"OUR" PLACE - SEE NEW THREAD!

[pwolfe]

Hi Tom and all

A pint if Bathams as there is a lot of rounds about today[^][tup].

Congrats BK on the Resvered Stool[tup].

Thanks AL for the turbine info and the Streamliner Corner.

CM3 Good B&O post and great song titles.

ROB The tilt on the Pendelinos is hardly noticeable although some cars seem to ride smoother than others. I dont think the Pedelinos tilt as far as the 1970s Advanced Passenger Train. During the test running ( they never entered regular service) they made quite a sight passing through the curves at Rugby with the tilt working.
Great link with some great trolley photos, liked the Pacific Electric cars.[tup] .In the text on the link it mentions a Boat Trolley from Great Britain running in San Fran, do you happen to know from what city in the U.K it came from [?].

NICK Looking forward to the S&D list. Was the other narrow tunnel on The Somerset & Dorset, Devonshire tunnel [?].
One bad accident caused by the small bore and steep gradient of Combe Down tunnel was in 1929 when one the two now preserved 7F2-8-0s, built specially for the S&D,# 53809, ran away
The loco crew were overtaken by the fumes and the driverless loco topped the grade and ran into Bath yard with the result that 3 railway workers lost their lives.(including the unfortunate driver)[:(]
Look forward to the pic Sunday.

TOM We must go to the U.K some time. If we could get out of the Railwaymans Arms and the Great Western there are many great railways to visit and with a Brit- rail pass a car is not needed.
Very much looking forward to tomorrows Gazette [^][tup][tup].Be careful moving that heavy Furniture PETE.

[LoveDomes]

Hello Tom and Gents at the bar!

A round for all assembled in you please - looks like a ten spot will cover it. For me - I'll take a frosty mug of whatever draught is closest to you.[swg]

Don't know if I'm supposed to recognize a guy in the "Order of the Stools" if I'm not in it. You know, it's kind of like welcoming someone into the "club" when you aren't a member.[swg] So let me simply say to BK The Proprietor surely must think highly of you, Sir, and from what I've read of your posts at the bar, it was a wise selection![tup] By the way, where in this world are you[?]

I've enjoyed the running comments, especially since the return of the bar's Ontario Connection - trolleyboy Rob. As you mentioned a few times, Tom things simply aren't the same around here without the full slate of customers.[tup]

Be careful with the moving of this and that, my friend. I pulled a lower back muscle awhile ago doing pretty much what you're up to. The floor guys were going to move the heavy stuff, but I wound up having to do most of it just in order to access all of the wires, cables, and assorted other impediments to an orderly move. Decided to lift when I shudda let it alone. Ouch! Actually, still bothers me and the Docs tell me it will be that way from here on out. Caution is recommended.[swg

Thanx for the emails, I've been way behind in that method of comms lately - seems to have ganged up on me. So if anyone out there has transmitted to me with no replies yet - paitience![swg]

Looking forward to the Gazette and if it's anything at all close to what you put out for the last edition, this should be something special to anticipate![tup]

Nick We're going to have to figure a way to get you over here. Perhaps I can convince Tom to return to the "old sod" for a bit - splice the mainbrace - ride some transit - and take in some sights he hasn't seen for decades. NYC is a great place to howl and bark at the moon. Keep it in mind![swg]

Looks like my wife read that last bit of "info" and for some strange reason is now wearing a frown.[swg] SHE'LL GET OVER IT! I think I'll have another - and one more after that![tup]

I'll try to keep my "time" for tomorrow afternoon, so don't be concerned about the continuity of things around here. I'd say the guys are doing quite well.

Oh yes, in an email that I never got around to sending - or if I did perhaps it never reached you. I wanted you to know that Toronto is out for me as we are going to be elsewhere during that timeframe. Otherwise, it really looked to be something "I could dig." (Do people still use that expression[?] Probably not! Scew 'em)

Until the next time!

Lars

[nickinwestwales]

Well how do guys-finally slipped the leash for a few hours so I thought I`d better check in--ROB-[#welcome][#welcome] and thrice[#welcome]-glad to see you back in the world-nice refresher on the Huntsville sub-no excuses for wrong loadings on my model of C.N#410[swg][tup]
Well as [4:-)][oX)]TOM is out enjoying himself [:-,] I guess I`d better get behind the bar for a bit,hmm-whilst I`m round here better have one meself.
So whats been happening,TOM & AL -Nice one-two punch on the B+O & C+O-well assembled pieces-plenty of info without swamping with detail,an interesting read[tup][tup][tup],TOM & CM3-a fine medley of unjustly overlooked classics-I`ve been a Bonzo`s fan for years [^][^].
TOM-the use of Imperial purple for the legal notices section of the gazette just demonstrates the class of the publication-remember,when moving furniture etc. loud swearing really Does help ( something to do with enhanced blood-flow or something...)
BK-Congratulations [#welcome] to a most select body--Your first official duty is to refferee the 3-way pool tournament betwwen the track gangs [:-^]....enjoy....
DOUG-looking forward to the pix[tup]
PETE-The S+D reference I missed the other night-R.E Tunnels,-Combe Down,just past Bath Jn and steeply graded throughout springs to mind,I sure there was another but the name escapes me.
Being steeply graded,Combe Dn had banking engines working through regulally and unconcious crews were a equal fixture
You also mentioned the West Somerset-visited about 10 years back,nice little run-The S+D 2-8-0 was on site but under repair-got a couple of bad-angle passing shots from the train-will send for sun.
Right,herselfs back from the gym about now-will call back later and post this weeks pikes perspectives-my S+D stocklist-for PETE,the only one for whom much of it will mean anything,later,nick [C=:-)]

[siberianmo]

G'day Gents!

A bit of catch up I see - but no time for anything other than to provide some "one or two liners."

Al and anyone else interested: My new series on the RRs from Yesteryear will appear 2 or 3 times per week. They are very time consuming to compile and with so few in attendance these days, seems rather futile to put 'em out daily. Next up is the PRR, which will appear on Friday. Thanx for the rounds![tup]

Rob What a comeback you've made! Aside from taking the "strain" from moi, it's always good to have another perspective 'round here.[tup] Also appreciate the reference to "Pike Perspectives Day!" for my guess is you'll be the only one to do so. Been that way, unless Nick makes an appearance. Thanx for noticing BKs induction and the Gazette Ad.

PeteCSX in JCity[?] Well, the only guy I know who may have an answer for that is P, but who knows when he'll pop in, eh[?] Enjoyed reading your RR accounts while in "Merry Olde." Makes me want to take a trip over there with you - maybe I should "trade" in my Toronto tix, eh[?][swg]

CM3 Whether in a hurry or not, we appreciate your input 'round here. Great song titles, once again! Where in the world are they coming from[?] Caught your comment about the pix and am eagerly awaiting their arrival. The more the merrier for Sunday Photo Posting Day! Thanx for recognizing BK, the rounds and quarters![tup]

Lars Things aren't as "grim" as perhaps perceived, although "it" does get a bit "old" 'round here from time to time. The good thing is we have more guys who give a Rat's Patoot than not. Unfortunately, we're not seeing them on a regular basis any more. Hope you don't get "turned off," as you've fit in quite nicely at the bar![tup]

Doug Good stuff last night and appreciate your taking the time out of your family time to check in.[tup] Appreciate the round![tup]

Okay guys, I gotta check out. We're having some new flooring installed tomorrow and I've got to clear out three rooms of 'stuff' to prepare for it. <ugh> The furniture will be moved by the installers, but things like book cases, stereo cabinet, stuff in drawers, etc. all need to be taken care of by moi. Then there's the 4 bizillion pound monster TV inside a custom made piece of furniture that will most assurerdly change the pitch of my voice when I try to remove it![swg] So, I'll check back when I can - and it will be more of the same tomorow.

Later!

Tom[4:-)][oX)]

[trolleyboy]

ENCORE ! ENCORE !

Just a redo of the Classic Steam # 6 The Roustabout fogured that since it's pikes perspective day a typical day in the life of a steam switcher would be appropriate.This first appeared back in November on page 176, enjoy again.

Rob

QUOTE: CNR CLASSIC STEAM # 6 THE ROUSTABOUT

The "Roustabout" was a named daily way freight ( except sunday ) that worked from Kitchener to Elmira and return with service to Galt as required. Power was usually a ten wheeler or mogel from the Stratford shops.Or on occation a Kitchener assigned 0-8-0. The engine would lay over in Kitchener and return monthly to the Stratford big shops for inspection ( no service facilities in Kitchener )

The Van ( caboose ) was left overnight at the Kitchener station on track three, and on weekends behind the freight shed. A plow and flanger was also kept in kitchener for winter clearing of the local branchlines. Crews from Stratford maned this train which ran entirly within yard limits.

The Roustabout typical day as explained in Ian Wilson's to Stratford Under Steam

An engine crew climbing into the cab of the ten wheelerprepare for the morning job (6:30am.)They will work the three tracks of the freight shed at Kitchener before the factory men come on duty.They will call on Krug Furniture, BF Goodrich, Dominion Rubber,Electrohome before 9 o'clock.

At 9:30 the second crew services the engine and heads back east bound for a yard shift , lifting cuts of cars for westbound freight 400 and eastbound 401 both due in by 10:00.As the day progresses they work the Lancasteer street industries again and finish up the day with the lifts lined up for the manifest freights.

Second crew then reswitches the big industries and will head down ( as required to Elmira and St Jacobs and switch the elevators and industreis there. Coal and flour as well as beer will be lifted from breweries and furniture plants along the industrial spurs. Poles for the grand river railway in Galt ( CP electric line ) At galt they cross the diamond with the grand river railwaay and switch Perkins Glue, RCA Victor,Canadain Blower and Forge,Lang Tanning Co, and Schnieder's Meat Packing. This is all on light ex streetcar rail with a perminent 10mph slow order 85lbs rail laid in cinders )

It was a heavy industrial area switched two and three times a day. Still is for the most part by both CN and CPR on their old GRR line.


Rob

[trolleyboy]

Morning Tom and AWK and everyone else here attending this morning. I'll have a Barndad light breakfast mixer to get us started for the day, too early to partake in anything else at the moment[;)]

First a hearty congrats to BK Once our wayward traveller returns Boris should have his new stool polished and built-also he can have his car shunted into the members only parking lot by Tex the consierge automotive switcher[:0]

Tom I'm looking forward to tomorrows gazette-unless of coarse Boris saw the groundhog first and then all bets are off, it will likely end up in the stew pot[:0][xx(]

CM3 A hearty good morning to you sir. That sounds like an interesting book,I'll have to look for it. One of the perks at being at the museum is that we do the various trade shows and there's always one guy who sells old used books,we've dug out a number of treasures over the years.Interesting train info on the B&O in Baltimore as well [tup] I'm sure that it will spark some interest with the Boyz. Bit colder and wetter here today as well, our gas prices have been hovering fairly steady at the 89 cents a litre mark as of late< due to change shortly I'm sure >[:(!][B)]

Al Rain nor sleet nor snow never seems to stop the streamliner parade.[^] we are quite luckey to have such a font of info here.[bow] I'm guessing that West coast Dave will pick up on the SP&S info, oculd be the makings for some good conversation.

