanna provided a line from Albany southwest to Binghamton, while the Lackawanna and Susquehanna split from that line at Nineveh, running south to the Jefferson Railroad at Lanesboro. Also leased in 1870 was the Schenectady and Duanesburg Railroad, connecting the Albany and Susquehanna at Duanesburg to Schenectady, opened in 1872 (as the Schenectady & Susquehanna Railroad until 1873). In 1870 the Valley Railroad opened, providing a non-gravity line between Scranton and Carbondale. On March 1, 1871 the D&H leased the Renssalaer and Saratoga Railroad Company, which, along with its leased lines, provided a network stretching north from Albany and Schenectady to Saratoga Springs, and continuing northeast to Rutland, Vermont, as well as an eastern route to Rutland via trackage rights over the Troy and Boston Railroad west of Eagle Bridge. The D&H also obtained a 1/4 interest in the Troy Union Railroad from this lease. On March 1, 1873 the D&H got the New York and Canada Railroad chartered as a merger of the Whitehall and Plattsburgh Railroad and Montreal and Plattsburg Railroad, which had been owned by the Rutland Railroad. This provided an extension north from Whitehall to the border with Quebec, completed in 1875; a branch opened in 1876 to Rouses Point. Lines of the Grand Trunk Railway continued each of the two branches north to Montreal. The D&H obtained trackage rights over the Lehigh and Susquehanna Railroad in 1886, extending the main line southwest from Scranton to Wilkes-Barre. On July 11, 1889 the D&H bought the Adirondack Railway, a long branch line heading north from Saratoga Springs along the Hudson River. The canal was last used on November 5, 1891, and the gravity railroad closed January 3, 1899. On April 28, 1899 the name was changed to the Delaware and Hudson Company to reflect the lack of a canal, which was sold in June of that year. Between Port Jackson and Ellenville, the right-of-way for the canal was used by the Ellenville and Kingston Railroad, a branch of the New York, Ontario and Western Railway, chartered in 1901 and opened in 1902. In 1903 the D&H organized the Chateaugay and Lake Placid Railway as a consolidation of the Chateaugay Railroad, Chateaugay Railway and Saranac and Lake Placid Railway. In conjunction with the Plattsburgh and Dannemora Railroad, which had been leased by the Chateaugay Railroad, this formed a long branch from Plattsburgh west and south to Lake Placid. In 1906 the D&H bought the Quebec Southern Railway and South Shore Railway, merging them into the Quebec, Montreal and Southern Railway. This line ran from St. Lambert, a suburb of Montreal, northeast to Fortierv pwolfe Member sinceFebruary 2005 From: mid mo 1,054 posts Posted by pwolfe on Monday, July 17, 2006 3:23 PM Hi Rob If there is any Bathams in the barrel I will have one. Thanks for the trolley photos and the D&H Encore. This is a post I put on Doug's Site perhaps you would like it at Our Place as well? Here is some thing I wrote when the Forum was down. A TRIP TO SCOTLAND JUNE 2006. Part One Rugby to Newcastle. A trip I did manage to take while in England was a day trip to Stirling, Scotland. It was an early start with leaving the house at 5:00 AM and walking the mile and a half or so to Rugby station. A pleasant walk, just cool enough in the early morning light to need a light coat, at that time of year it gets light about 4 AM. Arriving at the station a pleasant surprise was that the station buffet was open and plenty of time for a cuppa tea. In the new timetable which had started earlier that week, a train using an 87 electric loco and coaching stock was timed to leave Rugby for London at 6:20 AM, this was waiting on platform 1. Apart from one train in the evening all services for Virgin are booked for Pendelinos,Virgin’s new 9-Car tilting Electric Units, capable of a higher speed but runnig at 125 MPH at the present, and it was a Pendelino, which arrived on platform 2 with the 6:05 am to London. I did toy with the idea of waiting for the 87 hauled train but decided to go with the 6:05. Come departure time and no movement, and then the conductor came on and announced that some overnight engineering work on the main line was running late although we should be away in a few minutes. A couple of trains had passed us but they were routed via the Northampton loop and as one was an intermodel freight; if we had to go that way we would be delayed. But the conductor was good to is word and after a short while the Beep-Beep of the automatic door closing sounded and we were away for a pleasant 82 mile journey in a hour, with 2 stops, and a on time arrival in Euston. It is fairly short walk along Euston Road from Euston to Kings Cross station and the rush hour was not yet started at that time. There is an Underground connection but by the time you get your ticket and go to the deep level tube line it is almost as quick to walk plus the minimum fare on the Underground is now 3 Pounds (about $5.30). There was a fair bit of construction work at St Pancreas station in connection with the new Channel Tunnel Rail Link, next door to King’s Cross. I don’t know if it still is, but the King’s Cross area was noted for a haunt of the Ladies of the Night but I did not see any, perhaps they had finished their shift. The train to Edinburgh was due to leave at 8AM but as the 7:30 to Newcastle had not left I decided to go on that. The loco hauling the train was a class 91 electric loco #91120 and carried the name Royal Armouries(I believe to commemorate a museum in Leeds). A class 91 Electric loco and A High Speed Train HST wait at King,s Cross. The HST Diesel-Electric will work a East coast service beyond the electrified line north of Edinburgh. An on time departure had us soon heading out of London with the inbound line busy with Electric Multiple Units of classes 313, 317 and 365 bringing the commuters into the City. After 77 miles our train arrived at Peterborough passing over the former London & North Western Railway line which ran to Rugby and for the first few miles out of Peterborough is now The Nene Valley preserved railway which has steam-hauled trains at weekends. Departing Peterborough, past the freight yard which had 3 GM class 66 locos in the blue and yellow livery of the GBFr company we were put on the slow line to allow the 7:35 Leeds train to pass we were soon back on the fast line and up to 125 MPH again passing the sign to mark the place where Mallard achieved the World Record for Steam of 126 MPH. On through Grantham Newark and Retford to Doncaster the next stop, passing the loco depot on the approach to the station unfortunately mostly hidden by trees. On the west side of Doncaster station is the famous loco works, known as the Plant, where the Great Northern later LNER constructed and repaired such famous locos as Flying Scotsman, Mallard, Sir Nigel Gresley etc. The works is still in operation in private hands though on a very reduced scale. Heading north from Doncaster and onto the 1970/80s constructed line to by-pass the Selby coalfield, now itself about to close or so I hear. The next stop is the old city of York with its magnificent station. York station. If anyone gets to visit England a visit to York is a must with Medieval Shambles, City Walls the Minster, Viking Center, good beer and of course The National Railway Museum which is just north of the station. A few miles after leaving York our train is on the 4 track, mainly straight racing ground across the Plain of York although the line limit is 125 MPH. The slow lines were quite busy with freight with coal and steel trains hauled by class 60 and 66 locos. The 4 track line ends at Northallerton where the lines to Teeside veer off to the east we head north to Darlington where the works of the North Eastern Railway was located and a brand new steam loco of the LNER A1 class is being built by railfans. Shortly after leaving the station the trackbed of the 1825 Stockton & Darlington Railway is crossed. Next station is Durham where the line passes high above the city on a viaduct with a grand view of the Cathedral. It was here a few years ago, on a steam special, that ex LNER A2 pacific Blue Peter went into a severe wheel slip and wreaked its motion costing many thousands of pounds to repair. Shortly after passing Tyne marshaling yard our train slowed for the approach to Newcastle. To reach the station the River Tyne is crossed on the King Edward Bridge where we were held for a few minutes awaiting a clear platform as we were a few minutes early. Newcastle, like York is a station on a curve and is quite impressive. There are two railway bridges that cross the Tyne, not counting the new Metro line one connecting Newcastle on the north side with Gateshead on the south,with tri-angular junctions on the south side of the two bridges. Gateshead was the site of a large loco depot. With a large allocation of LNER express steam locos. Near the depot was the site of Robert Stephenson’s early 19th century works. #91120 arrived at Newcastle Station I hope you enjoy this Pete wanswheel Member sinceNovember 2005 4,190 posts Posted by wanswheel on Tuesday, July 18, 2006 1:11 PM Rob, I'm going to try to put new links to the pages for Tom's great Railroads of Yesteryear #1: Baltimore & Ohio (B&O) http://www.trains.com/trccs/forums/233/448217/ShowPost.aspx#448217 #2: Chesapeake & Ohio (C&O) http://www.trains.com/trccs/forums/234/448217/ShowPost.aspx#448217 #3: Pennsylvania (PRR) http://www.trains.com/trccs/forums/237/448217/ShowPost.aspx#448217 #4: New York Central (NYC) http://www.trains.com/trccs/forums/240/448217/ShowPost.aspx#448217 #5: New Haven (NYNH&H) http://www.trains.com/trccs/forums/242/448217/ShowPost.aspx#448217 #6: Santa Fe (ATSF) (Two Parts) http://www.trains.com/trccs/forums/246/448217/ShowPost.aspx#448217 #7: Southern Pacific (SP) http://www.trains.com/trccs/forums/253/448217/ShowPost.aspx#448217 #8: Northern Pacific (NP) http://www.trains.com/trccs/forums/259/448217/ShowPost.aspx#448217 #9: Coastline/Seaboard (ACL - SCL - SAL) (Two Parts) http://www.trains.com/trccs/forums/267/448217/ShowPost.aspx#448217 #10: Southern Railway (SOU) http://www.trains.com/trccs/forums/276/448217/ShowPost.aspx#448217 #11: Denver and Rio Grande Western (D&RG) http://www.trains.com/trccs/forums/282/448217/ShowPost.aspx#448217 #12: Great Northern Railway (GN) http://www.trains.com/trccs/forums/287/448217/ShowPost.aspx#448217 #13: Missouri Pacific (MP) http://www.trains.com/trccs/forums/293/448217/ShowPost.aspx#448217 #14: Illinois Central (IC) http://www.trains.com/trccs/forums/299/448217/ShowPost.aspx#448217 #15: Boston & Maine (B&M) http://www.trains.com/trccs/forums/307/448217/ShowPost.aspx#448217 #16: Western Pacific (WP) http://www.trains.com/trccs/forums/314/448217/ShowPost.aspx#448217 #17: Chicago, Burlington & Quincy (CB&Q) http://www.trains.com/trccs/forums/320/448217/ShowPost.aspx#448217 #18: Burlington Zephyrs (Two Parts) http://www.trains.com/trccs/forums/326/448217/ShowPost.aspx#448217 trolleyboy Member sinceMay 2014 3,727 posts Posted by trolleyboy on Tuesday, July 18, 2006 4:35 PM ENCORE ! ENCORE ! ENCORE ! ENCORE ! A post from the vaults to keep things cooking along.I've always been amazed by the amount of trackage that once crisscrossed my country and my directly my province at one time. I know that it is the same elsewhere as well. Once the railway building craze died down the railroads were left with alot of underutilized and underperforming branches. Rob trolleyboy wrote:Good evening again gents. leon a round of CR while I adda bit o info of the Classic nature. Here's another esoteric amd long forgotten steam road from the pioneer days of Ontario. CLASSIC STEAM # 24 THE CENTRAL ONTARIO RAILWAY The COR Into The Hills of Gold The Central Ontario Railway was a 117 mile run that stretched from Trenton Ontario North to Maynooth and Lake St Peter. It was a road that served the many minning towns and villiages of the area. Begun in 1873, the line was ultimatly intended to Link with the legondary Booth railway the Ottawa Arnprior and Parry sound Ry ( classic steam # 22 ) near Whitney Ontario.While the line made it through the sheild rock and swamp 3 miles shy of Booth's road is where it ended at Wallace on Lake St Peter. The actuial terminus as far as passengers went was at Maynooth just to the south. Here the railway had it's yards,turntables, and it's largest station. The stroy starts in Prince Edward County, with the completion of a line between Picton( although the Port of Long Point was the original target ) and Trenton jct, the roads link with the Grand Trunk just north of the town of Trenton itself. ( Trenton is on the Bay of Quinte )However the gold rush north of Trenton and Belleville caught the eyes of the railroads builders and in 1866 they were determined to built to these new found gold fields before anyone else, chiefly their main rivals the builders of the Grand Junction Railroad who were hurrying to build a line from Belleville northwest to Peterborough, this openned in 1879. A branch led north from Peterborough from Madoc Jct to the ill-fated goldfields at Eldorado Ontario. Tyhe gold was not as plentifull as hoped but other more mundane minerals convinced the builders of the COR to continue north : iron ore. In 1882 the construction of the new lines to the iron ore producing areas began. The first destination was Coe Hill, centre of the earliest of these iron discoveries. later prospectors found more in the hills around Bancroft, the line reached Bancroft in 1900.In 1909 Mackenzie and Mann's Canadian Northern laid it's Ottawa to Toronto mainline through Trenton , and added the branches and mainline of the COR to their ever expanding empire. The COR replaced their wooden depot at trenton with a huge three story and extended the north end of the line through to Maynooth where another larger station was built. It met the Irondale Bancroft and Ottawa ( IBO ) at Bird's Creek just north of Bancroft completing the web of branches that were the COR.All along the route small brancjes radiated like veins out to all of the mining camps in the area. Most were open pit type mines as the ore was close to the surface. Gradually as the various mines depleted the branches were closed down. The lines in Cordova closed in 1941, to Bessemer and Lake st Peter in 1965 and to Coe Hill in 1966.CNR tried of running the short lines that were left as they felt them to be unproffitable even though several small and large paper plants and other industries were located on them. The Paper plants at Glenn Ross and Glenn Millar particularly of note. The CNR steadily chopped back the COR until all of the liones north of Marmora were gone by 1982. By 1986 the link between Trenton and Marmora was gone as well. Rob trolleyboy Member sinceMay 2014 3,727 posts Posted by trolleyboy on Tuesday, July 18, 2006 4:40 PM Mike Hi Mike I'm glad to see one of the old guard back. I've sent emails out to everyone hopefully some of the others will come back on occastion as well. Your urls worked fine, I trested one and it pulled right to the proper page for the post in question. I've found that there are not that many differeences format to format with the forum software, we shouild be able to take over from where we left off. again glad to see you in. Boris I'm sure has a big sloppy kiss for you. Rob trolleyboy Member sinceMay 2014 3,727 posts Posted by trolleyboy on Wednesday, July 19, 2006 4:36 PM ENCORE ! ENCORE ! ENCORE ! ENCORE ! Another true classic from the archieves, a good read for one and all. Rob siberianmo wrote:THEME for the DAY! - THEME for the DAY! First Posted on page 139 Here’s another Fallen Flag for the gang from Classic American Railroads: Boston & Maine (B&M) – (passenger ops) Headquarters: Boston, MA Mileage: 1950: 1,700 1995: 1,350 Locomotives in 1963: Diesel: 235 Rolling stock in 1963: Freight cars – 5,490 Passenger – 155 Principal routes in 1950: Boston-Dover, MA-Portland, ME Boston-White River Junction, VT Boston, MA-Troy, NY Boston-Portsmouth, NH-Portland, ME Springfield, MA-Berlin, NH Worcester-Lowell Junction, MA Worcester-Gardner, MA South Ashburnham, MA-Bellows Falls, VT Dover, NH-Intervale, NH Passenger trains of note: Alouette (Boston-Montreal, QC) Ambassador (New York & Boston-Montreal) Cheshire (Boston-White River Junction) Day White Mountains (New York-Berlin, NH) Flying Yankee (Boston-Bangor, ME Green Mountain Flyer (Boston-Montreal The Gull (Boston-Halifax, NS) Kennebec (Boston-Portland-Bangor) Minute Man (Boston-Troy, NY) Montrealer & Washingtonian (Washington-Montreal) Mountaineer (Boston-Littleton & Bethlehem, NH) Pine Tree (Boston-Portland-Bangor) Red Wing (Boston-Montreal) State of Maine (New York-Portland) Enjoy! Tom THEME for the DAY! - THEME for the DAY! trolleyboy Member sinceMay 2014 3,727 posts Posted by trolleyboy on Wednesday, July 19, 2006 4:43 PM ENCORE ! ENCORE ! ENCORE ! ENCORE ! Some more classic gold from CM3 "Shane" to go along with the classic encore railroad of today, the B&M. Anyone wishing to participate please do. There's always room for more "stools" at the bar, to share a couple of drinks and some meaningfull chat on all things classic trains. Rob coalminer3 wrote:Good Morning Barkeep and All Present; coffee, please; round for the house and $ for the jukebox. Red Sox in the a.m. yesterday - because of the Marathon (no Boris, not the oil company!) Interesting material posted this a.m. The information on locomotive bells was a nice addition to my binder. Also enjoyed the shot of the B&L interlocking which leads us to the Boston and Maine which handled Canadian Pacific passenger equipment in Boston. How was that for tying stuff together? Anyway, today is B&M day so I twitched a previous post which some of you may have missed (it was a loooong time ago, and added in a couple of URLs which will well repay your investigation. I'll check back later for the birthday bash as I believe it's not underway yet. Boston and Maine – The Way It Was Think of the Boston and Maine and you think of utilitarian North Station; a building that crouched along Causeway Street, hemmed in by the elevated trolley tracks and the Manger Hotel and surmounted by Boston Garden. I always associated North Station with winter even though I traveled from there in all seasons. Maybe it was the name – North Station – that made me think of ice-encrusted freight cars, steam-heated passenger coaches, and trains plowing through deep snow “up country.” North Station’s lobby was neither large nor ornate. It was a low, wide space, somewhat dark, with ticket windows on one side and train gates on the other. It was not a space designed for travelers to spend much time. Buying tickets was simple; tell the agent where you wanted to go, pu***he money under the bars in the window and get your ticket and change back with minimal conversation and no wasted motion; a truly New England process. To the trains, then, ticket in hand. Umbrella