"OUR" PLACE - SEE NEW THREAD!

[LoveDomes]

Hello Tom,

Hope all is well on this fine day and that the guys from "Our" Place are enjoying their day of rest. Here's my contribution for Sunday Photo Posting Day! ...


The Auto Train #510 (from: www.trainweb.com)


Westours “Chulitna” #1056, former Auto Train #510 (from: www.trainweb.com)


The Auto Train #541, former ATSF #512 (from: www.trainweb.com)


Westours “Tanana”#512, former ATSF #512 & former Auto Train #541 (www.trainweb.com)


The Auto Train #460, former WP #811 (from: www.trainweb.com)


The Amtrak Auto Train in Folkston, GA (from: www.trainweb.com)


Until the next time!

Lars

[passengerfan]

Barndad those station photos just convinced me to purvchase the book thx Al.

[Anonymous]

The following are just some of the pictures from the book Train Stations by Alexander D. Mitchell IV, which depicts whistle stops, rail stations, and train depots of North America. I got my copy a few weeks ago at a Barnes and Nobles for just $5.98. Not bad!

The Gulf, Colorado & Santa Fe RR (later AT&SF) built this depot in San Angelo, Texas in 1888 when the line reached the city.


The Northern Pacific RR built this mission-style depot in Bismark, North Dakota in 1901 to replace the Sheridan House Hotel and depot of 1877. Passenger service ended in 1979, but the station survives today with modifications to its roof.


Boron station was originally located between Barstow and Mojave, California, on the Santa Fe line. It was built in 1896 as a passenger station for Kramer, four miles away, and was moved to Boron in 1941 as a freight depot. After closure it became a museum in 1987.


The Erie RR’s 1885 Tuxedo Park depot survived a 1915 train derailment that damaged much of the building, and is still used by commuter trains to and from New York City today. Stucco has replaced the original wooden shingles and siding.


A Baltimore & Ohio train arrives at the railroad’s Ellicot City, Maryland, station about 1900. Built about 1831, the original stone freight station received wooden trim and glass windows around 1885. Beyond the station and to the left of the locomotive stands the Patapsco Hotel, the original passenger facility until the 1850s. The depot survives today as a railroad museum honoring America’s oldest extant depot.


The humble brick building in the foreground, built about 1851, stands at the site of America’s first railroad station, the Baltimore & Ohio RR’s original Baltimore terminus, in the Mount Claire neighborhood of Baltimore, Maryland. Originally a ticket office and office building, it now serves as the main entrance to the B&O Railroad Museum, founded in 1953 in the surrounding buildings and enclosed roundhouse, which was built in 1884.

[siberianmo]

Even though ”Our” Place is CLOSED on SUNDAY’s we do observe Sunday Photo Posting Day!

Some recent pix from Pete while over in Merry Olde! – Part I of II – I suspect Pete will provide some descriptions either today or tomorrow.

#1 (A4)


#2 (8F)


#3 (svr_pub)


#4 (Canterbury)


#5 (rdc)



Thanx Sir Pete![tup] … More to follow a bit later on.


Enjoy!

Tom [4:-)] [oX)]


REMINDER! Read the SUMMARY!

[Anonymous]

Atchison Topeka & Santa Fe Railroad 92
Builder: Electro Motive Division GM
Year Built: 1967
Model: FP-45
Horsepower: 3600
Length: 71ft 4in
Width: 10ft 10in
Height: 15ft 8in
Weight: 398000 lbs
Brakes: 26L
Engine: 20-645E
Motors: 6 EMD D67
Trucks: EMD C
Description: Diesel-Electric (Ex 101 / ex 5992 / ex 5942 / nee 102)

The Santa Fe 92 is always open for viewing


There might be a test on this information later ….. maybe


It took me two Saturdays to clean-up these journal boxes


They don’t make signs like this anymore (imagine a sign like this on your layout)


The Milwaukee Electric Railway & Light Company D13
Builder: Differential Car Company
Year Built: 1920
Length: 40ft 6in
Width: 8ft 7in
Height: 11ft 10in
Weight: 79700 lbs
Brakes: AMM
Motors: 4 GE 207
Control: HL-15B2
Compressor: D-3F
Trucks: TMER&L M100AB
Description: Double End / Double Truck / Side Dump Motor

[siberianmo]

Even though ”Our” Place is CLOSED on SUNDAY’s we do observe Sunday Photo Posting Day!