Now to the order of todays business Pikes perspectives. In my enforced absence from the forums the silver linning was that I have been able to finish a few stalled projects. A couple Brill car painting and lettering jobs and the final bits of bench work for the removable section of layout. Pictures will eventually come<not unlike spring> A couple of url's for those with the want and desire of some traction models.

www.customtraxx.com

www.bowser.com
Two companies Bowser makes HO and O scale traction cars and accessories poles,wire,catenery poles etc. Customtraxx carries the prefab ORR girder rail track as well as custom painting and decaling supplies, Both have links to many other fine underground trolley manufacturers worth a peek if you are interested.

Catch you all in a few with an encore.

Rob

[coalminer3]

Another Good Morning Barkeep and All Assembled; more coffee, please; round for the house, (and since it is close to lunch) how about a roast beef sandwich with swiss on rye, lettuce, tomato, a slice of onion, and a pickle from the big barrel - NO Boris, use the tongs, we don't go bobbing for pickles!

Here's some more $ for the jukebox to play one of Leon's favorites "I've Got Hair Oil on My Ears and My Glasses Are Slipping Down, But Baby I Can See Through You."

Congratulations to BudKarr BK on his "elevation." 'Tis an awesome responsibility.

Seeing all of the B&O information led me back to the notebooks and the boxes. The October 29, 1961 B&O TT had a fine artists rendering of "Sky Dome" on the cover. That was interesting, but I thought I remembered some material about longhaul RDC service in there and I was right. Here's some ad copy and information abt. the "Daylight Speedliner," an RDC train.

Daily Travel Bargain

On Trains 21-22

NOW You pay only one way fare for the round trip
Daylight Speedliner
Between Pittsburgh-Connellsville-Cumberland-Martinsburg-
Harpers Ferry-Washington-Baltimore

Soft reclining coach seats, adjustable arm and foot rests
Wide picture windows, controlled air conditioning
Refreshment-diner service, smooth diesel power

Train 21 departed Camden Station (Baltimore) at 9:40 a.m. and left Washington at 10:30 a.m. with a 1:28 p.m. departure from Cumberland. It left Connellsville at 3:32 p.m. with a 4:50 p.m. arrival at the B&O Station in Pittsburgh.

Train 22 left the B&O Station in Pittsburgh at 11:40 a.m. and departed Connellsville at 12:56 p.m. Departure from Cumberland was at 3:00 p.m. with a 6:10 p.m. departure from Washington and a 6:50 p.m. arrival at Camden Station (Baltimore).

The fine print in the B&O timetable mentioned that Pittsburgh had “...connecting service via P&LE/Erie-Lackawanna.” The P&LE station was less than ½ mile from the B&O Station.

That would be an interesting trip -even today.

Again, I apologize for my abrupt departure this a.m. I'll try and visit tomorrow, but it's another outside day; Friday for sure.

Last for Tom - how about this Yogi-ism "He's dead at the present time."

work safe

P.S. I'm looking forward to movie night.

[siberianmo]

<bonk> <boink> <bonk> (What kinda gavel is this [?])

Oye, Oye – All Rise for the Order of the Stools Selection Committee

We are rized ….

Quiet!

Who let that parrot in here [?]

Right!

Shhhhhhhhhhhhhhh!

You may be seated!

The Selection Committee of the Order of the Stools announces the findings of their January meeting.

Be it known from this day forth that the following customer of ”Our” Place has been distinguished by faithful participation along with willingness to engage in the banter at the bar: BudKarr BK who first visited us on September 16th, 2005, has been awarded a Reserved Stool, in the Order of the Stools of the bar known as ”Our” Place!

Congratulations to you, BK! [tup][tup][tup]


The next meeting of the Committee will be announced at a later date.

This session is now concluded.

<bonk> <bornk <bonk> (We gotta do better than this!)

All Rise as the Selection Committee departs.

We are still rized …

Confound it! (Is THAT an Armadillo I see over there[?])

Awk, Awk, Awk

Quiet!

Drinks on the house! Boris ring the bell, twice! [tup][tup][tup]

Tom, Proprietor of “Our” Place, an adult eating & drinking establishment!

[siberianmo]

. . . . . . Mentor Village Gazette . . . . . .

Vol. II, Number 2 . . . . . . . . Thursday, February 2nd, 2006 . . . . . . . . . Free
. . . . . . . . . . . . .. . . . . . . . . . Ground Hog’s Day Edition . . . . . . . . . . . . . . . . . . . .



WATCH FOR IT TOMORROW MORNING!



Be sure you are getting the most current information when you log in! Start the New Month smart! [tup]


Tom [4:-)] [oX)]

[coalminer3]

Good Morning Barkeep and All Present; coffee, please, round for the house and $ for the jukebox. This morning's selections are "I've Got the Hungries for Your Love and I'm Waiting In Your Welfare Line," and "Her Teeth Were Stained, But Her Heart Was Pure."

Spent yesterday outside in snow, sleet, ice, rain, etc. Today is very cool, but slated to warm up in the p.m. Gas jumped .06/gal. since yesterday - $2.45 today - Sheesh!

Man what a lot of neat postings yesterday. C&O and B&O material, pictures, car information...too much! For those of you interested in early history of the C&O, see if you can find a copy of Harry Frazier's Recollections. It was published by the C&O Public Relations Dept. in 1938 (at least my copy was), and IIRC, has been reprinted. He has a lot of first-hand information.

I'm sorry this is a short one this a.m., but I gotta get after it. I'll try and get back later today.

work safe

[passengerfan]

Good Morning Tom and the rest of the gang. Time for a coffee and crumpet from the Mentor Bakery.


Pete you asked about the Turbine electrics they were mechanical stokers aboard,

PASSENGERFAN AL'S STREAMLINER CORNER # 53

WESTERN STAR CB&Q – GN – SP&S Trains 3-4 June 3, 1951 Chicago – Seattle/Portland daily each direction 2,328 miles 56 hours each way

The WESTERN STAR was the name selected for the new stream-lined running mate to the premier MID CENTURY EMPIRE BUILDER replacing the old heavyweight ORIENTAL LIMITED between Chicago and Seattle – Portland. The WESTERN STAR would require six sets of equipment for the slower schedule, the Great Northern Railway not only purchased enough cars for a sixth consist but also added several extra sleeping cars. The WESTERN STAR was inaugurated June 3, 1951 using the 1947 EMPIRE BUILDER train sets and the one new train set. The route of the WESTERN STAR would be longer than the EMPIRE BUILDER route as the new WESTERN STAR departed from the mainline westbound at Havre, Montana and traveled to Great Falls then returned to the mainline at Shelby, Montana and resumed its westward trek to Seattle and Portland. The “GLACIER” series 16 Duplex Roomette 4 Double Bedroom Sleeping Cars were assigned to WESTERN STAR service and the Great Northern Railway received eight new cars of this type for WESTERN STAR service along with the original ten for a total of eighteen. Three of the new GLACIER series cars were assigned to service between St. Paul and Great Falls, another two were assigned to overnight service between Seattle and Spokane in both directions in the WESTERN STAR. The following represents a WESTERN STAR consist between St. Paul and Great Falls. The WESTERN STAR became the main train for Glacier National Park scheduled in daylight through the park in both directions. The WESTERN STAR became the train used by tour groups traveling to and from Glacier National Park with many off line sleeping cars added to the WESTERN STAR during summer months for the rush of visitors to the park.

EXAMPLE CONSIST

362A EMD F7A 1,500 HP Diesel Passenger Cab Unit

362B EMD F7B 1,500 HP Diesel Passenger Booster Unit

372C EMD F7A 1,500 HP Diesel Passenger Cab Unit

266 Baggage Car

1100 Baggage 30’Railway Post Office Car

938 58- Revenue Seat Coach

1110 60- Revenue Seat Day Coach

1120 48- Revenue Seat Leg-Rest Coach

1121 48- Revenue Seat Leg-Rest Coach

1122 48- Revenue Seat Leg-Rest Coach

350 48- Revenue Seat Leg-Rest Coach

1140 WATERTON LAKE 10-Seat Lounge 10-Seat Lunch Counter 19-Crew Dormitory Car

1150 LAKE SUPERIOR 36-Seat Dining Car

1160 GUNSIGHT PASS 4-Section 8-Duplex Roomette 4-Double Bedroom Sleeping Car

1184 CHANEY GLACIER 16-Duplex Roomette 4-Double Bedroom Sleeping Car

1161 PTARMIGAN PASS 4-Section 8-Duplex Roomette 4-Double Bedroom Sleeping Car

1171 AHERN GLACIER 16-Duplex Roomette 4-Double Bedroom Sleeping Car

1181 KINTLA GLACIER 16-Duplex Roomette 4-Double Bedroom Sleeping Car

1188 TWO OCEAN GLACIER 16-Duplex Roomette 4-Double Bedroom Sleeping Car

1190 MISSISSIPPI RIVER 2-Double Bedroom 1-Drawing Room Buffet 27- Seat Lounge Observation

In the above summer consist car 938 was operated from St. Paul to Great Falls forwarded to and from Great Falls from Havre in trains 235 and 236

Car 1120 operated St. Paul – Seattle only

Car 350 owned by SP&S operated Spokane – Portland only in trains 3-4

Car 1160 GUNSIGHT PASS operated Chicago – Portland to and from Spokane in trains 3-4

Car 1184 CHANEY GLACIER operated Spokane – Seattle only

Car 1181 KINTLA GLACIER operated St. Paul – Great Falls only forwarded to and from Havre in trains 235 – 236

All other passenger-carrying cars operated Chicago - Seattle

The WESTERN STAR became the train to Glacier National Park and by 1959 the summer season trains were carrying Sleeping cars from other roads on tour packages to and from the park the following is typical summer season consist of 1959.

350A EMD F3A 1,500 HP Diesel Passenger Cab Unit

350B EMD F3B 1,500 HP Diesel Passenger Booster Unit

350C EMD F3A 1,500 HP Diesel Passenger Cab Unit

360A EMD F3A 1,500 HP Diesel Passenger Cab Unit

1103 30’Railway Post Office Baggage Car

204 Storage Mail Car

264 Baggage Express Car

1110 60- Revenue Seat Day Coach

1216 48- Revenue Seat Leg-Rest Coach

1217 48- Revenue Seat Leg-Rest Coach

1219 48- Revenue Seat Leg-Rest Coach

1221 48- Revenue Seat Leg-Rest Coach

1142 TWO MEDICINE LAKE 10-seat Lounge 10-seat Lunch Counter 19-Crew Dormitory Car (St. Paul – Spokane)

1150 LAKE SUPERIOR 36- Seat Dining Car (St. Paul – Spokane)

1186 PUMPELLY GLACIER 16-Duplex Roomette 4-Double Bedroom Sleeping Car

1169 SWIFT CURRENT PASS 4-Section 8-Duplex Roomette 4-Double Bedroom Sleeping Car

1164 LOGAN PASS 4-Section 8-Duplex Roomette 4-Double Bedroom Sleeping Car (Chicago – Portland)

1030 MINNESOTA heavyweight 36-seat Dining Car (St. Paul – Spokane)

1378 FIREBRAND PASS 6-Roomette 5-Double Bedroom 2-Compartment Sleeping Car (Chicago – Glacier Park Station)

1372 AKAMINA PASS 6-Roomette 5-Double Bedroom 2-Compartment Sleeping Car (Chicago – Glacier Park Station)

10014 IMPERIAL CARRIAGE NYC 4-Compartment 4-Double Bedroom 2-Drawing Room Sleeping Car (Chicago – Glacier Park Station)

2611 CITY OF RICHMOND C&O 10-Roomette 6-Double Bedroom Sleeping Car (Chicago – Glacier Park Station)

2801 MONTICELLO C&O 11-Double Bedroom Sleeping Car (Chicago – Glacier Park Station)

2802 NATURAL BRIDGE C&O 11-Double Bedroom Sleeping Car (Belton – Seattle)

10017 IMPERIAL ESTATE NYC 4-Compartment 4-Double Bedroom 2-Drawing Room Sleeping Car (Belton – Seattle)

9003 SP 10-Roomette 6-Double Bedroom Sleeping Car (Belton – Portland)

9210 SP 13-Double Bedroom Sleeping Car (Belton – Portland)

1293 CATHEDRAL MOUNTAIN 3-Crew Roomette Buffet 38- Seat Lounge Observation

TTFN AL

[siberianmo]

WEDNESDAY’s INFO & SUMMARY of POSTS

We open at 6 AM, all time zones. (Don’t ask how we do that!)[swg]


Good morning! The pastry case is chock full of goodies from The Mentor Village Bakery and the menu board features our <traditional> and <light> breakfasts. So, fill up a cuppa Joe and start the day with us![tup]


Daily Wisdom

Is he living? Is he living now?
(yogi-ism)


Info for the Day:

Watch for The Mentor Village Gazette tomorrow!