sheds protected the platforms and it was always cold under the sheds in the winter and cool under the sheds in the summer. From North Station, the B&M sent commuter trains to the suburbs and long haul runs to all corners of northern New England, west to New York State, and into Canada. Passengers could not see much as the tracks were close together and it was dark so the scope of operations at North Station was not apparent until a train cleared the umbrella sheds and moved out into an area that was a little more open. North Station was a busy place with cars and locomotives come to the big city from Maine, New Hampshire, Vermont, and Canada. There was also a horde of commuter trains. In the morning, empty trains backed out of the station as loaded trains arrived. In the evening, this complicated ballet occurred again. Loaded outbound trains threaded their way among empty trains backing down from the coach yard to the station. The station tracks quickly narrowed to a pair of drawbridges; truly a yard “throat.” A tower just past the bridges controlled all of the activity. Bridge tenders were responsible for raising the bridges to allow shipping to pass, which was mostly tows of barges. The tracks fanned out after crossing the bridges. Mystic was next. Mystic was truly the operational heart of the Boston and Maine. Across the Charles River from North Station, Mystic was in the shadows of the grim walls of what the newspapers always called the “infamous Massachusetts State Prison at Charlestown.” Mystic combined freight yards, team tracks, and a coach yard. The Boston Engine Terminal was part of the larger Mystic facility. The names on the cars in the coach yard told where the B&M went and the places it served. There were coaches, lounge cars, sleepers, RPOs and baggage cars from the Canadian Pacific, Boston and Maine, and Maine Central. Commuter coaches were, of course, most numerous. The B&M (in common with other New England lines) terminated a lot more freight than it originated, so many offline cars were interspersed with home road cars. So, framed by the coach window, I could see cars from far away roads. They snapped by like slides; Chicago and North Western “Route of the 400s,” Milwaukee Road, Santa Fe, SLSF “Ship It On the Frisco,” Union Pacific, Baltimore and Ohio, Chesapeake and Ohio. There were a lot of cars from eastern roads; Pennsylvania (with the keystone and lined PRR letters), New Haven, Maine Central, B&M, of course, and New York Central. Dull red (boxcar red or tuscan) was the predominant color although refrigerator cars were yellow or orange and there were some red, white and blue “State of Maine” cars to break up the monotony. Sometimes there would be cuts of ratty looking single dome tank cars or loaded and empty coal cars on the yard tracks. There were also indescribably filthy hide cars in the yard along with livestock cars with open, slatted sides. Gondolas were there, too, with loads of scrap of other cargo in large wooden crates. There I could see flat cars with loads of machinery or other equipment, sometimes in the open and sometimes covered with tarps. In any case, freight on flat cars was blocked and tied down to keep the loads from shifting. The engine terminal was a wondrous combination of steam and diesel engines of different types. At the clangorous steam shop, the fleet of aging Pacifics, Atlantics, and Moguls received inspections and running repairs. I also saw 4-8-2s at the steam shop. These engines had enormous pedestal tenders. The diesel house, newer and much cleaner than the steam shop, handled all types of Alco RS-type units, and EMD E units from passenger trains and FTs and geeps from freights. The B&M's splendid red and gold color scheme was highlighted by a herald of the Concord Minute Man. B&M engines shared terminal space with Maine Central's green and gold units that came down from the north on passenger trains. Painted a light green, an E unit's engine compartment was hot and noisy even when the engine was idling. Steam engines pulled commuter trains when I was very small. Diesel power replaced steam in the mid 50s. Every business day a fleet of Alco RS and EMD GP7-powered trains converged on North Station to discharge a host of businessmen, secretaries and others who worked in the city. The B&M's wine-red commuter cars were, at best, spartan. Air conditioning did not exist as steam heat tried to subdue New England's winters and open windows did their best to cope with summer heat and humidity. A caste system applied on commuter trains as “regular” passengers, who were on a first-name basis with the train crew, sat in certain seats. Casual riders made sure not to deprive regulars of their seats. Tickets were stuck into hatbands (men wore hats then) or inserted into clips on the tops of the coach seats. This system allowed trainmen to pass through the cars to collect tickets without disturbing the passengers who read, napped, or played cards. The cars had walkover seats whose backs could be flipped to accommodate groups of up to four passengers who played on wooden or composition lapboards big enough to hold the cars and/or score pads depending on what the game was. I don’t recall there ever being any clear winners or losers, and the game clearly had been going on for a long time. The train was now past Mystic. There was still trolleyboy Member sinceMay 2014 3,727 posts Posted by trolleyboy on Wednesday, July 26, 2006 12:11 AM ENCORE ! ENCORE ! ENCORE ! ENCORE ! Classic locomotive rebuilding encore. One to one scale kitbashing if you will. This first appeared on page 283. Rob trolleyboy wrote:Here's a bit of new info from the trolleyboy barn. It's kind of in keeping with today's modelling theme,consider this as 1 to 1 scale kitbashing. As alot of us know, the various railways over the years have done alot of "capitol rebuilding" of older locomotives to : A get more life out of usefull locomotives thus avoiding expensive repurchasing of new power. & B to get tax breaks on locomotives already purchased, by rebuilding and essentially remanufactureing they can claim the costs like they can on new purchases. One of the biggest locomotive rebuilders in a railway owned shop was of coarse IIlinois Central's massive Paducah shops rebuuilding'sof geeps and switchers and some early SD's CLASSIC DIESELS # 12 THE ICG REBUILDS IC's capitol rebuild program, carried out at the Paducah shops in Kentucky was a pioneer program.They were the first railroad to create and run such a program, and on such a massive scale.It encompassed early GP type locomotives ( some purchased from other railroads ). GP7's were rebuilt and redesignated GP8's , GP9's as rebuilt were refered to as GP10's This program began in early 1968 with the program ending in 1981 ! The first locomotives outshopped were GP8 7960 and GP10 8109. Thes two and GP10's 8009,8025,&8082 retained their high shorthoods.The first chopnosed unit GP8 7961 came ot of the shop in march of 1968 and all further rebuilds received the chopped shorthoods. The rebuilding, saw complete strip downs to the frame sandblasting and repairs and a full repair and refurbishment of the 567 primemovers,new airfilters and electronic's etc. During 1968 there was a flirtation with uprating the horsepower of all the units to 2000hp but they weren't highly sucessfull so all wer rerated to 1600hp uop from the as built 1500 for the GP8's and 1850hp up from the 1750 asbuilt on the GP10 rebuilds. GP8's 7957,7964,7966,7977 and 7981 were the 2000hp GP8 exparament. GP10's 8004,8025,8072,8082,8158,and 8233 were the 2000hp GP10's all the 2000hp conversions were downgraded to 1850 hp in 1969 as it was found that the maintenance was easier than the turbocharged 2000hp format. The ICG rebuuilding program added paper airfilters mounted in a distintive roof top box ( horsecaller ) and all the units recieved a liberated 4 stack exhaust manifolds ( both spotting features of the rebuilds ) The ICG also removed the dynamic braking and it's assosiated roof top blister omn units rebuilt for their own use,none of the IC's locomotives were bought with dynamic brakes but units purchased second hand were,this was again done for ease of maintenance and uniformity of spare parts,that and the units mostly held down secondary road jobs and yard and transfer work so it was felt that the dynamic braking was not required ( also cheaper less parts less maintenance ) The ICG was so pleased with it's shops work on their own engines that they decided that they would go into the business of upgrading locmotives for other railroads. IC set up a partnership with Persision National corp (PNC) in which they did joint venture rebuilding at both Paducah and at PNC's Mount Vernon ILL. shop.At the same time IC began to work with PNC to obtain secondhand GP7's and GP9's to rebuild and add to thier own roster of the total locomotives IC rostered 59 of the GP8's and 60 of the GP10's came from other railways. It's difficult to track the parantage of many of the rebuilds as so many wer being worked on at the same time in both shops,parts and components and frames were redily swapped.An example would be ICG GP10 8270. It was outshopped in december of 1971, it was built from the frame of wrecked Boston and Maine GP9 1710,but it used the engine and components of a wrecked Suthern Pacific 3516. This is typical of this program,some locomotives may have parts from 3 or 4 other's plus new parts bought from EMD or GMD ! When