Something a bit different from me, for my friends, Pete ‘n Nick from across the pond.. Thanx for all you do in support of this bar ‘n grill!


(1) pwolfe Pete’s hometown is where the “dot” is – Rugby, England


(2) The railway station at Rugby, England (pix from: the public domain)


(3) The railway station at Rugby, England (pix from: the public domain)


(4) nickinwestwales Nick lives in Wales, UK


(5) nickinwestwales Nick resides in Haverfordwest, Pembrokshire, Wales, UK (lower left corner of map)


(6) The railway station at Haverfordwest, Pembrokeshire, Wales, GB (pix from: Nick)



Enjoy, Gents – this one is on me![tup][tup][tup]


Enjoy!

Tom [4:-)] [oX)]


REMINDER! Read the SUMMARY!

[siberianmo]

Good Sunday Morning!

Late start for me here in mid-continent USA .... gettin' too old for these "late night outs!"[swg]

Noted that the two guys who Posted last night apparently were unaware that I wasn't here. Hmmmmmm - mustn't have caught my last Post. Not reading, Gents[?]<frown>

Okay, looks like Doug started off our Sunday Photo Posting Day! I'll be right back with some others![tup]

Tom[4:-)][oX)]

[siberianmo]

SUNDAY’s INFO & SUMMARY of POSTS

We are CLOSED on Sunday. However, it is Sunday Photo Posting Day!

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


Daily Wisdom

We made too many wrong mistakes.)


Info for the Day:

A new series begins on Monday – watch for it!


SUMMARY

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

(1) siberianmo Tom Posted: 28 Jan 2006, 07:09:54 (231) Saturday’s Info & Summary

(2) passengerfan Al Posted: 28 Jan 2006, 08:22:10 (231) Chat & Northlander FP7

(3) siberianmo Tom Posted: 28 Jan 2006, 08:37:20 (231) ENCORE! Saturday – Fallen Flag: L&N

(4) passengerfan Al Posted: 28 Jan 2006, 09:24:40 (231) Streamlined Headend cars

(5) siberianmo Tom Posted: 28 Jan 2006, 11:59:45 (231) ENCORE! Saturday – Nostalgia GB #3

(6) pwolfe Pete Posted: 28 Jan 2006, 12:54:33 (231) Chat, etc.

(7) LoveDomes Lars Posted: 28 Jan 2006, 14:40:12 (231) Chat, etc.

(8) siberianmo Tom Posted: 28 Jan 2006, 15:11:34 (231) Acknowledgments, etc.]

(9) siberianmo Tom Posted: 28 Jan 2006, 15:43:03 (231) ENCORE! Saturday - Nostalgia – GN (1956)

(10) passengerfan Al Posted: 28 Jan 2006, 19:09:18 (231) GN Domes

(11) West Coast S Dave Posted: 28 Jan 2006, 19:40:11 (231) SP trivia



NOW SHOWING:

The Mentor Village Emporium Theatre

. . . Sunday, January 29th: DOUBLE FEATURE Narrow Margin (1990) starring Gene Hackman & Anne Archer – and – North by Northwest (1959) starring Cary Grant, Eva Marie Saint & James Mason.

Coming attractions!
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!

[Anonymous]

United States Navy 7 1917 Four-Wheel Saddle Tank Switcher (0-4-0-T)
The smallest steam locomotives were “tank” switchers, built without separate tenders. Fuel was carried in a bunker behind the cab, while water was carried in tanks alongside or straddling the boiler. Most used mechanically simple designs, often with Stephenson valve gear and other components considered outmoded for mainline use.
The navy purchased several 0-4-0T saddle tank locomotives for use at the Brooklyn Naval Yard, where their diminutive size was ideal for the dockyard’s sharp curves and tight clearances. Navy 7 was sold to American Creosote Works in Jackson, Tennessee in 1942, and remained in service until the 1950’s. Builder – Vulcan Iron Works, 2644. Tractive effort 9,000 pounds. Weight – 78,000 pounds.