* Weekly Calendar:

Today Pike Perspective’s Day!
Thursday Fish ‘n Chips Nite!
Friday Pizza Nite! & Steak ‘n Fries Nite!
Saturday Steak ‘n Trimmin’s Nite! – and – ENCORE! Saturday


SUMMARY

Name …..…………… Date/Time …..…..………. (Page#) .. Remarks

(1) siberianmo Tom Posted: 31 Jan 2006, 05:22:29 (234) Wednesday’s Info & Summary

(2) passengerfan Al Posted: 31 Jan 2006, 06:29:45 (234) Streamliner #52 – C&O

(3) siberianmo Tom Posted: 31 Jan 2006, 07:42:25 (234) ENCORE! Nostalgia #15 – C&O

(4) siberianmo Tom Posted: 31 Jan 2006, 07:56:11 (234) ENCORE! Fallen Flag – C&O

(5) siberianmo Tom Posted: 31 Jan 2006, 08:01:00 (234) ENCORE! Fallen Flag – B&O

(6) siberianmo Tom Posted: 31 Jan 2006, 08:07:46 (234) ENCORE! Ad – B&O (1956)

(7) siberianmo Tom Posted: 31 Jan 2006, 08:10:42 (234) ENCORE! Ad – B&O (1956)

(8) siberianmo Tom Posted: 31 Jan 2006, 08:19:58 (234) ENCORE! Nostalgia #54 – B&O

(9) siberianmo Tom Posted: 31 Jan 2006, 11:36:05 (234) RRs from Yesteryear #2 – C&O

(10) trolleyboy Rob Posted: 31 Jan 2006, 15:44:51 (234) He’s baaaaaaaaaaack! Inclusive Post, etc.

(11) passengerfan Al Posted: 31 Jan 2006, 16:06:52 (234) B&O Streamlined Coaches, etc.

(12) siberianmo Tom Posted: 31 Jan 2006, 16:21:16 (234) Acknowledgments, etc.

(13) passengerfan Al Posted: 31 Jan 2006, 17:43:41 (234) etc.

(14) trolleyboy Rob Posted: 31 Jan 2006, 18:03:35 (234) etc.

(15) trolleyboy Rob Posted: 31 Jan 2006, 18:09:05 (234) Encore – CNR Steam #1

(16) LoveDomes Lars Posted: 31 Jan 2006, 19:45:41 (234) PM commentary

(17) barndad Doug Posted: 31 Jan 2006, 20:17:00 (234) PM Post & Pix

(18) pwolfe Pete Posted: 31 Jan 2006, 21:47:25 (235) Inclusive Post, etc.

(19) trolleyboy Rob Posted: 01 Feb 2006, 00:00:04 (235) Incluisive Post, etc.



NOW SHOWING:

The Mentor Village Emporium Theatre
Double Features beginning Monday, January 30th!

. . . January 30th thru February 4th: DOUBLE FEATURE Oh, Mr. Porter! (British - 1937) starring Will Hay, Moore Marriott & Graham Moffitt – and – Shadow of a Doubt (1943) starring Teresa Wright, Joseph Cotten & Macdonald Carey.


That’s it! [tup][;)]

Tom [4:-)] [oX)]
Proprietor of “Our” Place, an adult eating & drinking establishment!

[trolleyboy]

A quick good evening again folks. Leon a dram of cr if you please. Thanks for the welcomes back folks makes me glad to know that I was missed.

Doug Nice photo of a nice car,I'm glad to know that it still exists few pieces of rolling stock really exist from that time.Levelling those old wood floors can be more of a chore than you can know. Our wooden cars take a great deal of TLC espeacially if they have wooden frames as well. wonder if the controller still works,if so it couldstill see some excursion use, wouldn't that be marvellous.

Lars Hey thanks for the welcome back. Tom did seem a bit beside himself. Hopefully with me back I can keep him somewhat smiling.[swg] I always try to hit the site at least twice a day in hopes that Tom can enjoy his retirement as well.[tup]

Pete Those DMU's are quite the piece of work. i've never rode on anything llike your pendolinos. I'm assuming that you can feel their pitching and yawing when they go into the curves. I suppose the closest I have seen and ridden on would be the LRC coaches on VIA's corridor with their airride self levalling suspension. I was luckey enough to ride on them once when an actual LRC locomotive was pulling the train. The loco's also self corrected in unison with the coaches. Well folks i'm off to add a couple of photo's to the old photobucket account so as I have some new/old stuff for next Sunday. Bye for now

Rob

[pwolfe]

Hi Tom And all.

I had better have one of the strong ales if you have one please.

I was getting ready to post this afternoon when the computer jammed up refusing to answer any commands, hopefully I will be able to post this time. At least before the problem I was able to read the B&O encores( it is hard to believe it is over 100 pages ago since they were first posted). Then there was ALs post on the Chessie and the Railroad from Yesteryear on the Chessie. These articles really are a gem [tup].
AL Do you know if the Turbine-Electric was hand fired or had a mechcanical stoker[?].

A bit of a coincedence on the Chessie, was last Friday going in to Jefferson City there were two CSX locos in the yard there I had not seen any from that RR in Jeff City before.

ROB great to see you back[tup][tup]. Thanks for the kind words for the photos, kindly posted for me by TOM. Sorry there wasnt any trolleys but I hoped you liked the early Electric Multiple Unit cars.Thanks for the info on the foxes and the Encore[tup].

DOUG When was the piece on Car #1written and where is it now, do you know[?].

Just a little on our train travel in the U.K. Most of the trains kept pretty good time apart from the day I was hoping to see NICK when most things that could go wrong did including points and frieght loco failure in front of us and even a 45 minute delay to put off an unruly passenger on the way back [V]. The new Pendelinos seemed to have settled in to service although the inside with some seats not lining up with windows is not to my taste, they certainly are fast with the 82.5 miles between Rugby and London taking about 50 minutes. You can hardly notice the tilt on them until one clear evening, watching the angle of the moon as the Pendelno went through some reverse curves was spectacular.
The fastest train from Glasgow to London with them is 4 hours 24 min. for the 401 miles, with 2 stops. I think that I would still prefer to take the 6 hours 30 min behind a Duchess
4-6-2 on the Caledonian if I could.

Bit of a Yogism but let me know if you dont get this post [:-^] PETE.

[Anonymous]

Good evening Tom and friends. I'll have a Samuel Adams please, and a round for the house. Because of work and a really busy social life, this will be my last post until the weekend., and I can actually take time to read all the terrific material posted by yourself and Al on the B&O and C&O railroads. Really great work guys! I see another "Railroads from Yesteryear" has been posted, and it looks like a real winner!

Great to see you back Rob! Here's something that might be of interest to you:

From the pages of “The Fast Mail” written by the 20th Century RR Club

South Side Rapid Transit Co.’s Car No. 1, which was recently moved to the Chicago Historical Society to be placed on exhibit. Photo by Stan Brandt


On Jan. 19, Chicago’s first “L” car, put into service in 1893 to carry visitors from the Loop to the World’s Columbian Exposition. Dark green with gold trim, CTA car 1 was built as part of Chicago’s first rapid transit service, a steam-powered line that ran from Congress Parkway to 39th Street. The interior has mahogany wood, etched glass windows and rattan seats. Once heated by steam and lit with gas lamps, No. 1 was one of 180 built for the Chicago & South Side Rapid Transit Co.

In 1898, No. 1 was fitted with electric motors, and a motorman’s cab was added. The car remained in service until about 1930, and then was preserved by Chicago Rapid Transit and operated occasionally for historic celebrations. In 1959, the CTA restored No. 1 to its turn-of-the-century appearance, and recently stored it at the Skokie Shops. At the society, curators will repair some of the car’s broken rattan seats, level its wooden floor and touch up its paint.



[:I] Have a great evening ! [:I]

[LoveDomes]

Hello Tom and Gents at the bar!

What a day this has been. This retired life is worse than working, well at times it seems so.[swg]

Sorry, Tom for not keeping my "schedule," but I've been away from the computer for the day. Just have a few minutes before the President's State of the Union address. But wanted to make comment on a few things.

First: What a fantastic effort you have put forth, once again, in providing those well formulated pieces that have supplemented your new series - B&O from yesterday and the theme for this day, the C&O. Really have an almost overload of info that I will surely take advantage of either later tonight or in the morning. Much appreciated, Tom and I think all the guys really feel the same.

Second: Great to see you back in the saddle, trolleyboy Rob - I know that we have suffered somewhat of a set back lately with the regulars seemingly bailing out. While I am hardly a regular, I do see the necessity of being consistent with the posts and of course the reading. There is no way one can keep up if one takes the easy way out and simply does the old hit and run routine. That drives me nuts too. So, Rob with you back, I'm hoping this takes some of the pressure away from our Proprietor.

Third: My guess is Tom is ticked tonight. I'd be surprised if he resurfaces at all and if he's smart (which he surely is) he'll shut down until he cools down.

So, Leon the Night Man how about a cold draught in a frosty mug[?]


Until the next time!

Lars

[trolleyboy]

ENCORE! ENCORE! A flash back to page 159 and the first of the classic steam. To go along with Nick and Al's revisitation of central ontario the last couple of days.[:D] Enjoy Rob

QUOTE: So Classic CNR Steam #1 The Huntsville Subdivision

The Huntsville subdivision ran ( still runs ) through central Ontario in the Muskoka lakes district. It is a 111 mile subdivision running from Huntsville through to it's Northern terminus of North Bay.And down to it's southern terminus of Gravenhurst.

The local switching was done three times a week.These originated in North Bay on mon, wed, and fri.laying over in South River, and returning on alternate days.The Southern trains also operated three days a week starting at South River to Gravenhurst same three days a week will the layover at scotia ontario, and returning on alternate days.