IC and Gulf Mobile and Ohio merged to become ICG it had no effect on the rebuilding program. In fact ICG concidered using The GM&O's Iselin Ten shop as an extra shop, however it was decided to do the actual rebuilding just at Paducah. Railroads that donated the raw materials for the program were as follows : DT&I ,Pittsburg & Lake Erie, Reading , Frisco , Quebec Northshore & Labrador , C&O , B & O , Boston & Maine , D&RGW , Clinchfield , Florida East Coast ,and Union Pacific. This influx of "new" powerv allowed the ICG to handle the traffic growth of the merged railroad and retire all the old Alco power they inherrited from the GM&O. after the program was terminated in 1981 the Paducah shop was sold to the Paducah and Louisville Railway, whose subsidiary VMV Enterprises operates it as a locomotive rebuilding shop still today. Rob trolleyboy Member sinceMay 2014 3,727 posts Posted by trolleyboy on Wednesday, July 26, 2006 12:17 AM ENCORE ! ENCORE ! ENCORE ! ENCORE ! another classic encore of the one to one scale locomotive kitbashing from days of yore,this also first appeared on page 283. Rob trolleyboy wrote:Okay since i'm on a bit of a roll ( I have the papers in front of me here's another, one to one scale locomotive kitbashing piece. CLASSIC DIESELS # 13 C&NW REBUILD PROGRAM The Chicago & North Western was alway's know as a frugal road, they would buy second hand and do as much in house rebuilding so as to keep the freight rolling and costs down. The C&NW started a rebuild program of their own at the Oelwein Iowa shops, the program was not intended as an upgrade program but as a life extension program ( low cost ) . rebuilt units retained their original GP7 or GP9 designation and power ratings. The distinction between rebuilt units and those just given a light overhaul and repainting was a matter of weather sheet metal work was included ( lowering of short hoods ). Many of the GP7's were just given minor body works and paintjobs and therefore retained their as built high short hoods.( I have posted pictures of some of these as operated in the early 90's ) On all locomotives that went through this program, the dynamic brakes ( if originally installed ) were removed, some units recieved liberated exhaust manifolds. C&NW applied the "rebuilt' designation toonly the units it originally owned, not to those that were purchased second hand from Percision National. The purchased units did not count towards the capitol rebuild accounting so they recieved the least amount of work ( paint job , mechanical overhaul )In all C&NW "rebuilt" 73 GP7's and 52 GP9's which they counted as their capitol rebuild program. The list below is from the C&NW records as of 1990,noted are the units that were bought second hand from PNC. 4100-4209 : ex rock Island GP7's 4252-4253 : C&NW GP7's exparamentally rebuilt with cummins HE15 engines 4279-4299 : rebuilt C&NW GP7's 4301-4309 : rebuilt C&NW GP9's 4310-4319 : rebuilt C&NW GP7's 4320-4326 : rebuilt C&NW GP9's 4327-4332 : rebuilt C&NW GP7's 4333 : rebuilt C&NW GP9 4334-4338 : rebuilt C&NW GP7's 4340-4358 : ex Quebec Northshore & Labrador GP7's 4359-4278 : ex Frisco GP7's 4379-4399 : ex Union Pacific GP7's 4431-4465 : all PNC units from Conrail,QN&SL,Frisco.C&O,and D&RGW GP7's 4466-4495 : rebuilt C&NW GP7's 4496-4499 : ex Union Pacific GP9's 4501-4504 : rebuilt C&NW GP9's 4505 : rebuilt C&NW GP7 4506-4513 : rebuilt C&NW GP9's 4514-4528 : ex QN&SL GP9's 4529-4549 : rebuilt C&NW GP9's 4550-4559 : ex Rock Island GP9's 4560-4562 : rebuilt C&NW GP9's The gaps in the number series are lcomotives taken up by other rebuild programs alco's or other model EMD's Rob trolleyboy Member sinceMay 2014 3,727 posts Posted by trolleyboy on Wednesday, July 26, 2006 12:20 AM Hello again folks,the bars still looking for a few new people.As always a love of all things steel wheels on steel rails of any make model or vintage is gladlt disscussed here. Along with the usual bar fare of food and drink. Don't be shy come on in a pull up a stool and chat classic trains. no prior experiance is needed and any level of knowledge is gladly accepted. Rob West Coast S Member sinceFebruary 2005 From: Los Angeles 1,619 posts Posted by West Coast S on Thursday, July 27, 2006 7:48 PM Howdy Rob, until recently, I had no idea you were the keeper of the flame, never expected to be at "Our Place" once more.. Place seems a little quiet for the old days, Barndad opened up the Roundhouse just up the road, that's were i've been hanging for my daily fix.. But hey, why not have twice the experience?? Your C&NW rebuild encore brings to mind the fact that long after their usefullness to C&NW, they were scattered among lease companies, seems I encountered them every place I was in the late seventies/ early eighties here out west.. A good geep never dies it just gets reincarnated!!! 1911, Torrance Ca, PE announces the groundbreaking of a eleven acre shop complex, complete with foundry, machine shops, motor barn, carpentery and finish shops. A eighteen bay erection shop with overhead cranes will permit the the complete rebuilding of all equiptment. In the state of the art paint booth,the famous PE red was born, in the metal shops, boxcabs were assembled from the ground up as ancient motors underwent evaluation as to future value. Over in the carpenter shop, dissistafied with current offerings, PE constructs cabooses to its own design..This is but a small sample from the glorious days of the interurban that ended with the closeure in 1953 and the razing of the complex in 1983. Dave SP the way it was in S scale trolleyboy Member sinceMay 2014 3,727 posts Posted by trolleyboy on Saturday, July 29, 2006 10:45 PM Dave - Howdy sir, thanks for popping by. I have indeed been trying to keep the home fires burning hear. Will a bit of success. We do still offer all the old fixings and Boris is always happy to see any of the old gang. Nice little tail on the ole PE shops. Let me guess when they were torn down in '83 they became a condo building or a mini-mall Old GEEPS are indeed re-encarnated. CN and CP have been rebuilding theirs constantly , both railraods still roster well over 100 GP9 rebuilds each,pulling hump and transfer and yard service. CN still puts them in mainline frieghts on occation when they are power short, just can't kill them. Rob « First«246247248249250251252»Last » SUBSCRIBER & MEMBER LOGIN Login, or register today to interact in our online community, comment on articles, receive our newsletter, manage your account online and more! Login Register FREE NEWSLETTER SIGNUP Get the Classic Trains twice-monthly newsletter Submit More great sites from Kalmbach Media Terms Of Use | Privacy Policy | Copyright Policy
Hi Rob
If there is any Bathams in the barrel I will have one.
Thanks for the trolley photos and the D&H Encore.
This is a post I put on Doug's Site perhaps you would like it at Our Place as well?
Here is some thing I wrote when the Forum was down.
A TRIP TO SCOTLAND JUNE 2006.
Part One Rugby to Newcastle.
A trip I did manage to take while in England was a day trip to Stirling, Scotland. It was an early start with leaving the house at 5:00 AM and walking the mile and a half or so to Rugby station. A pleasant walk, just cool enough in the early morning light to need a light coat, at that time of year it gets light about 4 AM.
Arriving at the station a pleasant surprise was that the station buffet was open and plenty of time for a cuppa tea.
In the new timetable which had started earlier that week, a train using an 87 electric loco and coaching stock was timed to leave Rugby for London at 6:20 AM, this was waiting on platform 1. Apart from one train in the evening all services for Virgin are booked for Pendelinos,Virgin’s new 9-Car tilting Electric Units, capable of a higher speed but runnig at 125 MPH at the present, and it was a Pendelino, which arrived on platform 2 with the 6:05 am to London. I did toy with the idea of waiting for the 87 hauled train but decided to go with the 6:05. Come departure time and no movement, and then the conductor came on and announced that some overnight engineering work on the main line was running late although we should be away in a few minutes. A couple of trains had passed us but they were routed via the Northampton loop and as one was an intermodel freight; if we had to go that way we would be delayed. But the conductor was good to is word and after a short while the Beep-Beep of the automatic door closing sounded and we were away for a pleasant 82 mile journey in a hour, with 2 stops, and a on time arrival in Euston.
It is fairly short walk along Euston Road from Euston to Kings Cross station and the rush hour was not yet started at that time. There is an Underground connection but by the time you get your ticket and go to the deep level tube line it is almost as quick to walk plus the minimum fare on the Underground is now 3 Pounds (about $5.30).
There was a fair bit of construction work at St Pancreas station in connection with the new Channel Tunnel Rail Link, next door to King’s Cross.
I don’t know if it still is, but the King’s Cross area was noted for a haunt of the Ladies of the Night but I did not see any, perhaps they had finished their shift.
The train to Edinburgh was due to leave at 8AM but as the 7:30 to Newcastle had not left I decided to go on that. The loco hauling the train was a class 91 electric loco #91120 and carried the name Royal Armouries(I believe to commemorate a museum in Leeds).