Illinois Central 9792
Builder: Illinois Central
Year Built: 1940
Length: 36ft 7in
Width: 10ft 6in
Height: 15ft 2in
Weight: ??? lbs
Brakes: AB
Trucks: Scullin
Description: Steel Cupola Side Door Caboose

[West Coast S]

Afternoon Tom and the crew.. Round of JWB if you could be so kind.

Ok, where to start?

Nick,, you are correct that Bachman does produce a On30 2-6-0. We in s scale will reguage these and redetail them to suit our needs (one can even Purchase a conversion kit) If the details are done right they are perfect for S. Although, i've not done so yet, some do cutdown and modify On30 passenger,freight and cabooses to S as well. I've got several of these moguls on the workbench at the moment, my crowning achievement in S to date, is converting one to a 4-4-0 using parts from four scales! I can't wait to do a similar conversion to a shay..

Now for your reading pleasure, some additional SP trivia brought to you courtesy of the "Mentor Village History Project".

How many among us is aware that the BNSF line from Barstow, Ca to the Arizona border at Needles was constructed by the Central Pacific? True indeed, during 1881 the AT&SF was was making good on its promise to reach the Pacific coast, this was unacceptable to the CP who brood no newcomers to its terrority.

Savy company laywers envoked a little used clause written into the charter that stated CP and its agents, with reasonable motive could challenge any new railroad building within a certain boundry.. AT&SF did not take this action laying down, a counter suit was promptly filed, meanwhile they also formed a construction company that could not be traced back to AT&SF and construction resumed, advance teams ventured into the San Bernadino mountains using Cajon Creek for a easy alignement out of the Victor Valley, during this bit of chacannery, CP was faltering at the San Fernando tunnel who's construction equaled that required of the Donner Pass Line in time, money and material.

AT&SF took advantage of this CP distraction to run rails over the pass thus turning the table on rival CP by preventing them from obtaining a route east into the Los angeles basin from the east.

Assured that the CP was now blocked from construction any additional trackage in the desert, SF demanded they,the CP, in their legal opinion, suspend all construction activity west of Barstow and offered a fair price for the completed work or face additional legal action
CP rejected the offer out of hand with such arrogance that CP actions caught the scrunity of Government officals who were investigating the CP on unrelated isuues such as its charter. Under increasing federal pressure, and from local officals as well regarding the illegal use of city bonds to complete the San Fernando Tunnel project, SP relented and transfered ownership at a mutual price to the Santa Fe, thus SF was able to complete its route to the Pacific...


Dave

[passengerfan]

Good Afternoon Tom and the rest of the gang. Time for a CR and a round for the house.
Tom thought this might satisfy yours and Lars dome lust for a saturday afternoon

.
Great
Northern
(GN)