The Huntsville switcher This served the Acme planning mills,Cities service oil spur,McColl Frontenac coal shed,( train coal and hating coal ) Supertest/sun oils petrolium spur,the stations frieght shed for lcl service,Anglo-Canadian leather's two spurs,Forest basket co( gone in 1957 ) and The Muskoka Wood products spur ( charcol plant )

Usually this train was called at 5:15or 5:45 am and was powered by ten wheelers or consolidation type locomotives.

Gravenhurst-South River way frieghts served
South falls-team track
Bracebridge-Sheir lumber,Anglo_Can leather's coal bin spur,(leather co gone in 1951 ) Imperial oil's spur,Northern planning mill ( two sidings) the Bracebridge station's team track and freight shed ( lcl loading )Muskoka trading feed mill


Utterson-team track ( pulp wood & lumberloaded)

Falkenburg -team track ( cities service ) ,Lumber and planning loads and pulpwood also loaded at this team track.

Martins-team track ( lumber & pulpwood )

North of Huntsville -Muskoka wood products spur ( charcoal ), K>J> Wallace( became international ceramic minning ) Taplins mill ( lumber and pulpwood)

Novar-back tracks ( pulpwood , lumber, from novar lumbermill )

Scotia- back track and storage tracks ( logs from Algonquin park ,off spot cars for the park line,) Baldwins ( small ice facility )

Emsdale-team track for Scotia Jct Trading lumber co. ( large volume lumber and pulpwood facility)

Katrine- team track spur ( little used )
North Bay - South river trains

Burk's Falls-team track( freight shed behind station )lcl friegth, back track coal,and lumber loading.Thompson heydan ( lumber spur )

Sundridge- Pineland timber,Oakville basket company ,team track ( feed , lumber,stock pens and grist mill )

South river - team track ( behind freight shed ) long logs for international shipping,) Coaling tower, stock pens ,( large seasonal cattle and pig auctions here ) Standard chemical ( charcoal out , boxcars of fertilizer and tank cars of alcohol out and in )

Trout Creek-team track (lumber & pulpwood )Glen Robertsons shipped logs to inco in sudbury and telephone poles.

Powassin-teamtrack ( for finihed lumber from Powassin Planning supply co,) One shipment of cattle a week from Powassin Farm Supply

Hills- team track ( lumber & pulpwood )

Calander-frieght shed ( lcl loading ) J. B. Smith co lumber& charcoal ( several sidings )Citiies service siding.

Nipissing-transfer yard,( south bound picked up at ONR yard then lifted local traffic at the transfer yard.All cars were weighed at Huntsville and all southbound trains coaled and waterd here.

These trains normally wer called at 6:15 am Typical power was consolidation some heavy mikes.

Passenger trains om this subdivision included mixed trains 263/264 for Algonquin park, Trains 41/44 and 46/47 Two day trains runin each direction between North Bay and Toronto. These trains handled considerablr hraad end volume in mail and express picked up and set out along the way.

Train 3 The Continental Limited This was the Vancouver bound arm of the Continental limited which passed through allandale ( Barrie ) just ahead of train 47. Motive power was usually a bullet nosed betty of the 6060 series(4-8-2 ) mountain type. Unually 11-17 cars including sleepers and dinning cars.

trains 49/50 Joint ONR/CNR trains that ran between Toronto and Timmons typical power was Northerns or Mountains

trains 51/52 Summer only trains between Capreol and Toronto power was usually heavy pacific types

Trains 55/56 Summer only THe Algonquin ran into Algonquin Park daily except sunday.Thes wer a tourist train from Toronto handled by pacifics and consolidations ( from Gravenhurst to the Park due to bridge restrictions )

Trains 43/156 Summer only trains from Toronto to North Bay usually a heavy passenger pacific or a mountain would handle this train.

Trains 45/42/148 night trains operated from Toronto to Midland via Allendale ( Barrie )Thes mail trains conected to the Meaford passenger trains and only operated as far North as Orilla.

A short version of the typically busy mid ontario trains on the CNR branch lines.
hope you stayed awake.

Rob

[trolleyboy]

Good evening again Tom. A CR round for all if you please.

I had noticed that it's been a tad slow today. No matter the nostalgia and encores have been right on the old mark. I see Al's been at it again,more B&O streamliner info to absorb. As always good stuff, right down to the consists. At this rate Al you won't need to publi***he book ! [:O][swg]

Tom & Al Thanks for the Dell info, I will look into it as we get further into the year. For now this old HP's still a humming. Tom The concert is Great Big Sea. A favourite of both Heather and myself. Good down home newfie band. This concert is kicking off the NA tour for their latest album. Their eigth all have gone multy gold and platinum. If they are ever your way chech them out ! I haven't had a chance to compile any new info for here. So it will be a comment responce type and encores from me for the next we bit, till I can get caught up and some new material fleshed out.

Later all

Rob

[passengerfan]

Good Afternoon once again Tom. Time for another CR and a round for the house.

Great B&O and C&O posts Tom dropped a little of my own B&O info in to keep the flow going.

Absolutely right about the Dells we have them in our office as well and nary a problem the last thing we would need in Tax season.

Friend of mine boaught a GW about the same time as I bought my Dell as GW had a store here at the time. They have since closed the store and his Computer has been one problem after another he is ready to go the legal route to get his repairs done.

Tom give me a hint what you have planned for tomorrow and I will see what I can find to go along with it.

Haven't heard from Lars or many of the regulars today. Time for me to get back to the office and will probably be their until at least 8 PM tonight.

TTFN AL

[siberianmo]

Well, well - looks like Sir Rob has returned, and just in time I'd say! Great to see you again.

I've had some diffiuclty getting this Post out - don't know what's going on, but I've "lost" it several times - but thanx to having it on WP, it ain't quite as hard to put it back together. Just following my own "edict."

Nice compilation you've put together and it sure is evident that you've done some catch up - that's what we missed most - your ability to be inclusive and interactive with one and all![tup][tup][tup]

It's been a long day in that no one has Posted during daylight until yours (I see Al is lurking in the shadows.. perhaps he's about to Post) .. anyway perhaps the longest draught we've ever had. Hope your return is a good sign of postive things to come.

Hey, try those Dell 'puters - we've been totally saitsified both here and where the bride works. They stick behind their product, which is what one really hopes for these days (daze).

Enjoy the concert - which is[?][?][?]

So, it is YOU - Al. Now, I cannot understand how you could completely miss all of the Posts I put together this morning - you simply didn't see any of them[?] Good grief! I don't get it. Makes me wonder why ......... Well, no point in acknowledging you, if it ain't reciprocal, wouldn't you agree[?]

Gotta go before I blow my one remaining gasket - I'm getting to the fed up stage.

Tom[4:-)][oX)]

[passengerfan]

Good Afternoon Tom. Time for a CR and a round for the house.

Rob nice to have you back nothin g more frustating than the computer going down. Was able to custom order this one a couple of years ago from Dell and have been more than satisfied with their service contract as well.

BALTIMORE
&
OHIO
Streamlined Coaches
by Al

The B&O was one of the earliest pioneers of streamlining with the experimental ADAMS WINDSPLITTER of 1900. This train was rebuilt from heavyweight cars of the era in the Baltimore and Ohio’s own St. Clare shops in Baltimore. The Baggage, four Coaches and enclosed Observation car were about thirty years ahead of their time. At the turn of the century the idea of streamlining and the high speeds it implied were commendable they were anything but practical given the state of steam power and most railroads roadbed at that time. Although this pioneer attempt at streamlining was quite successful no other railroads of the period showed any interest and after about a year the cars were quietly stripped of their streamlining and returned to commuter service between Baltimore and Washington.
It would take the Great Depression to reawaken interest in the streamliner concept on the B&O and other roads. The B&O would order two streamlined consists from American Car & Foundry in 1934 for 1935 delivery. One eight car consist was built for service on B&O subsidiary Alton operating a daily Chicago – St. Louis round trip and named the ABRAHAM LINCOLN. This train was completed in April 1935 and inaugurated streamlined ABRAHAM LINCOLN service July 1, 1935. This train was constructed of Cor-Ten steel and was referred to as the steel train by Railroad historians. The ABRAHAM LINCOLN cars were lightweights and the one thing that detracted from their streamlined appearance was the use of rivets in the construction of the cars. The Maroon and Red paint scheme with Yellow separation stripes and lettering was among the most attractive of the streamline era. This consist was train lined in the following order:

5751 Baggage 30’ Railway Post Office Car

5803 64 Revenue seat Coach

5804 64 Revenue seat Coach

5805 64 Revenue seat Coach

5701 9 seat Lunch Counter 32 seat Dining Car

5932 24 Revenue seat Parlor Car with 5 seat Parlor Drawing Room

5933 24 Revenue seat Parlor Car with 5 seat Parlor Drawing Room

5999 18 Revenue seat Parlor with 15 seat Lounge Observation

64 REVENUE SEAT COACHES American Car & Foundry April, 1935 (Built for and assigned to ABRAHAM LINCOLN)

5803 – 5805

The Baggage 30’ Railway Post Office Car 5751 was rebuilt to a Baggage 44 Revenue seat Coach Combination in November 1936 with no change of number.
The changes to the above consist that affected coach passengers were the rebuilding of 64 revenue seat Coach 5803 into a Buffet Lounge Car in April 1937 with no revenue seating.
The entire train became Gulf Mobile and Ohio property with the purchase from B&O of the Alton effective May 31, 1947 with no changes of car numbers or paint scheme. The cars were simply lettered for the Gulf Mobile & Ohio replacing the former Alton name in the letter boards.
The second B&O consist of 1935 was delivered in June 1935 for service as the ROYAL BLUE between Jersey City and Washington D.C. round trip daily. The cars for the ROYAL BLUE were constructed of Aluminum with a steel center sill running the length of the cars. This train is referred to as the Aluminum train by Railroad historians and the weight of this train compared to the steel train was nearly identical. Not sure about the structural strength of Aluminum the cars sheeting was much thicker than really necessary so any weight savings was never realized. The two trains built of different materials were constructed to see how each would stand up to rail use. Both trains lasted until 1968 when they were finally retired so it would have to be said it was a draw as to which type of material was better. A comparison of maintenance costs for the two different car types bears this out. The consist of the ROYAL BLUE follows:

5750 Baggage 30’ Railway Post Office Car

5800 64 Revenue seat Coach

5801 64 Revenue seat Coach

5802 64 Revenue seat Coach

5700 9 seat Lunch Counter 32 seat Dining Car

5930 24 Revenue seat Parlor Car with 5 seat Parlor Drawing Room

5931 24 Revenue seat Parlor Car with 5 seat Parlor Drawing Room

5998 18 Revenue seat Parlor 15 seat Lounge Observation

Almost immediately the B&O began making changes to the ROYAL BLUE train set. The first change to occur was the rebuilding of 64-revenue seat Coach 6400 into a Buffet Lounge Car without revenue seating and no change of number in July 1935. One year later in July 1936 the Baggage 30’ Railway Post Office Car 5750 was rebuilt to a Baggage 44 Revenue seat Coach Combination retaining its original number. The B&O St. Clare shops in Baltimore constructed a new 60 revenue seat Coach for the ROYAL BLUE and numbered this car 5806 in January 1937. In July, 1937 the nine car ROYAL BLUE train was transferred to B&O subsidiary Alton and repainted in the Red and Maroon color scheme and became the new ABRAHAM LINCOLN at that time operating a round trip daily service between Chicago and St. Louis. The original ABRAHAM LINCOLN consist was renamed ANN RUTLEDGE and continued operating a second daily Chicago - St. Louis round trip daily. In March 1942 Baggage Coach Combination 5750 was shopped and rebuilt to a 60 Revenue seat Coach and was renumbered 5807 at that time. This consist became Gulf Mobile and Ohio property with the merger of the Alton into the G&MO on May 31, 1947.