A class 91 Electric loco and A High Speed Train HST wait at King,s Cross. The HST Diesel-Electric will work a East coast service beyond the electrified line north of Edinburgh.
An on time departure had us soon heading out of London with the inbound line busy with Electric Multiple Units of classes 313, 317 and 365 bringing the commuters into the City.
After 77 miles our train arrived at Peterborough passing over the former London & North Western Railway line which ran to Rugby and for the first few miles out of Peterborough is now The Nene Valley preserved railway which has steam-hauled trains at weekends.
Departing Peterborough, past the freight yard which had 3 GM class 66 locos in the blue and yellow livery of the GBFr company we were put on the slow line to allow the 7:35 Leeds train to pass we were soon back on the fast line and up to 125 MPH again passing the sign to mark the place where Mallard achieved the World Record for Steam of 126 MPH. On through Grantham Newark and Retford to Doncaster the next stop, passing the loco depot on the approach to the station unfortunately mostly hidden by trees.
On the west side of Doncaster station is the famous loco works, known as the Plant, where the Great Northern later LNER constructed and repaired such famous locos as Flying Scotsman, Mallard, Sir Nigel Gresley etc. The works is still in operation in private hands though on a very reduced scale. Heading north from Doncaster and onto the 1970/80s constructed line to by-pass the Selby coalfield, now itself about to close or so I hear.
The next stop is the old city of York with its magnificent station.
York station.
If anyone gets to visit England a visit to York is a must with Medieval Shambles, City Walls the Minster, Viking Center, good beer and of course The National Railway Museum which is just north of the station.
A few miles after leaving York our train is on the 4 track, mainly straight racing ground across the Plain of York although the line limit is 125 MPH. The slow lines were quite busy with freight with coal and steel trains hauled by class 60 and 66 locos.
The 4 track line ends at Northallerton where the lines to Teeside veer off to the east we head north to Darlington where the works of the North Eastern Railway was located and a brand new steam loco of the LNER A1 class is being built by railfans.
Shortly after leaving the station the trackbed of the 1825 Stockton & Darlington Railway is crossed. Next station is Durham where the line passes high above the city on a viaduct with a grand view of the Cathedral.
It was here a few years ago, on a steam special, that ex LNER A2 pacific Blue Peter went into a severe wheel slip and wreaked its motion costing many thousands of pounds to repair.
Shortly after passing Tyne marshaling yard our train slowed for the approach to Newcastle. To reach the station the River Tyne is crossed on the King Edward Bridge where we were held for a few minutes awaiting a clear platform as we were a few minutes early. Newcastle, like York is a station on a curve and is quite impressive.
There are two railway bridges that cross the Tyne, not counting the new Metro line one connecting Newcastle on the north side with Gateshead on the south,with tri-angular junctions on the south side of the two bridges. Gateshead was the site of a large loco depot. With a large allocation of LNER express steam locos. Near the depot was the site of Robert Stephenson’s early 19th century works.
#91120 arrived at Newcastle Station
I hope you enjoy this Pete
Rob, I'm going to try to put new links to the pages for Tom's great
Railroads of Yesteryear
#1: Baltimore & Ohio (B&O)
http://www.trains.com/trccs/forums/233/448217/ShowPost.aspx#448217
#2: Chesapeake & Ohio (C&O)
http://www.trains.com/trccs/forums/234/448217/ShowPost.aspx#448217
#3: Pennsylvania (PRR)
http://www.trains.com/trccs/forums/237/448217/ShowPost.aspx#448217
#4: New York Central (NYC)
http://www.trains.com/trccs/forums/240/448217/ShowPost.aspx#448217
#5: New Haven (NYNH&H)
http://www.trains.com/trccs/forums/242/448217/ShowPost.aspx#448217
#6: Santa Fe (ATSF) (Two Parts)
http://www.trains.com/trccs/forums/246/448217/ShowPost.aspx#448217
#7: Southern Pacific (SP)
http://www.trains.com/trccs/forums/253/448217/ShowPost.aspx#448217
#8: Northern Pacific (NP)
http://www.trains.com/trccs/forums/259/448217/ShowPost.aspx#448217
#9: Coastline/Seaboard (ACL - SCL - SAL) (Two Parts)
http://www.trains.com/trccs/forums/267/448217/ShowPost.aspx#448217
#10: Southern Railway (SOU)
http://www.trains.com/trccs/forums/276/448217/ShowPost.aspx#448217
#11: Denver and Rio Grande Western (D&RG)
http://www.trains.com/trccs/forums/282/448217/ShowPost.aspx#448217
#12: Great Northern Railway (GN)
http://www.trains.com/trccs/forums/287/448217/ShowPost.aspx#448217
#13: Missouri Pacific (MP)
http://www.trains.com/trccs/forums/293/448217/ShowPost.aspx#448217
#14: Illinois Central (IC)
http://www.trains.com/trccs/forums/299/448217/ShowPost.aspx#448217
#15: Boston & Maine (B&M)
http://www.trains.com/trccs/forums/307/448217/ShowPost.aspx#448217
#16: Western Pacific (WP)
http://www.trains.com/trccs/forums/314/448217/ShowPost.aspx#448217
#17: Chicago, Burlington & Quincy (CB&Q)
http://www.trains.com/trccs/forums/320/448217/ShowPost.aspx#448217
#18: Burlington Zephyrs (Two Parts)
http://www.trains.com/trccs/forums/326/448217/ShowPost.aspx#448217
A post from the vaults to keep things cooking along.I've always been amazed by the amount of trackage that once crisscrossed my country and my directly my province at one time. I know that it is the same elsewhere as well. Once the railway building craze died down the railroads were left with alot of underutilized and underperforming branches.
trolleyboy wrote:Good evening again gents. leon a round of CR while I adda bit o info of the Classic nature. Here's another esoteric amd long forgotten steam road from the pioneer days of Ontario. CLASSIC STEAM # 24 THE CENTRAL ONTARIO RAILWAY The COR Into The Hills of Gold The Central Ontario Railway was a 117 mile run that stretched from Trenton Ontario North to Maynooth and Lake St Peter. It was a road that served the many minning towns and villiages of the area. Begun in 1873, the line was ultimatly intended to Link with the legondary Booth railway the Ottawa Arnprior and Parry sound Ry ( classic steam # 22 ) near Whitney Ontario.While the line made it through the sheild rock and swamp 3 miles shy of Booth's road is where it ended at Wallace on Lake St Peter. The actuial terminus as far as passengers went was at Maynooth just to the south. Here the railway had it's yards,turntables, and it's largest station. The stroy starts in Prince Edward County, with the completion of a line between Picton( although the Port of Long Point was the original target ) and Trenton jct, the roads link with the Grand Trunk just north of the town of Trenton itself. ( Trenton is on the Bay of Quinte )However the gold rush north of Trenton and Belleville caught the eyes of the railroads builders and in 1866 they were determined to built to these new found gold fields before anyone else, chiefly their main rivals the builders of the Grand Junction Railroad who were hurrying to build a line from Belleville northwest to Peterborough, this openned in 1879. A branch led north from Peterborough from Madoc Jct to the ill-fated goldfields at Eldorado Ontario. Tyhe gold was not as plentifull as hoped but other more mundane minerals convinced the builders of the COR to continue north : iron ore. In 1882 the construction of the new lines to the iron ore producing areas began. The first destination was Coe Hill, centre of the earliest of these iron discoveries. later prospectors found more in the hills around Bancroft, the line reached Bancroft in 1900.In 1909 Mackenzie and Mann's Canadian Northern laid it's Ottawa to Toronto mainline through Trenton , and added the branches and mainline of the COR to their ever expanding empire. The COR replaced their wooden depot at trenton with a huge three story and extended the north end of the line through to Maynooth where another larger station was built. It met the Irondale Bancroft and Ottawa ( IBO ) at Bird's Creek just north of Bancroft completing the web of branches that were the COR.All along the route small brancjes radiated like veins out to all of the mining camps in the area. Most were open pit type mines as the ore was close to the surface. Gradually as the various mines depleted the branches were closed down. The lines in Cordova closed in 1941, to Bessemer and Lake st Peter in 1965 and to Coe Hill in 1966.CNR tried of running the short lines that were left as they felt them to be unproffitable even though several small and large paper plants and other industries were located on them. The Paper plants at Glenn Ross and Glenn Millar particularly of note. The CNR steadily chopped back the COR until all of the liones north of Marmora were gone by 1982. By 1986 the link between Trenton and Marmora was gone as well. Rob
Mike
Hi Mike I'm glad to see one of the old guard back. I've sent emails out to everyone hopefully some of the others will come back on occastion as well. Your urls worked fine, I trested one and it pulled right to the proper page for the post in question. I've found that there are not that many differeences format to format with the forum software, we shouild be able to take over from where we left off. again glad to see you in. Boris I'm sure has a big sloppy kiss for you.