The Great Northern was the last of the northern transcontinental railways to add domes to their premier train between Chicago and Seattle-Portland. The first of the northwest roads to add domes to their premier train was the Milwaukee Road who added Super Domes to the OLYMPIAN HIAWATHA beginning in December 1952. The next of the northwest trains to add domes was the NP NORTH COAST LIMITED with a pair of dome coaches added to each consist in August 1954 and a pair of dome sleeping cars added in November 1954 between Chicago and Pasco. The UP would have three Domes operating in each CITY OF PORTLAND train set by May 1955. One each of Astra-Dome Coach, Astra-Dome Dining Car and Astra-Dome Lounge Observation in each train set between Chicago and Portland. Even the CP CANADIAN was operating domes a month before the GN received the first of their domes in May 1955.
The GN EMPIRE BUILDER would be the first and only train in the US prior to Auto-Train to operate both short domes and a full-length dome in the same consist. When the GN went with domes they spared no expense beginning in May 1955 when three short dome leg rest coaches were added to each of the EMPIRE BUILDERS five consists. Two of the Great Dome coaches were through Chicago – Seattle cars while the third was a Chicago – Portland car operating between Spokane and Portland over the SP&S who would own one of the Great Dome coaches built for the EMPIRE BUILDER by Budd. The CB&Q who operated the EMPIRE BUILDER between Chicago and St. Paul owned three of these Budd built Great domes.
These Coach Domes built for the EMPIRE BUILDER were flat sided cars from Budd as were those built the year before for the NP NORTH COAST LIMITED. The cars were painted in the Omaha Orange, Pullman Green paint scheme with dulux gold separation stripes and lettering. They were an immediate hit with the traveling public. These were the standard 46 leg-rest seat cars with 24 non-revenue seats in the domes built by Budd for overnight train service.
In October 1955 the EMPIRE BUILDER received its full-length dome lounge cars for the exclusive use of the trains Pullman passengers. The VIEW series cars seated 75 on the dome level (25 seat pairs 7 single seats and 18 lounge seats). Beneath the dome was a 32-seat lounge with a bar open to Pullman passengers only. The VIEW series car was train-lined directly behind the 36-seat Dining car ahead of the trailing sleeping cars. The Great Dome Lounge cars operated between Chicago and Seattle. The GN purchased six VIEW series cars one was owned by the CB&Q for EMPIRE BUILDER service. Each eastbound EMPIRE BUILDER had a replenished 36-seat dining car; G-N Ranch car and VIEW series Great Dome replace the arriving cars from Seattle in St. Paul before continuing the trip to Chicago. The EMPIRE BUILDER Great Dome Lounge, G-N Ranch Car and Diner operated a round trip from St. Paul – Chicago – Seattle – St. Paul before being changed out. Additional bar supplies were available enroute but commissary stores for the diner and Ranch car were rarely added anywhere but Seattle.
In the late 1960’s when traffic slowed on the EMPIRE BUILDER the GN assigned one Great Dome coach to each WESTERN STAR consist between St. Paul and Seattle. Since the cars of the WESTERN STAR operated overnight between Chicago and St. Paul combined with the CB&Q BLACKHAWK and NP MAINSTREETER it was not necessary to operate the domes over this part of the trip. The GN WESTERN STAR, NP MAINSTREETER, and CB&Q BLACKHAWK operated combined eastbound and westbound overnight between St. Paul and Chicago.

24-SEAT GREAT DOME 46-SEAT LEG-REST COACHES Budd Company May 1955 (Built for and assigned to EMPIRE BUILDER)

GN

1320-1331

SP&S

1332

CB&Q

1333-1335

VIEW SERIES 75 SEAT FULL DOME LOUNGE CARS WITH BAR AND 32 SEAT LOUNGE BENEATH DOME Budd October 1955 (Built for and assigned to EMPIRE BUILDER)

GN

1390 GLACIER VIEW

1391 OCEAN VIEW

1392 MOUNTAIN VIEW

1393 LAKE VIEW

1394 PRAIRIE VIEW

CB&Q

1395 RIVER VIEW

All GN domes were transferred to BN ownership in the 1970 merger.

TTFN AL

[siberianmo]

G’day All!

. . . . . ENCORE! Saturday - ENCORE! Saturday . . . . .

PASSENGER TRAIN NOSTALGIA #8

Here’s something to ponder with regard to our appreciation and fascination with
Classic Trains. Check this advertisement out (from The Official Guide of the Railways – 1956)
First Posted on page 137

Great Northern(GN)

Great Way To CALIFORNIA via the Pacific Northwest

Chicago-Minneapolis-St. Paul-Spokane-Seattle & Portland-San Francisco-Los Angeles

TOWERING PEAKS in Glacier National Park in the Montana Rockies.

LOFTY MT. RAINIER looks over Seattle and Tacoma.

GOLDEN GATE BRIDGE is only one of the fascinating sights awaiting travelers in San Francisco.

Rail Fare to San Francisco is no more on Great Northern’s incomparable Great Dome EMPIRE BUILDER

To delight travel-experienced patrons who are planning a fall trip to California, suggest that they route themselves via the Pacific Northwest.