64 REVENUE SEAT COACHES American Car & Foundry June, 1935 (Built for and assigned to ROYAL BLUE transferred to Alton in 1937 becoming ABRAHAM LINCOLN cars)

5800 – 5802

60 REVENUE SEAT COACH Baltimore & Ohio St. Clare Shops January 1937 (Built for and assigned to ROYAL BLUE reassigned to ABRAHAM LINCOLN in July, 1937)

5806

The B&O turned to there own St. Clare shops in Baltimore for their next two streamlined trains. The first of these to enter service was a new ROYAL BLUE on April 25, 1937 replacing the lightweight streamlined train from American Car & Foundry. The new ROYAL BLUE was nothing more than a group of heavyweight cars streamlined in the roads own shops. The cars were given streamlined roofs with squared ends, side skirting below the car sides to hide the under floor equipment. The cars were given full width diaphragms as well. Interiors of these cars were modernized at the same time. The consist of this ROYAL BLUE follows the number in parenthesis is the heavyweight car number they were rebuilt from:

1300 Baggage 36 Revenue seat Coach Combination (1432)

3520 68 Revenue seat Coach (5299)

3511 54 Revenue seat Coach (5328)

3512 54 Revenue seat Coach (5329)

3065 52 Revenue seat Buffet Coach (5326)

1075 10 seat Lunch Counter 32 seat Dining Car (1051)

2110 26 Revenue seat Parlor Car with 5 seat Parlor Drawing Room (5327)

3300 Buffet Solarium Observation (5325)

This train became the COLUMBIAN on December 9, 1937 operating a daily round trip between Jersey City and Washington when it was replaced by a new streamlined heavyweight consist that became the new ROYAL BLUE on that date. The ROYAL BLUE consist of December, 1937 was nearly identical to the April 1937 train now named the COLUMBIAN. The consist of the December, 1937 ROYAL BLUE was as follows the numbers appearing in parenthesis are the car numbers they were streamlined from:

1301 Baggage 36 Revenue seat Coach Combination (1434)

3521 68 Revenue seat Coach (5293)

3513 54 Revenue seat Coach (5291)

3514 54 Revenue seat Coach (5292)

3066 52 Revenue seat Coach with 7 seat Lunch Counter Car (5295)

1076 44 Revenue seat Coach (1054)

2111 26 Revenue seat Parlor Car with 5 seat Parlor Drawing Room (5296)

3301 Buffet Solarium Observation (5298)

The COLUMBIAN was temporarily replaced by a heavyweight train in November, 1941 while the heavyweight cars of the streamlined consist and some additional cars were rebuilt and streamlined for a second consist of the COLUMBIAN. The COLUMBIAN when it reentered service was a new Coach streamliner operating overnight between Baltimore – Washington and Chicago. Those cars in the original COLUMBIAN consist to receive modifications were 1300 the Baggage 36 revenue seat Coach rebuilt to a Baggage 12 crew Dormitory, Buffet 16 seat Lounge Car renumbered 1306. The two 54-revenue seat Coaches 3511 and 3512 were renumbered 3562 and 3563. The 68 Revenue seat Coach 3520 was remodeled to a 54 revenue seat Coach and renumbered 3564. Cars 3065 the 52 Revenue seat Buffet Coach and 2110 the 26 seat Parlor Car with 5 seat parlor Drawing Room were both rebuilt to 46 revenue seat Coaches with a train stewardess room receiving new numbers 3570 and 3571 respectively. Lunch Counter Dining Car 1075 was shopped and rebuilt to a 47 seat Dining Car and renumbered 1082. The 3300 was renumbered 3303 with no apparent changes taking place to the cars interior. In addition to the above changes the following cars were shopped, remodeled and in some cases rebuilt and all were streamlined for service in a second COLUMBIAN consist. Streamlined 54 Revenue seat Coaches 3558 – 3561 were former heavyweight coaches 5310, 5312-5314 respectively. Newly remodeled 47 seat Dining car 1081 was the former 1050, and Buffet Solarium Observation 3301 was rebuilt and remodeled from 5234. The two streamlined consists were assigned to a new all Coach streamlined service operating between Jersey City and Chicago by way of Baltimore and Washington overnight in each direction. This new service retained the COLUMBIAN name and was inaugurated December 19, 1941 replacing the old Jersey City – Washington COLUMBIAN service. The B&O St. Clare shops had previously streamlined and remodeled eight heavyweight coaches into 54 revenue seat Coaches for service in the streamlined NATIONAL LIMITED in June, 1940. The former 5200 series cars 5244, 5246, 5253, 5256, 5263, 5267, 5287, and 5289 after rebuilding and streamlining were renumbered 3550 – 3557 respectively.
Following WW II the B&O would introduce a pair of five car coach streamliners for service between Baltimore and Cincinnati by way of Washington daily in each direction. These cars unlike previously rebuilt cars from the B&O St. Clare shops were fully streamlined the former heavyweight cars were stripped to the frame and rebuilt completely. Many felt these cars were as good as any cars built by the big three car builders AC&F, Budd or P/S. The quality of the workmanship was unquestioned but some of the interior décor was a little dated for that period. The new CINCINNATIANS entered service January 19, 1947 behind streamlined Presidential Pacific Locomotives painted to match the trailing train in the magnificent Blue and Gray scheme.

5301 PRESIDENT ADAMS 4-6-2 Streamlined Pacific & Tender

1307 EDEN PARK Baggage Crew Day Room Buffet 24 seat Lounge Car

3565 INDIAN HILL 60 revenue seat Coach

3572 OAKLEY 56 Revenue seat Coach with Stewardess Room

3567 COLLEGE HILL 60 Revenue seat Coach

3304 PEEBLES CORNER 24 seat Dining 18 seat Lounge Observation

SECOND CONSIST

5302 PRESIDENT JEFFERSON 4-6-2 Streamlined Pacific & Tender

1308 HYDE PARK Baggage Crew Day Room Buffet 24 seat Lounge Car

3566 WINTON PLACE 60 Revenue seat Coach

3573 NORWOOD 56 Revenue seat Coach with Stewardess Room

3568 WALNUT HILLS 60 Revenue seat Coach

3305 FOUNTAIN SQUARE 24 seat Dining 18 seat Lounge Observation

BAGGAGE CREW DAY ROOM BUFFET 24 SEAT LOUNGE COMBINATION CARS B&O St. Clare Shops December, 1946 (Rebuilt and Streamlined for the CINCINNATIANS)

1307 EDEN PARK

1308 HYDE PARK

60 REVENUE SEAT COACHES B&O St. Clare Shops December 1946 (Rebuilt and Streamlined for the CINCINNATIANS)

3565 INDIAN HILL

3566 WINTON PLACE

3567 COLLEGE HILL

2568 WALNUT HILLS

56 REVENUE SEAT COACHES WITH STEWARDESS ROOM B&O St. Clare Shops December 1946 (Rebuilt and Streamlined for the CINCINNATIANS)

3572 OAKLEY

3573 NORWOOD

24 SEAT DINING 18 SEAT LOUNGE OBSERVATIONS B&O St. Clare Shops December 1946 (Rebuilt and Streamlined for CINCINNATIANS)

3304 PEEBLES CORNERS

3305 FOUNTAIN SQUARE

Two 52 revenue seat streamlined Coaches 3574 AVONDALE and 3575 PRICE HILL were completed by St. Clare Shops in March, 1947 and replaced 60 Revenue seat Coaches 3567 COLLEGE HILL and 3568 WALNUT HILL in the CINCINNATIANS at that time.

52-REVENUE SEAT COACHES B&O St. Clare Shops March 1947 (Rebuilt and Streamlined for the CINCINNATIANS)

3574 AVONDALE

3575 PRICE HILL

The prewar COLUMBIAN consists received four rebuilt streamlined 42 revenue seat Coaches in June 1948 for each consist. These eight cars numbered 3576 – 3583 and a Baggage 12 Crew Dormitory Buffet 24 seat Lounge Car were the last cars completely rebuilt by the B&O St. Clare Shops for streamlined passenger service.

42 REVENUE SEAT COACHES B&O St. Clare Shops June 1948 (Rebuilt and Streamlined for the COLUMBIANS)

3576 – 3583

Brand new COLUMBIAN consists were ordered from Pullman Standard for April, 1949 delivery and these two train sets have the distinction of being the only all new consists ever built for the B&O in the postwar period. These two eight car streamlined trains were two of the finest Coach Streamliners to ever enter service in the eastern United States. Although the pair were intended as a daytime operation between Chicago and Baltimore by way of Washington the two new trains entered overnight service May 5, 1949. The CINCINNATIAN was already a daylight operation over part of the same route and the B&O was none to happy with the bottom line produced by the CINCINNATIAN. As a matter of fact the CINCINNATIAN lost money every month it was in operation. The COLUMBIANS featured the first Dome Coaches to enter scheduled service between Chicago and Washington – Baltimore. These Pullman Standard built dome coaches gave passengers their first nighttime viewing of the passing countryside when the B&O installed two batteries of three locomotive headlights at the forward end of the dome coach’s roof. One in each three light battery was angled at 60 degrees from the cars centerline and the remaining two were installed at 80 degrees and 85 degrees. When one battery or the other was lit they afforded the passengers in the domes some magnificent night views. This lighting system was exclusive to the B&O and no other railroad that operated domes in overnight service provided a lighting system for their passengers. All cars in the new COLUMBIAN consists were both numbered and named. The B&O had been an EMC later EMD E unit buyer for passenger trains but with the COLUMBIANS purchased A-B-A sets of EMD F3 units. These units developed 1,500 hp each and ran on B trucks compared to the E unit A-1-A trucks. No reason was ever given for the COLUMBIAN being assigned F units instead of E units initially. The train entered service with just an A-B on the head end instead of the proposed A-B-A sets for power. The 3,000 hp developed by the two units were capable of maintaining schedule and even making up lost time when needed. The following are the two consists of the COLUMBIANS:

87A EMD F3A 1,500 hp Diesel Passenger Cab Unit

87X EMD F3B 1,500 hp Diesel Passenger Booster Unit

1350 HARPERS FERRY Baggage 12 Crew Dormitory Buffet 24 seat Coffee Shop Combination Car

5500 CONNELLSVILLE 56 Revenue seat Coach

5502 GARY 56 Revenue seat Coach

5550 HIGH DOME 42 Revenue seat Strata Dome Coach with 24 non-Revenue seats in Dome

1090 AKRON 38 seat Dining Car

5504 MARTINSBURG 56 Revenue seat Coach

5506 NEW CASTLE 56 Revenue seat Coach

3315 CHICAGO 27 seat Tavern Lounge Bar 26 seat Lounge Observation

SECOND CONSIST

88A EMD F3A 1,500 hp Diesel Passenger Cab Unit

88X EMD F3B 1,500 hp Diesel Passenger Booster Unit

1351 SILVER SPRING Baggage 12 Crew Dormitory 24 seat Coffee Shop Combination Car

5501 CUMBERLAND 56 Revenue seat Coach

5503 LA PAZ 56 Revenue seat Coach

5551 SKY DOME 42 Revenue seat Strata Dome Coach with 24 non-Revenue seats in Dome

1091 PITTSBURG 38 seat Dining Car

5505 McKEESPORT 56 Revenue seat Coach

5507 YOUNGSTOWN 56 Revenue seat Coach

3316 WASHINGTON 27 seat Tavern Lounge Bar 26 seat Lounge Observation

The CINCINNATIAN would have its route changed June 25, 1950 from a Baltimore – Cincinnati daylight schedule to a Detroit – Cincinnati daylight schedule where it would remain until Amtrak. On this new routing the train sets became successful almost from the beginning.
The COLUMBIAN had two major changes take place in 1958, first in February the COLUMBIANS received a 24 Single Room 8 Double Room Slumbercoach for each train set. These were the first Slumbercoaches to enter service in the eastern United States. The second change to occur to the COLUMBIAN in 1958 was it’s combining with the all Pullman CAPITOL LIMITED. The combined train then operated under the CAPITOL LIMITED name and the COLUMBIAN name was retired from B&O service. The CAPITOL LIMITED then became a Coach and Pullman Train operating between Baltimore and Chicago by way of Washington.