Another true classic from the archieves, a good read for one and all.
siberianmo wrote:THEME for the DAY! - THEME for the DAY! First Posted on page 139 Here’s another Fallen Flag for the gang from Classic American Railroads: Boston & Maine (B&M) – (passenger ops) Headquarters: Boston, MA Mileage: 1950: 1,700 1995: 1,350 Locomotives in 1963: Diesel: 235 Rolling stock in 1963: Freight cars – 5,490 Passenger – 155 Principal routes in 1950: Boston-Dover, MA-Portland, ME Boston-White River Junction, VT Boston, MA-Troy, NY Boston-Portsmouth, NH-Portland, ME Springfield, MA-Berlin, NH Worcester-Lowell Junction, MA Worcester-Gardner, MA South Ashburnham, MA-Bellows Falls, VT Dover, NH-Intervale, NH Passenger trains of note: Alouette (Boston-Montreal, QC) Ambassador (New York & Boston-Montreal) Cheshire (Boston-White River Junction) Day White Mountains (New York-Berlin, NH) Flying Yankee (Boston-Bangor, ME Green Mountain Flyer (Boston-Montreal The Gull (Boston-Halifax, NS) Kennebec (Boston-Portland-Bangor) Minute Man (Boston-Troy, NY) Montrealer & Washingtonian (Washington-Montreal) Mountaineer (Boston-Littleton & Bethlehem, NH) Pine Tree (Boston-Portland-Bangor) Red Wing (Boston-Montreal) State of Maine (New York-Portland) Enjoy! Tom THEME for the DAY! - THEME for the DAY!
Some more classic gold from CM3 "Shane" to go along with the classic encore railroad of today, the B&M. Anyone wishing to participate please do. There's always room for more "stools" at the bar, to share a couple of drinks and some meaningfull chat on all things classic trains.
coalminer3 wrote:Good Morning Barkeep and All Present; coffee, please; round for the house and $ for the jukebox. Red Sox in the a.m. yesterday - because of the Marathon (no Boris, not the oil company!) Interesting material posted this a.m. The information on locomotive bells was a nice addition to my binder. Also enjoyed the shot of the B&L interlocking which leads us to the Boston and Maine which handled Canadian Pacific passenger equipment in Boston. How was that for tying stuff together? Anyway, today is B&M day so I twitched a previous post which some of you may have missed (it was a loooong time ago, and added in a couple of URLs which will well repay your investigation. I'll check back later for the birthday bash as I believe it's not underway yet. Boston and Maine – The Way It Was Think of the Boston and Maine and you think of utilitarian North Station; a building that crouched along Causeway Street, hemmed in by the elevated trolley tracks and the Manger Hotel and surmounted by Boston Garden. I always associated North Station with winter even though I traveled from there in all seasons. Maybe it was the name – North Station – that made me think of ice-encrusted freight cars, steam-heated passenger coaches, and trains plowing through deep snow “up country.” North Station’s lobby was neither large nor ornate. It was a low, wide space, somewhat dark, with ticket windows on one side and train gates on the other. It was not a space designed for travelers to spend much time. Buying tickets was simple; tell the agent where you wanted to go, pu***he money under the bars in the window and get your ticket and change back with minimal conversation and no wasted motion; a truly New England process. To the trains, then, ticket in hand. Umbrella sheds protected the platforms and it was always cold under the sheds in the winter and cool under the sheds in the summer. From North Station, the B&M sent commuter trains to the suburbs and long haul runs to all corners of northern New England, west to New York State, and into Canada. Passengers could not see much as the tracks were close together and it was dark so the scope of operations at North Station was not apparent until a train cleared the umbrella sheds and moved out into an area that was a little more open. North Station was a busy place with cars and locomotives come to the big city from Maine, New Hampshire, Vermont, and Canada. There was also a horde of commuter trains. In the morning, empty trains backed out of the station as loaded trains arrived. In the evening, this complicated ballet occurred again. Loaded outbound trains threaded their way among empty trains backing down from the coach yard to the station. The station tracks quickly narrowed to a pair of drawbridges; truly a yard “throat.” A tower just past the bridges controlled all of the activity. Bridge tenders were responsible for raising the bridges to allow shipping to pass, which was mostly tows of barges. The tracks fanned out after crossing the bridges. Mystic was next. Mystic was truly the operational heart of the Boston and Maine. Across the Charles River from North Station, Mystic was in the shadows of the grim walls of what the newspapers always called the “infamous Massachusetts State Prison at Charlestown.” Mystic combined freight yards, team tracks, and a coach yard. The Boston Engine Terminal was part of the larger Mystic facility. The names on the cars in the coach yard told where the B&M went and the places it served. There were coaches, lounge cars, sleepers, RPOs and baggage cars from the Canadian Pacific, Boston and Maine, and Maine Central. Commuter coaches were, of course, most numerous. The B&M (in common with other New England lines) terminated a lot more freight than it originated, so many offline cars were interspersed with home road cars. So, framed by the coach window, I could see cars from far away roads. They snapped by like slides; Chicago and North Western “Route of the 400s,” Milwaukee Road, Santa Fe, SLSF “Ship It On the Frisco,” Union Pacific, Baltimore and Ohio, Chesapeake and Ohio. There were a lot of cars from eastern roads; Pennsylvania (with the keystone and lined PRR letters), New Haven, Maine Central, B&M, of course, and New York Central. Dull red (boxcar red or tuscan) was the predominant color although refrigerator cars were yellow or orange and there were some red, white and blue “State of Maine” cars to break up the monotony. Sometimes there would be cuts of ratty looking single dome tank cars or loaded and empty coal cars on the yard tracks. There were also indescribably filthy hide cars in the yard along with livestock cars with open, slatted sides. Gondolas were there, too, with loads of scrap of other cargo in large wooden crates. There I could see flat cars with loads of machinery or other equipment, sometimes in the open and sometimes covered with tarps. In any case, freight on flat cars was blocked and tied down to keep the loads from shifting. The engine terminal was a wondrous combination of steam and diesel engines of different types. At the clangorous steam shop, the fleet of aging Pacifics, Atlantics, and Moguls received inspections and running repairs. I also saw 4-8-2s at the steam shop. These engines had enormous pedestal tenders. The diesel house, newer and much cleaner than the steam shop, handled all types of Alco RS-type units, and EMD E units from passenger trains and FTs and geeps from freights. The B&M's splendid red and gold color scheme was highlighted by a herald of the Concord Minute Man. B&M engines shared terminal space with Maine Central's green and gold units that came down from the north on passenger trains. Painted a light green, an E unit's engine compartment was hot and noisy even when the engine was idling. Steam engines pulled commuter trains when I was very small. Diesel power replaced steam in the mid 50s. Every business day a fleet of Alco RS and EMD GP7-powered trains converged on North Station to discharge a host of businessmen, secretaries and others who worked in the city. The B&M's wine-red commuter cars were, at best, spartan. Air conditioning did not exist as steam heat tried to subdue New England's winters and open windows did their best to cope with summer heat and humidity. A caste system applied on commuter trains as “regular” passengers, who were on a first-name basis with the train crew, sat in certain seats. Casual riders made sure not to deprive regulars of their seats. Tickets were stuck into hatbands (men wore hats then) or inserted into clips on the tops of the coach seats. This system allowed trainmen to pass through the cars to collect tickets without disturbing the passengers who read, napped, or played cards. The cars had walkover seats whose backs could be flipped to accommodate groups of up to four passengers who played on wooden or composition lapboards big enough to hold the cars and/or score pads depending on what the game was. I don’t recall there ever being any clear winners or losers, and the game clearly had been going on for a long time. The train was now past Mystic. There was still trolleyboy Member sinceMay 2014 3,727 posts Posted by trolleyboy on Wednesday, July 26, 2006 12:11 AM ENCORE ! ENCORE ! ENCORE ! ENCORE ! Classic locomotive rebuilding encore. One to one scale kitbashing if you will. This first appeared on page 283. Rob trolleyboy wrote:Here's a bit of new info from the trolleyboy barn. It's kind of in keeping with today's modelling theme,consider this as 1 to 1 scale kitbashing. As alot of us know, the various railways over the years have done alot of "capitol rebuilding" of older locomotives to : A get more life out of usefull locomotives thus avoiding expensive repurchasing of new power. & B to get tax breaks on locomotives already purchased, by rebuilding and essentially remanufactureing they can claim the costs like they can on new purchases. One of the biggest locomotive rebuilders in a railway owned shop was of coarse IIlinois Central's massive Paducah shops rebuuilding'sof geeps and switchers and some early SD's CLASSIC DIESELS # 12 THE ICG REBUILDS IC's capitol rebuild program, carried out at the Paducah shops in Kentucky was a pioneer program.They were the first