Great Northern’s EMPIRE BUILDER, now with Great Domes for both coach and Pullman passengers, takes the northern route across the nation - - more than two thousand miles of truly superb scenery.

Your patrons will thank you for sending them on a route where they can see the Mississippi River Palisades, Glacier National Park, the Rocky Mountains of Montana and Idaho. the Cascades of Washington and Oregon.

Connections with fine trains to and from California in Seattle or Portland. Rail fare from Chicago to San Francisco is no more via Great Northern.

For information:
P. G. Holmes
Passenger Traffic Manager
Great Northern Railway
St. Paul 1, Minnesota


Enjoy! [tup]

Tom[4:-)][oX)]

. . . . . ENCORE! Saturday - ENCORE! Saturday . . . . .

[siberianmo]

Afternoon Gents!

We've got a rainy day here in mid-continent USA and some thunder storms are approaching. Temps are still above 50 (F) in this extremely unseasonably warm January. The plus is we were able to get Juneau out for his one mile trek this AM and hope to do the same before we head out this evening. He really "tells us" should the schedule not be kept![swg] Huskies are that way .... smart and bossy, fer sure, fer sure.<grin>

Hey Lars meant to thank you for adding your name to the Birthday Watch List! - I'll publi***he revised version on Monday.[tup] Your b'day is the same as that of my bride - of course, she's younger![swg]

Pete NIce to see you this day. Coffee[?] Now that doesn't sound right. What's up[?]
By the by, I finally finshed with all of those fine Pix you sent.[wow] Thanx very much for the contributions - I make that plural because there are enough Pix for the next three Sundays![wow] There's an Email for you.[tup]

Lars Don't sweat the small stuff regarding ENCORE! Saturday The bar is open, we engage on another and whatever feels "right" - do it or say it. The idea behind ENCORE! Saturday is to try and get those guys who Post the looooong submissions to reconsider for another day. It's just that simple. As we both have said, "Why waste the effort[?]" You can lead the horse to water ...... [swg]

Got an Email from BudKarr BK and it appears that the pressure's been upped a bit to keep him on board. "They" don't want to let him go. Also, he's not going to make it back for at least another week - that was as of yesterday's "report." He was in Norway when he sent it. Busy guy - no idle time for him, that's fer sure.

Sure do miss the presence of trolleyboy Rob 'round here. Between having his great inputs missing along with the once per day efforts of Ted, well it's a bit sad 'round here. I have a perfectly functional computer sitting in our basement - it's capable of internet comms, just not as advanced as the models of today. If I were closer to Ontario, I'd drive it up and let Rob have the thing! Anything to get him back.[swg]

Advice: If any customer wishes to communciate with another - why not use the Forum feature that permits this by Email[?] Just click the cyber name of whoever it is you wi***o communciate with and follow the "yellow brick road!"[swg]

Okay, Gents - here is the moment we've been awaiting: the return of Cindy who will take over the bar for me until Leon the Night Man begins the night shift. Be kind, Gents![}:)][;)][:-,][sigh]

Ring the bell, Boris - drinks on the house![tup]

I hope to get one more Nostalgia piece out before we go.

See at Sunday Photo Posting Day!

Tom[4:-)][oX)]

[LoveDomes]

Good Afternoon Tom,

I see the Nostalgia pieces are flowing on this rather quiet Saturday. It's a good idea to refre***he memories, and what the heck, if hardly anyone stops by, why waste a perfectly good, and labor intensive post?

So, I'll take a belt of whatever is within reach, on the rocks if you will. Been one of those days in my house.

Since I am a relative newcomer around here, I really haven't got anything to qualify as Nostalgia - however, I do have some pix for your Sunday Photo Posting!

Good to see you stopped by, Pete - at least two of us made the time to swing by the neighborhood pub! A long time ago, one of my ships used to make some port calls over your way. Of course our time was rather resticted ashore, however, there was always time to check out the sailor bars! Never had an opportunity to travel anywhere by rail and one day we intend to do that very thing.