24 SINGLE ROOM 8 DOUBLE ROOM SLUMBERCOACHES Budd Company February, 1958 Plan: 9540 Lot: 9691 – 211 (Built for and assigned to COLUMBIANS)

7700 SLUMBERLAND

7701 DREAMLAND

The B&O would lease three additional Slumbercoaches beginning in May 1959 and the Missouri Pacific would lease a fourth beginning in September 1959. This made it possible for the B&O and MP to jointly offer through Slumbercoach service between Baltimore-Washington and San Antonio, Texas. The B&O NATIONAL LIMITED carried the through car from Baltimore to St. Louis and the MP TEXAS EAGLE beyond St. Louis to San Antonio. During the summer of 1959 the three B&O Slumbercoaches provided Baltimore – St. Louis service. With the fall schedule change and the delivery of MP Slumbercoach 699 SOUTHLAND the four cars began providing through daily service in each direction between Baltimore and San Antonio. Through Slumbercoach service ended in 1964 and the B&O returned the three Slumbercoaches they had leased to Budd. Budd in turn sold all three of the former B&O leased Slumbercoaches and later the MP Slumbercoach when it to was returned at the end of its lease to the Northern Pacific Railway.

24 SINGLE ROOM 8 DOUBLE ROOM SLUMBERCOACHES Budd Company May, 1959 (Built for and assigned to NATIONAL LIMITED later became through cars via TEXAS EAGLE to San Antonio)

7702 RESTLAND

7703 SLEEPLAND

7704 THRIFTLAND

TTFN AL

[trolleyboy]

Well I must say that it's good to be back. Having said that Sir Tom here's a "newfie firiing squad" ( $50 CDN ) for multiple rounds of joy due to my overwelhming absence.

Have to say that the last week and a half have been hell ( I don't like being that far out of touch ) Thanks to all who missed me, I will try to not do that again.

Two well represented sunday's of pictures, my chapeau off to those who took the time to post such wonderfull shots!

Tom Much thanks for your understanding and offer of the computer, so far I have been able to cobble this one back together to at least a moderate level of operability. i will likely take Russ's advice and have one made as I too do not trust the buy out of the box units out there. The new " railway's of yesteryear " looks to be a winnah [tup] Nice touch and very appropo to what we do around here. [tup]

Al One word WOW [bow] a virtual conicopia of passenger info,too much for me to properly comment on but all the same some wonderfull reading. Particularly liked the ONR sections. [tup]

Nick & Pete Classic brit rail info is always appreciated around here. A glass raised to the both of you. Pete Not sure what the 25,000 live foxes were moved for. We had no heavy fox hunting in Ontario my best guess is that they were transported as raw material for the late lamented Hudson bay Company. Wonderfull pictures of over'ome BTW. [tup]

Lars Nice dome shots and info sir. I'm gratified that you missed me as well,here's hopping that I don't have another prolonged outage. I'm gal dto see that you jumped up and in to fill some of the voids this past week or so. [tup]

Doug Wonderfull pictures the past two sunday's as well sir. The final story of the decopds was appreciated as well. Liked the posts on the various unusual smoke deflecting devises as well.Who say's that the german's invented the schnorkal having seen the shot of the rather long apparatice applied to that consolidation back in 1918.

CM3 As always some fine info from you on the coal minning industries. Alsoglad that you had some additional info on the St Clair division. Amazing how such a small and seemingly unknown piece of railroad was known.

BK A round to your quick finishing of your final tour of duty? Next time you find yourself in the attendance of our PM designate pass on my congratulations from a furvent Ontario supporter[tup] I'm glad to see that you are able to somewhat keep up with us , given the distances involved.

Nick and Al Just to further the disscussion of the ONR rebuilds. My understanding is that locomotives 2000 and 2001 which were last used for the Northlander did recieve and entire cat rebuild,only the original GE gen sets were retained. Similar to the half dozen RS18's that the BCR rebuilt with cat motors and Kato gens and alternators. Apparently though the rebuilds were not as cost efficiant as hoped and they tended to need more maintenance than if they had been left original. I notice now that GP38-2's have replaced the F's on all the ONR's passenger runs.

Mike Thanks for the email I have responded [tup] Also I did enjoy the new info on your families rail herritage as well. Always well written and definatly on topic. [tup]

Well folks I will bid adieu for now. Concert night here in Brantford so I'll likely not check back in till tomorrow.

Rob

[siberianmo]

Now arriving on track #1 …..
Railroads from Yesteryear! Number Two


Used with permission from: Wikipedia, the free encyclopedia. Formatting differences made necessary due to Forums requirements. Some heralds from other sources.


Chesapeake and Ohio Railway

Locale: District of Columbia, Illinois, Indiana, Kentucky, Michigan, New York, Ohio, Virginia, West Virginia, and Wisconsin

Reporting marks: CO

Dates of operation: 1869 – 1972

Track gauge: 4 ft 8½ in (1435 mm) (standard gauge)

Headquarters: Cleveland, Ohio

The Chesapeake and Ohio Railway (C&O) was a Class I railroad formed in 1869 in Virginia from many smaller railroads begun in the 19th century. Tapping the coal reserves of West Virginia, it formed the basis for the City of Newport News and the coal piers on Hampton Roads, and forged a rail link to the midwest, eventually reaching Columbus, Cincinnati, and Toledo in Ohio and Chicago, Illinois.

Headquartered in Cleveland, Ohio, USA, in 1972, it became part of the Chessie System, along with the Baltimore and Ohio and Western Maryland Railway. In 1980, the Chessie system combined with Seaboard Coast Line Industries to form CSX Corporation, which by 1987 had merged all its railroad subsidiaries into CSX Transportation, one of seven Class I railroads operating in North America at the beginning of the 21st century.

The city of Huntington, West Virginia is named for one of its early leaders, Collis P. Huntington.


Early history, Crozet, and crossing the Blue Ridge Mountains

The Chesapeake & Ohio Railway traces its origin to the Louisa Railroad of Louisa County, Virginia, begun in 1836, and the James River & Kanawha Canal Company, also begun in Virginia in 1785. The C&O of the 1950s and 1960s at its peak before the first modern merger, was the product of about 150 smaller lines that had been incorporated into the system over time.

By 1850 the Louisa Railroad had been built east to Richmond and west to Charlottesville, and in keeping with its new and larger vision, was renamed the Virginia Central Railroad. The Commonwealth of Virginia, always keen to help with "internal improvements" not only owned a portion of Virginia Central stock, but incorporated and financed the Blue Ridge Railroad to accompli***he hard and expensive task of crossing the first mountain barrier to the west. Under the leadership of the great early civil engineer Claudius Crozet, the Blue Ridge RR built over the mountains, using four tunnels, including the 4,263-foot Blue Ridge Tunnel at the top of the pass, then one of the longest tunnels in the world.

While the Blue Ridge was being breached, Virginia Central was building westward from the west foot of the mountains, across the Great Valley of Virginia (The Shenandoah Valley), and the Shenandoah range (Great North Mountain), reaching a point known as Jackson's River Station, at the foot of the Alleghany Mountains (note that in Virginia Alleghany is spelled with an "a"), in 1856. This is the site that would be called Clifton Forge later.

To finish its line across the mountainous territory of the Alleghany Plateau (known in old Virginia as the "Transmountaine"), the Commonwealth again chartered a state-subsidized railroad called the Covington and Ohio Railroad. This company completed important grading work on the Alleghany grade and did considerable work on numerous tunnels over the mountains and in the west. It also did a good deal of roadway work around Charleston on the Kanawha River. Then the American Civil War intervened, and work was stopped on the westward expansion.

C & O predecessors during the Civil War

During the Civil War the Virginia Central Railroad was one of the Confederacy's most important lines, carrying food from the Shenandoah region to Richmond, and ferrying troops and supplies back and forth as the campaigns surrounded its tracks frequently. It had an important connection with the Orange and Alexandria Railroad at Gordonsville, Virginia. On more than one occasion, the Virginia Central was used in actual tactical operations, transporting troops directly to the battlefield. But, it was a prime target for Federal armies, and by the end of the war had only about five miles of track still in operation, and $40 in gold in its treasury.

Ellis P. Huntington links the tidewater of Virginia with the Ohio Valley

Following the war, Virginia Central officials, led by company president Williams Carter Wickham, realized that they would have to get capital to rebuild from outside the economically devastated South, and attempted to attract British interests, without success. Finally, they succeeded in getting Collis P. Huntington of New York, interested in the line. He is, of course, the same Huntington that was one of the "Big Four" involved in building the Central Pacific portion of the Transcontinental Railroad, which was at this time just reaching completion. Huntington had a vision of a true transcontinental that would go from sea to sea under one operating management, and decided that the Virginia Central might be the eastern link to this system.

Huntington supplied the Virginians with the money needed to complete the line to the Ohio River, through what was now the new state of West Virginia. The old Covington & Ohio's properties were conveyed to them [Note: the name was Railroad at this time ... it will be changed later to Railway] in keeping with its new mission of linking the Tidewater coast of Virginia with the "Western Waters." this was the old dream of the "Great Connection" which had been current in Virginia since Colonial times.

On July 1, 1867 the C&O was completed nine miles from Jackson's River Station to the town of Covington, seat of Alleghany County, Virginia. By 1869, it had crossed Alleghany Mountain, using much of the tunneling and roadway work done by the Covington & Ohio before the war, and was running to the great mineral springs resort at White Sulphur Springs, now in Greenbrier County, West Virginia. Here, stagecoach connections were made for Charleston and the navigation on the Kanawha River (and thus water transportation on the whole Ohio/Mississippi system).

During 1869-1873 the hard work of building through West Virginia was done with large crews working from the new city of Huntington on the Ohio River and White Sulphur (much as the UP and CP had done in the transcontinental work), and the line was completed at Hawk's Nest, West Virginia on January 28, 1873. The West Virginia stretch of the C & O was the site of the legendary competition between John Henry and a steam-powered machine; the competition is said to have taken place in a tunnel south of Talcott, West Virginia near the Greenbrier River.