railroad to create and run such a program, and on such a massive scale.It encompassed early GP type locomotives ( some purchased from other railroads ). GP7's were rebuilt and redesignated GP8's , GP9's as rebuilt were refered to as GP10's This program began in early 1968 with the program ending in 1981 ! The first locomotives outshopped were GP8 7960 and GP10 8109. Thes two and GP10's 8009,8025,&8082 retained their high shorthoods.The first chopnosed unit GP8 7961 came ot of the shop in march of 1968 and all further rebuilds received the chopped shorthoods. The rebuilding, saw complete strip downs to the frame sandblasting and repairs and a full repair and refurbishment of the 567 primemovers,new airfilters and electronic's etc. During 1968 there was a flirtation with uprating the horsepower of all the units to 2000hp but they weren't highly sucessfull so all wer rerated to 1600hp uop from the as built 1500 for the GP8's and 1850hp up from the 1750 asbuilt on the GP10 rebuilds. GP8's 7957,7964,7966,7977 and 7981 were the 2000hp GP8 exparament. GP10's 8004,8025,8072,8082,8158,and 8233 were the 2000hp GP10's all the 2000hp conversions were downgraded to 1850 hp in 1969 as it was found that the maintenance was easier than the turbocharged 2000hp format. The ICG rebuuilding program added paper airfilters mounted in a distintive roof top box ( horsecaller ) and all the units recieved a liberated 4 stack exhaust manifolds ( both spotting features of the rebuilds ) The ICG also removed the dynamic braking and it's assosiated roof top blister omn units rebuilt for their own use,none of the IC's locomotives were bought with dynamic brakes but units purchased second hand were,this was again done for ease of maintenance and uniformity of spare parts,that and the units mostly held down secondary road jobs and yard and transfer work so it was felt that the dynamic braking was not required ( also cheaper less parts less maintenance ) The ICG was so pleased with it's shops work on their own engines that they decided that they would go into the business of upgrading locmotives for other railroads. IC set up a partnership with Persision National corp (PNC) in which they did joint venture rebuilding at both Paducah and at PNC's Mount Vernon ILL. shop.At the same time IC began to work with PNC to obtain secondhand GP7's and GP9's to rebuild and add to thier own roster of the total locomotives IC rostered 59 of the GP8's and 60 of the GP10's came from other railways. It's difficult to track the parantage of many of the rebuilds as so many wer being worked on at the same time in both shops,parts and components and frames were redily swapped.An example would be ICG GP10 8270. It was outshopped in december of 1971, it was built from the frame of wrecked Boston and Maine GP9 1710,but it used the engine and components of a wrecked Suthern Pacific 3516. This is typical of this program,some locomotives may have parts from 3 or 4 other's plus new parts bought from EMD or GMD ! When IC and Gulf Mobile and Ohio merged to become ICG it had no effect on the rebuilding program. In fact ICG concidered using The GM&O's Iselin Ten shop as an extra shop, however it was decided to do the actual rebuilding just at Paducah. Railroads that donated the raw materials for the program were as follows : DT&I ,Pittsburg & Lake Erie, Reading , Frisco , Quebec Northshore & Labrador , C&O , B & O , Boston & Maine , D&RGW , Clinchfield , Florida East Coast ,and Union Pacific. This influx of "new" powerv allowed the ICG to handle the traffic growth of the merged railroad and retire all the old Alco power they inherrited from the GM&O. after the program was terminated in 1981 the Paducah shop was sold to the Paducah and Louisville Railway, whose subsidiary VMV Enterprises operates it as a locomotive rebuilding shop still today. Rob trolleyboy Member sinceMay 2014 3,727 posts Posted by trolleyboy on Wednesday, July 26, 2006 12:17 AM ENCORE ! ENCORE ! ENCORE ! ENCORE ! another classic encore of the one to one scale locomotive kitbashing from days of yore,this also first appeared on page 283. Rob trolleyboy wrote:Okay since i'm on a bit of a roll ( I have the papers in front of me here's another, one to one scale locomotive kitbashing piece. CLASSIC DIESELS # 13 C&NW REBUILD PROGRAM The Chicago & North Western was alway's know as a frugal road, they would buy second hand and do as much in house rebuilding so as to keep the freight rolling and costs down. The C&NW started a rebuild program of their own at the Oelwein Iowa shops, the program was not intended as an upgrade program but as a life extension program ( low cost ) . rebuilt units retained their original GP7 or GP9 designation and power ratings. The distinction between rebuilt units and those just given a light overhaul and repainting was a matter of weather sheet metal work was included ( lowering of short hoods ). Many of the GP7's were just given minor body works and paintjobs and therefore retained their as built high short hoods.( I have posted pictures of some of these as operated in the early 90's ) On all locomotives that went through this program, the dynamic brakes ( if originally installed ) were removed, some units recieved liberated exhaust manifolds. C&NW applied the "rebuilt' designation toonly the units it originally owned, not to those that were purchased second hand from Percision National. The purchased units did not count towards the capitol rebuild accounting so they recieved the least amount of work ( paint job , mechanical overhaul )In all C&NW "rebuilt" 73 GP7's and 52 GP9's which they counted as their capitol rebuild program. The list below is from the C&NW records as of 1990,noted are the units that were bought second hand from PNC. 4100-4209 : ex rock Island GP7's 4252-4253 : C&NW GP7's exparamentally rebuilt with cummins HE15 engines 4279-4299 : rebuilt C&NW GP7's 4301-4309 : rebuilt C&NW GP9's 4310-4319 : rebuilt C&NW GP7's 4320-4326 : rebuilt C&NW GP9's 4327-4332 : rebuilt C&NW GP7's 4333 : rebuilt C&NW GP9 4334-4338 : rebuilt C&NW GP7's 4340-4358 : ex Quebec Northshore & Labrador GP7's 4359-4278 : ex Frisco GP7's 4379-4399 : ex Union Pacific GP7's 4431-4465 : all PNC units from Conrail,QN&SL,Frisco.C&O,and D&RGW GP7's 4466-4495 : rebuilt C&NW GP7's 4496-4499 : ex Union Pacific GP9's 4501-4504 : rebuilt C&NW GP9's 4505 : rebuilt C&NW GP7 4506-4513 : rebuilt C&NW GP9's 4514-4528 : ex QN&SL GP9's 4529-4549 : rebuilt C&NW GP9's 4550-4559 : ex Rock Island GP9's 4560-4562 : rebuilt C&NW GP9's The gaps in the number series are lcomotives taken up by other rebuild programs alco's or other model EMD's Rob trolleyboy Member sinceMay 2014 3,727 posts Posted by trolleyboy on Wednesday, July 26, 2006 12:20 AM Hello again folks,the bars still looking for a few new people.As always a love of all things steel wheels on steel rails of any make model or vintage is gladlt disscussed here. Along with the usual bar fare of food and drink. Don't be shy come on in a pull up a stool and chat classic trains. no prior experiance is needed and any level of knowledge is gladly accepted. Rob West Coast S Member sinceFebruary 2005 From: Los Angeles 1,619 posts Posted by West Coast S on Thursday, July 27, 2006 7:48 PM Howdy Rob, until recently, I had no idea you were the keeper of the flame, never expected to be at "Our Place" once more.. Place seems a little quiet for the old days, Barndad opened up the Roundhouse just up the road, that's were i've been hanging for my daily fix.. But hey, why not have twice the experience?? Your C&NW rebuild encore brings to mind the fact that long after their usefullness to C&NW, they were scattered among lease companies, seems I encountered them every place I was in the late seventies/ early eighties here out west.. A good geep never dies it just gets reincarnated!!! 1911, Torrance Ca, PE announces the groundbreaking of a eleven acre shop complex, complete with foundry, machine shops, motor barn, carpentery and finish shops. A eighteen bay erection shop with overhead cranes will permit the the complete rebuilding of all equiptment. In the state of the art paint booth,the famous PE red was born, in the metal shops, boxcabs were assembled from the ground up as ancient motors underwent evaluation as to future value. Over in the carpenter shop, dissistafied with current offerings, PE constructs cabooses to its own design..This is but a small sample from the glorious days of the interurban that ended with the closeure in 1953 and the razing of the complex in 1983. Dave SP the way it was in S scale trolleyboy Member sinceMay 2014 3,727 posts Posted by trolleyboy on Saturday, July 29, 2006 10:45 PM Dave - Howdy sir, thanks for popping by. I have indeed been trying to keep the home fires burning hear. Will a bit of success. We do still offer all the old fixings and Boris is always happy to see any of the old gang. Nice little tail on the ole PE shops. Let me guess when they were torn down in '83 they became a condo building or a mini-mall Old GEEPS are indeed re-encarnated. CN and CP have been rebuilding theirs constantly , both railraods still roster well over 100 GP9 rebuilds each,pulling hump and transfer and yard service. CN still puts them in mainline frieghts on occation when they are power short, just can't kill them. Rob « First«246247248249250251252»Last » SUBSCRIBER & MEMBER LOGIN Login, or register today to interact in our online community, comment on articles, receive our newsletter, manage your account online and more! Login Register FREE NEWSLETTER SIGNUP Get the Classic Trains twice-monthly newsletter Submit More great sites from Kalmbach Media Terms Of Use | Privacy Policy | Copyright Policy
Classic locomotive rebuilding encore. One to one scale kitbashing if you will. This first appeared on page 283.