Stay awake everyone![swg]

Until the next time!

Lars

[pwolfe]

Hi Tom and all.

A cup of your fine coffee and a bacon sandwich please.

TOM Thanks for the Nostalgia encores [tup].The Grampian Corridor must be from soon after the turn of the century. they were magnificent cars for the time 12 wheelers, I believe. I have seen a painting of the train and they looked superb being hauled by a Royal Blue Caledonian 4-6-0 locomotive in Scottish scenery [^]. PETE.

[siberianmo]

G'day!

. . . . . ENCORE! Saturday - ENCORE! Saturday . . . . .

GREAT BRITAIN PASSENGER TRAIN NOSTALGIA #3 from multiple sources
First Posted on page 137

Here’s something to ponder with regard to our appreciation and fascination with
Classic Trains, this time from Great Britain! Check this pre-WWI poster out!

LONDON & NORTH WESTERN & CALEDONIAN RAILWAYS

TRAVEL BY WEST COAST ROUTE BETWEEN ENGLAND & SCOTLAND

Comfort – Punctuality – Speed

QUICKEST & BEST ROUTE BETWEEN ALL PARTS of
ENGLAND and SCOTLAND

PASSENGERS BY THE WEST COAST ROUTE
MAY HAVE THE ADVANTAGE OF TRAVELLING BY THE
NEW “GRAMPIAN CORRIDOR” DINING CAR TRAINS
of the CALEDONIA COMPANY in SCOTLAND.

WEST COAST NIGHT EXPRESS LONDON (Euston) & SCOTLAND

The Finest Vehicles in Europe, Vestibule Throughout.

BREAKFAST, LUNCHEON & DINING CARS.

Passengers
traveling between England and the North of Scotland
can go via EDINBURGH (Princes Street) and break their
journey there, in both directions, without extra charge or inconvenience,
and after visiting the places of interest in Edinburgh, resume their
journey North or South from the same Station by the
”GRAMPIAN CORRIDOR
or other Express Trains.


Enjoy! [tup]

Tom[4:-)][oX)]

. . . . . ENCORE! Saturday - ENCORE! Saturday . . . . .

[passengerfan]

Tom this is the last of the book forwards..