Typical of the men who built the C & O during this period was William N. Page, a civil engineer who had attended special courses in engineering at the University of Virginia before he went to work on the railroad. Page directed the location and construction of the New River Canyon Bridge in 1871 and 1872, and of the Mill Creek Canyon bridge in 1874. In 1875 and 1876, he led the surveying party charged with mapping out the route of the double-track railway to extend between Hampton Roads and the Ohio River via the New River and Kanawha Valleys of West Virginia. Like many men who came to West Virginia with the railroad, Page was struck with both the beauty and potential of the natural resources and is considered one of the more energetic and successful men who helped develop West Virginia's rich bituminous coal fields in the late 19th and early 20th century. Page settled in the tiny mountain hamlet of Ansted, West Virginia, a town located in Fayette County near Hawk's Nest, on high bluffs overlooking the New River far below, where the C&O occupied both sides of the narrow valley.

Collis Huntington intended to connect the C&O with his western and mid-western holdings, but had much other railroad construction to finance and he stopped the line at the Ohio and over the next few years did little to improve its rough construction or develop traffic. The only connection to the West was by packet boats operating on the Ohio River. Because the great mineral resources of the region hadn't been fully realized yet, the C&O suffered through the bad times brought on by the financial panic (Depression) of 1873, and went into receivership in 1878. When reorganized it was renamed The Chesapeake & Ohio Railway Company.

West Virginia coal development and Newport News piers

Shortly after the end of the Civil War, Collis P. Huntington and his associates began buying up land in Warwick County, Virginia. During the ten years from 1878 to 1888, C&O's coal resources began to be developed and shipped eastward. In 1881 the Peninsula Subdivision was completed from Richmond to the new city of Newport News, located on Hampton Roads, the East's largest ice-free port. Transportation of coal to Newport News where it was loaded on coast-wise shipping and transported to the Northeast became a staple of the C&O's business at this time.

Morgan and Vanderbilt take control

In 1888 Huntington lost control of the C&O in a reorganization without foreclosure that saw his majority interest lost to the interests of J.P. Morgan and William K. Vanderbilt. In those days before US anti-trust laws were created, both many smaller railroads which appeared to be in competition with each other were essentially under common control. Even the leaders of Pennsylvania Railroad (PRR) and New York Central Railroad (NYC) had secretly entered into a "community of interests" pact.

Morgan and Vanderbilt had Melville E. Ingalls installed as President. Ingalls was, at the time, also President of the Vanderbilt's Cleveland, Cincinnati, Chicago and St. Louis Railroad (The "Big Four System"), and held both presidencies concurrently for the next decade. Ingalls installed George W. Stevens as general manager and effective head of the C&O.

The C&O gains a water level route along the James River across Virginia

In 1889 the Richmond and Allegheny Railroad company, which had been built along the tow-path of the defunct James River and Kanawha Canal, was merged into the C&O, giving it a down grade "water level" line from Clifton Forge to Richmond, avoiding the heavy grades of North Mountain and the Blue Ridge on the original Virginia Central route. This "James River Line" would be the principal artery of eastbound coal transportation down to the present day.

Ingalls and Stevens completely rebuilt the C&O to "modern" standards with ballasted roadbed, enlarged and lined tunnels, steel bridges, and heavier steel rails, as well as new, larger, cars and locomotives.

In 1888, the C&O built the Cincinnati Division, from Huntington, West Virginia down the south bank of the Ohio River in Kentucky and across the river at Cincinnati, connecting with the "Big Four" and other Midwestern Railroads.

From 1900 to 1920 most of the C&O's lines tapping the rich bituminous coal fields of southern West Virginia and eastern Kentucky were built, and the C&O as it was known throughout the rest of the 20th Century was essentially in place.

In 1910 C&O merged the Chicago, Cincinnati & Louisville Railroad into its system. This line had been built diagonally across the state of Indiana from Cincinnati to Hammond in the preceding decade. This gave the C&O a direct line from Cincinnati to the great railroad hub of Chicago.

Also in 1910, C&O interests bought control of the Kanawha and Michigan (K&M) and Hocking Valley (HV) lines in Ohio, with a view to connecting with the Great Lakes through Columbus. Eventually anti-trust laws forced C&O to abandon its K&M interests, but it was allowed to retain the Hocking Valley, which operated about 350 miles in Ohio, including a direct line from Columbus to the port of Toledo, and numerous branches southeast of Columbus in the Hocking Coal Fields. But there was no direct connection with the C&O's mainline, now hauling previously undreamed-of quantities of coal. To get its coal up to Toledo and into Great Lakes shipping, C&O contracted with its rival Norfolk & Western to carry trains from Kenova,. W. Va. to Columbus. N&W, however, limited this business and the arrangement was never satisfactory.

C&O gained access to the Hocking Valley by building a new line directly from a point a few miles from its huge and growing terminal at Russell, Ky., to Columbus between 1917 and 1926. It crossed the Ohio River at Limeville, Ky. (Sciotoville, Ohio), on the great Limeville or Sciotoville bridge which remains today the mightiest bridge ever built from point of view of its load capacity. It was truly a monument to engineering, but seldom commented on outside of engineering circles because of its relatively remote location.

With the connection at Columbus complete, C&O soon was sending more of its high quality metallurgical and steam coal west than east, and in 1930 it merged the Hocking Valley into its system.

Van Sweringen era - Pere Marquette Railroad

The next great change for C&O came in 1923 when the great Cleveland financiers, the Van Sweringen brothers (O. P. and M. J. Van Sweringen), bought a controlling interest in the line as part of their expansion of the Nickel Plate Road (NKP) system. Eventually they controlled the NKP, C&O, Pere Marquette Railroad (in Michigan and Ontario), and Erie railroads. They managed to control this huge (for the time) system by a maze of holding companies and interlocking directorships. This house of cards tumbled when the Great Depression began and the Van Sweringen companies collapsed. But the C&O was a strong line and despite the fact that in the early 1930s over 50% of American railroads went into receivership, it not only avoided bankruptcy, but took the occasion of cheap labor and materials to again completely rebuild itself.

During the early 1930s when it seemed the whole country was retrenching, C&O was boring new tunnels, adding double track, rebuilding bridges, upgrading the weight of its rail, and rebuilding its roadbed, all with money from its principal commodity of haulage: Coal. Even in the hard years of the Great Depression, coal was something that had to be used everywhere, and C&O was sitting astride the best bituminous seams in the country.

Because of this great upgrading and building program, C&O was in prime condition to carry the monumental loads needed during World War II. During the War it transported men and material in unimagined quantities as the U. S. used the Hampton Roads Port of Embarkation as a principal departure point for the European Theater. The invasion of North Africa was loaded here. Of course coal was needed in ever increasing quantities by war industries, and C&O was ready with a powerful, well organized, well maintained railway powered by the largest and most modern locomotives.

Post World War II - Robert R. Young

By the end of the World War II, C&O was poised to help America during its great growth during the decades following, and at mid-century was truly a line of national importance. It became more so, at least in the public eye through Robert Ralph Young, its mercurial Chairman, and his Alleghany Corporation.

Young got control of the C&O through the remnants of the Van Sweringen companies, in 1942, and for the next decade he became "the gadfly of the rails," as he challenged old methods of financing and operating railroads, and inaugurated many forward looking advances in technology that have ramifications to the present. He changed the C&O's herald (logo) to "C&O for Progress" to embody his ideas that C&O would lead the industry to a new day. He installed a well-staffed research and development department that came up with ideas for passenger service that are thought to be futuristic even now, and for freight service that would challenge the growth of trucking. Young eventually gave up his C&O position to become Chairman of the New York Central before his suicide in 1958.

During the Young era and following, C&O was headed by Walter J. Tuohy, under whose control the "For Progress" theme continued, though in a more muted way after the departure of Young. During this time, C&O installed the first large computer system in railroading, developed larger and better freight cars of all types, switched (reluctantly) from steam to diesel motive power, and diversified its traffic, which had already occurred in 1947 when it merged into the system the old Pere Marquette Railroad (PM) of Michigan and Ontario, Canada, which had been controlled by the C&O since Van Sweringen days. The PM's huge automotive industry traffic, taking raw materials in and finished vehicle out, gave C&O some protection from the swings in the coal trade, putting merchandise traffic at 50% of the company's haulage.

Chessie System, CSX

C&O continued to be one of the more profitable and financially sound railways in the United States, and in 1963, under the guidance of Cyrus S. Eaton, helped start the modern merger era by "affiliating" with the ancient modern of railroads, the hoary Baltimore & Ohio. Avoiding a mistake that would become endemic to later mergers among other lines, a gradual amalgamation of the two lines' services, personnel, motive power and rolling stock, and facilities built a new and stronger system, which was ready for a new name in 1972. Under the leadership of the visionary Hays T. Watkins Jr., the C&O, B&O and Western Maryland Railway became Chessie System, taking on the name officially that had been used colloquially for so long for the C&O, after the mascot kitten used in ads since 1934.

Under Watkins' careful and visionary leadership, Chessie System then merged with Seaboard System Railroad (itself a combination of great railroads of the Southeast including Seaboard Air Line, Atlantic Coast Line, Louisville & Nashville Railroad, Clinchfield Railroad and others), to form a new mega-railroad: CSX Transportation (CSX).

Today, CSX, after acquiring 42% of Conrail in 1999, is one of four major railroad systems left in the country, and still an innovative leader, true to its roots in Robert Young at "For Progress," the Van Sweringens and their quest for efficiency and standardization, to George Stevens and his dedication to operation efficiency and safety awareness, back to Collis P. Huntington and his dreams of a transportation empire, and even back to those old, long forgotten Virginians who started it all to carry their farm produce to market in 1830.


References

None provided.


Used with permission from: Wikipedia, the free encyclopedia. Formatting differences made necessary due to Forums requirements. Some heralds from other sources.

***** ***** ***** ***** ***** ***** ***** ***** ***** ***** ***** *****

Enjoy!

Tom [4:-)] [oX)]

Did you miss Number One[?]
Click here: http://www.trains.com/community/forum/topic.asp?page=233&TOPIC_ID=35270

[siberianmo]

Found yet another for yesterday's "theme" ...... last one!

ENCORE! ENCORE! ENCORE!

PASSENGER TRAIN NOSTALGIA #54

Here’s something to enjoy regarding the Baltimore & Ohio Railroad (B&O) from a 1946 advertisement in my personal collection.

Your Holiday begins with ”all aboard”

* When your Diesel-Electric Baltimore & Ohio luxury train glides smoothly from the station, you’ll know your holiday has really started. Mile after mile, you’ll enjoy the thrill of modern rail travel . . . the extra measure of pleasure for which B&O is so well-known.

* Outstanding with “holidayers” is the friendly courtesy of B&O people. In big and little services, alike, you’ll constantly enjoy this warm hospitality . . . for courtesy is traditional on the B&O.

* And, when you visit B&O diners, you’re in for a real “holiday treat.” For, B&O is famous for its good food . . . prepared just the way you like it . . . at prices that are reasonable.

* Then, there’s B&O’s record for “on-time” dependability. Not only does B&O strive to make your travel time thoroughly enjoyable but it also makes a special point of seeing that you arrive at your destination on schedule!

* Yes, when you start your holiday with Baltimore & Ohio, the extra measure of pleasure given by such features as friendly courtesy, good food and “on-time” dependability will be proof why more and more travelers say:

NOW . . . AS ALWAYS – The B&O is the Way to Go!

. . . . . . . . . . BALTIMORE & OHIO RAILROAD . . . . . . . . .