trolleyboy wrote:Here's a bit of new info from the trolleyboy barn. It's kind of in keeping with today's modelling theme,consider this as 1 to 1 scale kitbashing. As alot of us know, the various railways over the years have done alot of "capitol rebuilding" of older locomotives to : A get more life out of usefull locomotives thus avoiding expensive repurchasing of new power. & B to get tax breaks on locomotives already purchased, by rebuilding and essentially remanufactureing they can claim the costs like they can on new purchases. One of the biggest locomotive rebuilders in a railway owned shop was of coarse IIlinois Central's massive Paducah shops rebuuilding'sof geeps and switchers and some early SD's CLASSIC DIESELS # 12 THE ICG REBUILDS IC's capitol rebuild program, carried out at the Paducah shops in Kentucky was a pioneer program.They were the first railroad to create and run such a program, and on such a massive scale.It encompassed early GP type locomotives ( some purchased from other railroads ). GP7's were rebuilt and redesignated GP8's , GP9's as rebuilt were refered to as GP10's This program began in early 1968 with the program ending in 1981 ! The first locomotives outshopped were GP8 7960 and GP10 8109. Thes two and GP10's 8009,8025,&8082 retained their high shorthoods.The first chopnosed unit GP8 7961 came ot of the shop in march of 1968 and all further rebuilds received the chopped shorthoods. The rebuilding, saw complete strip downs to the frame sandblasting and repairs and a full repair and refurbishment of the 567 primemovers,new airfilters and electronic's etc. During 1968 there was a flirtation with uprating the horsepower of all the units to 2000hp but they weren't highly sucessfull so all wer rerated to 1600hp uop from the as built 1500 for the GP8's and 1850hp up from the 1750 asbuilt on the GP10 rebuilds. GP8's 7957,7964,7966,7977 and 7981 were the 2000hp GP8 exparament. GP10's 8004,8025,8072,8082,8158,and 8233 were the 2000hp GP10's all the 2000hp conversions were downgraded to 1850 hp in 1969 as it was found that the maintenance was easier than the turbocharged 2000hp format. The ICG rebuuilding program added paper airfilters mounted in a distintive roof top box ( horsecaller ) and all the units recieved a liberated 4 stack exhaust manifolds ( both spotting features of the rebuilds ) The ICG also removed the dynamic braking and it's assosiated roof top blister omn units rebuilt for their own use,none of the IC's locomotives were bought with dynamic brakes but units purchased second hand were,this was again done for ease of maintenance and uniformity of spare parts,that and the units mostly held down secondary road jobs and yard and transfer work so it was felt that the dynamic braking was not required ( also cheaper less parts less maintenance ) The ICG was so pleased with it's shops work on their own engines that they decided that they would go into the business of upgrading locmotives for other railroads. IC set up a partnership with Persision National corp (PNC) in which they did joint venture rebuilding at both Paducah and at PNC's Mount Vernon ILL. shop.At the same time IC began to work with PNC to obtain secondhand GP7's and GP9's to rebuild and add to thier own roster of the total locomotives IC rostered 59 of the GP8's and 60 of the GP10's came from other railways. It's difficult to track the parantage of many of the rebuilds as so many wer being worked on at the same time in both shops,parts and components and frames were redily swapped.An example would be ICG GP10 8270. It was outshopped in december of 1971, it was built from the frame of wrecked Boston and Maine GP9 1710,but it used the engine and components of a wrecked Suthern Pacific 3516. This is typical of this program,some locomotives may have parts from 3 or 4 other's plus new parts bought from EMD or GMD ! When IC and Gulf Mobile and Ohio merged to become ICG it had no effect on the rebuilding program. In fact ICG concidered using The GM&O's Iselin Ten shop as an extra shop, however it was decided to do the actual rebuilding just at Paducah. Railroads that donated the raw materials for the program were as follows : DT&I ,Pittsburg & Lake Erie, Reading , Frisco , Quebec Northshore & Labrador , C&O , B & O , Boston & Maine , D&RGW , Clinchfield , Florida East Coast ,and Union Pacific. This influx of "new" powerv allowed the ICG to handle the traffic growth of the merged railroad and retire all the old Alco power they inherrited from the GM&O. after the program was terminated in 1981 the Paducah shop was sold to the Paducah and Louisville Railway, whose subsidiary VMV Enterprises operates it as a locomotive rebuilding shop still today. Rob
another classic encore of the one to one scale locomotive kitbashing from days of yore,this also first appeared on page 283.
trolleyboy wrote:Okay since i'm on a bit of a roll ( I have the papers in front of me here's another, one to one scale locomotive kitbashing piece. CLASSIC DIESELS # 13 C&NW REBUILD PROGRAM The Chicago & North Western was alway's know as a frugal road, they would buy second hand and do as much in house rebuilding so as to keep the freight rolling and costs down. The C&NW started a rebuild program of their own at the Oelwein Iowa shops, the program was not intended as an upgrade program but as a life extension program ( low cost ) . rebuilt units retained their original GP7 or GP9 designation and power ratings. The distinction between rebuilt units and those just given a light overhaul and repainting was a matter of weather sheet metal work was included ( lowering of short hoods ). Many of the GP7's were just given minor body works and paintjobs and therefore retained their as built high short hoods.( I have posted pictures of some of these as operated in the early 90's ) On all locomotives that went through this program, the dynamic brakes ( if originally installed ) were removed, some units recieved liberated exhaust manifolds. C&NW applied the "rebuilt' designation toonly the units it originally owned, not to those that were purchased second hand from Percision National. The purchased units did not count towards the capitol rebuild accounting so they recieved the least amount of work ( paint job , mechanical overhaul )In all C&NW "rebuilt" 73 GP7's and 52 GP9's which they counted as their capitol rebuild program. The list below is from the C&NW records as of 1990,noted are the units that were bought second hand from PNC. 4100-4209 : ex rock Island GP7's 4252-4253 : C&NW GP7's exparamentally rebuilt with cummins HE15 engines 4279-4299 : rebuilt C&NW GP7's 4301-4309 : rebuilt C&NW GP9's 4310-4319 : rebuilt C&NW GP7's 4320-4326 : rebuilt C&NW GP9's 4327-4332 : rebuilt C&NW GP7's 4333 : rebuilt C&NW GP9 4334-4338 : rebuilt C&NW GP7's 4340-4358 : ex Quebec Northshore & Labrador GP7's 4359-4278 : ex Frisco GP7's 4379-4399 : ex Union Pacific GP7's 4431-4465 : all PNC units from Conrail,QN&SL,Frisco.C&O,and D&RGW GP7's 4466-4495 : rebuilt C&NW GP7's 4496-4499 : ex Union Pacific GP9's 4501-4504 : rebuilt C&NW GP9's 4505 : rebuilt C&NW GP7 4506-4513 : rebuilt C&NW GP9's 4514-4528 : ex QN&SL GP9's 4529-4549 : rebuilt C&NW GP9's 4550-4559 : ex Rock Island GP9's 4560-4562 : rebuilt C&NW GP9's The gaps in the number series are lcomotives taken up by other rebuild programs alco's or other model EMD's Rob
Hello again folks,the bars still looking for a few new people.As always a love of all things steel wheels on steel rails of any make model or vintage is gladlt disscussed here. Along with the usual bar fare of food and drink. Don't be shy come on in a pull up a stool and chat classic trains. no prior experiance is needed and any level of knowledge is gladly accepted.
Dave - Howdy sir, thanks for popping by. I have indeed been trying to keep the home fires burning hear. Will a bit of success. We do still offer all the old fixings and Boris is always happy to see any of the old gang. Nice little tail on the ole PE shops. Let me guess when they were torn down in '83 they became a condo building or a mini-mall
Old GEEPS are indeed re-encarnated. CN and CP have been rebuilding theirs constantly , both railraods still roster well over 100 GP9 rebuilds each,pulling hump and transfer and yard service. CN still puts them in mainline frieghts on occation when they are power short, just can't kill them.
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