Enjoy!

Tom [4:-)][oX)]

ENCORE! ENCORE! ENCORE!

[siberianmo]

And yet another for yesterday's "theme" . . . . .

ENCORE! ENCORE! ENCORE!

More on the Baltimore & Ohio Railroad (B&O) of the Fallen Flags from The Official Guide of the Railways - Aug 1956
previously Posted on page 127/219



B&O DIESEL-ELECTRIC FEATURE TRAINS

CAPITOL LIMITED – COLUMBIAN – SHENANDOAH
Between Chicago, Pittsburgh, Washington and the East

NATIONAL LIMITED – DIPLOMAT – METROPOLITAN
Between St. Louis, Cincinnati, Washington and the East

THE AMBASSADOR
Between Detroit, Washington and Baltimore

THE ROYAL BLUE
Between Washington, Baltimore, Philadelphia and New York

STRATA-DOME CARS*
On 3 Fine Trains

CAPITOL LIMITED – COLUMBIAN – SHENANDOAH
Chicago – Akron – Pittsburgh – Washington
Baltimore – Wilmington – Philadelphia – New York

(* In service between Chicago and Washington)

Enjoy! [tup]

Tom [4:-)] [oX)]

ENCORE! ENCORE! ENCORE!

[siberianmo]

And some more for yesterday's "theme" . . . . .

ENCORE! ENCORE! ENCORE!

More on the Baltimore & Ohio Railroad (B&O) of the Fallen Flags from The Official Guide of the Railways - Aug 1956
previously Posted on page 127



Thrilled travelers tell us “There’s nothing like the view from B&O’s STRATA-DOME” ….. Route your passengers via B&O and they’ll sing your praises too

Passengers traveling in a B&O Strata-Dome marvel at the thrilling panorama and natural beauty of the ever-changing scenery.

FLOODLIGHTS AT NIGHT

Powerful floodlight beams provide a novel view of the landscape after dark.

This exclusive B&O service between Washington and Chicago is offered at no charge!

Strata-Dome Dieseliners between

CHICAGO – AKRON – PITTSBURGH – WASHINGTON

The Capitol Limited (All Pullman) – The Columbia (Deluxe-Coach) – The Shenandoah* (Pullman and Coach)

THROUGH SERVICE TO AND FROM BALTIMORE, WILMINGTON, PHILADELPHIA AND NEW YORK.

*On the Shenandoah, Strata-Dome is operated on alternate dates. Available only to Pullman passengers on the Shenandoah.

BALTIMORE & OHIO RAILROAD

Enjoy! [tup]

Tom [4:-)] [oX)]

ENCORE! ENCORE! ENCORE!

[siberianmo]

And for yesterday's "theme" -

ENCORE! ENCORE! ENCORE!

Here’s another Fallen Flag for the gang from Classic American Railroads: previously Posted on page 127/203

Baltimore & Ohio (B&O)

Headquarters: Baltimore, MD

Mileage in 1950: 10,000

Locomotives in 1963: Diesel: 491

Rolling stock in 1963: Freight cars – 59,152 Passenger cars – 654

Principal routes in 1950:

Jersey City, NJ (New York)-Baltimore, MD-Pittsburgh, PA-Chicago
Washington, DC-Point of Rocks, MD
Cumberland, MD-Cincinnati, OH-St. Louis, MO
Detroit, MI-Toledo, OH-Cincinnati
Hamilton, OH-Beardstown, IL
Pittsburgh-Buffalo & Rochester, NY
Akron-Cleveland, OH
Midland City, OH-Columbus, OH-Pittsburgh

Passenger trains of note:

Ambassador (Baltimore-Detroit)
Capitol Limited (Jersey City-Washington-Chicago)
Cincinnatian (Detroit-Cincinnati; later, Baltimore-Washington-Cincinnati)
Columbian (Washington-Chicago)
Diplomat (Jersey City-Washington-St. Louis)
Metropolitan Special (Washington-St. Louis)
National Limited (Jersey City-Washington-St. Louis)
Royal Blue (Jersey City-Washington)
Shenandoah (Jersey City-Washington-Chicago)


Enjoy! [tup]

Tom [4:-)] [oX)]

ENCORE! ENCORE! ENCORE!

[siberianmo]

And another "theme" Post:

ENCORE! ENCORE! ENCORE!

Here’s another Fallen Flag for the gang from Classic American Railroads: previously Posted on page 148

Chesapeake & Ohio (C&O)

Headquarters: Richmond, VA

Mileage in 1950:

5,343 (including ferries)

Locomotives in 1963:

Steam: 3 (fireless “cookers”)
Diesel: 1,053

Rolling stock in 1963:

Freight cars: 92,992
Passenger cars: 324

Principal routes in 1950:

Chicago-Cincinnati, OH-Ashland, KY-Staunton, VA-Newport News, VA
Gordonsville, VA-Washington, DC
Clifton Forge-Richmond VA
Ashland-Louisville, KY
Limeville (Ashland)-Columbus, OH-Toledo, OH
Columbus-Pomeroy, OH
Catlettsburg (Ashland)-Elkhorn City, KY
Ronceverte-Durbin & Bartow, WV
Chicago-Grand Rapids, MI-Detroit, MI-St. Thomas, ON-Buffalo & Niagra Falls, NY
Grand Rapids-Petoskey & Bay View, MI
Erieau, ON-Ludington, MI
Ludington-Milwaukee & Manitowoc & Kewaunee, WI (ferry routes to each from Ludington)
Toledo-Bay City, MI
Port Huron-Bay City-Elmdale, MI
Holland-Muskegon-Hart, MI

Passenger trains of note:

George Washington (Washington & Newport News-Cincinnati & Louisville)
F.F.V. (Washington & Newport News-Cincinnati & Louisville)
Sportsman (Washington & Newport News-Cincinnati & Detroit)
Pere Marquettes (Detroit-Grand Rapids; Chicago-Grand Rapids & Muskegon; Detroit-Saginaw, MI)
Resort Special (Chicago-Petoskey; later, Washington-White Sulphur Springs, WV)


Enjoy! [tup]

Tom [4:-)] [oX)]

ENCORE! ENCORE! ENCORE!

[siberianmo]

G'day!

Looks like the theme for the day is C&O, so here's somethng from the past:

ENCORE! ENCORE! ENCORE!

PASSENGER TRAIN NOSTALGIA #15

Here’s something to enjoy regarding the C&O from a 1940 advertisement found in one of my scrap books.
previously Posted on page 148



YOU’LL WISH YOU COULD LOOK both ways AT ONCE!

EXPERIENCED TRAVELERS call it “The most beautiful train trip in the East,” this mountain-and-canyon route of Chesapeake and Ohio Lines. On this magnificent journey you look out and down upon waves of mountains – the majestic Alleghanies, the mysteriously tinted Blue Ridge . . . upon valleys stretching like bright carpets to the far, purple hills. The scene changes – and you look up the towering green walls of the New River Gorge as you roll smoothly through the widest and deepest canyon this side of the Rockies. Yes, when you watch this panorama of thrilling beauty from your train windows, you’ll wish you could look both ways at once!

On your next trip east or west GO CHESAPEAKE AND OHIO . . . and enjoy glorious mountain country!

You’ll travel in complete comfort, on the smoothest of roadbeds, in cool, clean air-conditioned cars that invite you to relax by day and Sleep Like a Kitten at night . . . When you travel west or east, plan to ride through The Chessie Corridor on these famous trains- THE GEORGE WASHINGTON – THE SPORTSMAN – THE F. F. V.

Sleep like a Kitten

THE CHESSIE CORRIDOR, The Scenic Route of the East
A NEW BOOK on Chessies Travel Packages will help you plan interesting, economic trips. Write for free copy to Chesapeake and Ohio Travel Services, 829 East Main St., Richmond, Va.

. . . . . . . . . . . . . . . George Washington’s Railroad . . . . . . . . . . . . . . .
CHESAPEAKE and OHIO Lines
Original Predecessor Company Founded by George Washington in 1785


Enjoy! [tup]

Tom[4:-)][oX)]

ENCORE! ENCORE! ENCORE!

[passengerfan]

Good Morning Tom and the rest of the gang. Time for a Coffee and a crumpet from the Mentor Bakery.

PASSENGERFAN AL'S STREAMLINER CORNER # 52

C&O
CHESSIE
(1948)

The C&O proposed a new daytime streamlined train to operate between Washington and Cincinnati with a streamlined coal fired Turbine Electric Locomotive for power. The CHESSIE was the name selected for the new streamlined train that would also provide a streamlined connecting service between Newport News and Cincinnati with the two sections combining at Charlottesville west-bound and separating at Charlottesville eastbound. The cars built for the new CHESSIE were some of the most innovative ever constructed for any daytime train. After the C&O had completed a tour with one of the three new train sets, then seeing how B&O was having difficulty filling their much shorter five car CINCINNATIAN train sets between Washington and Cincinnati. The C&O quietly quit advertising the CHESSIE and just as quietly dropped all mention of the train. No other daylight train in America would have offered passengers as much leisure space or non-revenue space as the CHESSIES. The CHESSIES would have introduced a new lower profile dome to trains in the east and each of the three consists from Budd were fifteen cars in length. In total there were 46 cars built for the CHESSIE by the Budd Company and when the train was canceled the C&O would eventually sell off all but four of the original CHESSIE cars to other railroads in the United States and several were even sold to Argentina. The three Coal fired Turbine Electric engines were found to be extremely trouble prone and all three were quietly scrapped.

Chesapeake
&
Ohio
(C&O)

The Chesapeake & Ohio purchased six domes all delivered by Budd in 1948 these six domes were of two different types. There were 3-coach–lounge observations 1875-1877 and three family room dome cars 1850-1852 as they were called. Both types of domes were built for the CHESSIE a new daytime streamliner between Washington – Newport News and Cincinnati. The CHESSIE would have operated as two sections east of Charleston. One section of the CHESSIE to and from Washington and the other section of the CHESSIE to and from Phoebus (Newport News), consolidating westbound at Charleston and splitting at this point eastbound. Alas, it really didn’t matter, as the CHESSIE never entered service. The forty-six cars delivered by Budd in August 1948 for the CHESSIE trains were disbursed over the next few years. All six of the dome cars were sold. The Dome sleeping cars were sold to the B&O in December 1950 for service in the CAPITOL LIMITED and SHENANDOAH. The C&O had seriously considered adding these cars to their own SPORTSMAN and even went so far as to assign names to the cars even though the names were not actually applied as follows:

1850 BELLE ISLE DOME

1851 CHAMBERLIN DOME

1852 HAMPTON ROADS DOME

See the B&O Chapter for further detail of these cars.
The other three CHESSIE domes the coach lounge Observations featured 20 seats forward of the dome and 16 seat lounge aft of the dome in the rounded end of the cars. A newsagent’s stand and the cars restrooms were located beneath the 24 seat domes. The C&O assigned these cars to service in the PERE MARQUETTES between Chicago – Grand Rapids and Detroit – Grand Rapids. The three cars 1875-1877 were sold to the Rio Grande in September 1949. Before delivery to the Rio Grande the cars were fitted with an adaptor complete with diaphragm for mid-train operation. After repainting in Grande Gold and Black the cars were renumbered 1248-1250 respectively. See Rio Grande Chapter for further details on these cars.

TTFN AL