THE STREAMLINED HEADEND CARS OF THE UNITED STATES AND CANADA
By Al
Introduction

The headend cars were those cars that were used for the transportation of Mail, Express shipments, Coffins and Passenger Baggage, company mail, packages, bulk mail (magazines, 2nd and 3rd class mail) etc. Head end cars also sorted the mail in route in Railway Post Office cars. Headend cars were also those cars that carried everything necessary in the way of supplies to people, who live in the more remote regions of the country, this is especially true for those living near the Alaska Railroad and along certain remote rail lines in Canada. In many of those places the trains are the sole access to the rest of the world for those who choose this way of life.
Still other headend cars were used for the transport of Thoroughbred Race Horses and Prize Bulls, but only one railroad in North America the Canadian Pacific Railway purchased streamlined cars for this purpose. The other railroads that were involved in the transportation of Race Horses and Prize Bulls had purchased enough heavyweight cars of these types to see them to the end of that segment of rail transport. The early 1960’s saw this business disappear altogether from the rails, with the trucking industry and even air freight transporting the thoroughbreds, it was no longer necessary to transport Prize Bulls as just their frozen semen was transported usually by refrigerated truck transport or Air Freight.
Eventually the railroads operating the Railway Express Agency (REA) would even see this business disappear to companies such as Federal Express and United Parcel Service. The latter began at the end of WW II the other in the late 1950s; between these two they now operate 70% of the overnight package business with the remainder handled by the U.S. Postal service. Several railroads invested in streamlined cars to transport their REA shipments but for the most part REA shipments traveled in Express Boxcars generally in Mail and Express trains or secondary passenger trains along some routes. When all other passenger trains were deleted along a route the premier train or in some cases only passenger train remaining on this route usually added a headend car or two for the shipment of REA shipments. In many cases at major stops these cars required a great deal of loading and unloading the schedule of these trains was usually lengthened defeating the purpose of the premier train being the fastest and able to offer passengers premium service sometimes for an extra service charge. One source for REA Express cars following WW II were the Pullman Standard built troop sleepers that resembled lengthened boxcars equipped with windows and end doors with diaphragms. These cars were not convertible by the railroads to any civilian passenger use. But these former troop sleepers were easily convertible to Express cars and Baggage Cars they were operated by many railroads in the express business following their WW II troop transportation duties. They were perfectly suited for this purpose as the cars rode on high-speed trucks and were able to handle a large volume of Express in their stripped down interiors. The high-speed trucks they were equipped with permitted their operation in the fast mail and express trains. Another use for the former troop sleepers was as baggage cars and many others were converted to M of W cars for the track gangs and even wreck clearing crews, the railroads when using the cars for this purpose usually replaced the high-speed trucks with other trucks.
The railroads would have large numbers of streamlined Railway Post Office cars many operating in the finest streamliners in the country. These were the cars that sorted the mail in route and if an individual so desired they could meet the train at a station where it stopped and drop a letter directly into the Railway Post Office cars mail slot. This mail would then be sorted for delivery and would carry a Railroad Post Office cancellation stamp identifying the railroad it was mailed from. Most often the mail was sorted for smaller towns in route where the streamliners never even paused but roared right through. In those instances a door would open and a canvas sack of mail would be dropped off containing the mail for that town. At the same time a mail Crane located alongside the track held up the out going canvas mail sack to be picked up by a hook located on the side of the Railway Post Office car as the train roared through the town without even slowing. One by one the Railway Post Office routes were discontinued replaced by the post offices doing the sorting and the transportation of the mail was handled by truck and air transportation of the first class mail. The loss of the first class mail sounded the death knell for many of America’s finest streamliners. The money the Railroads had received from the post office was all that had kept many of these streamlined trains operating in the black or close to the black. With the loss of the Railway Post Office business the trains plunged into red ink the passenger revenues unable to support the train. Even much of the storage mail business disappeared to the trucking and air concerns. The railroads would be left with a large amount of the Bulk mail and magazine transport that tied up large numbers of cars but paid very little when compared to first class mail shipments. Much of this bulk mail is today handled in domestic containers or Piggyback trailers. Two railroads the Santa Fe and Burlington Northern began operating special piggyback mail trains from Chicago to the West Coast following Amtrak’s take over of the passenger trains from the railroads. The Santa Fe train was the SUPER C operating between Chicago and Los Angeles at passenger train speeds, and the Burlington Northern operated a similar train named the PACIFIC ZIP. This has mushroomed into a service comprised of high-speed trains carrying United Parcel containers and trailers. This has also led to several large trucking concerns transporting large numbers of trailers over long distances in these same type trains. Today there are container trains that now even act as a land bridge with ships transferring containers to trains on one coast for delivery to a waiting ship on the other coast for delivery to Europe or the Orient. Many of these large fast Container Ships are unable to transit the Panama Canal due to their extreme width and overall size.
The heavyweight head-end cars rode on six wheel trucks, while their lightweight streamlined counterparts for the most part rode on four-wheel trucks. One notable exception to this was the Baggage 30’ Railway Post Office Cars built by Budd for the SUNSET LIMITED trains of 1950. This was also true for the Baggage 30’ Railway Post Office cars built for the SP SHASTA DAYLIGHT and later transferred to the CASCADE after repainting. These Southern Pacific cars even though lightweights were equipped with six wheel trucks enabling them to carry greater payloads. The Union Pacific owned Baggage Cars that were converted to Baggage Train Heater cars with water tanks and train heat boilers installed at one end, it was at this end the railroad installed six wheel trucks while at the Baggage end the four-wheel trucks were retained. These cars were converted to Baggage Train Heat Boiler Cars to provide additional train heat in the winter months when the CITY streamliners were combined and their length made it necessary to have additional steam heat capacity to provide steam at the same pressure throughout lengthy consists. These train Heat Boiler cars were coupled to the rear of the so called CITY of everywhere streamliners to provide additional train heat capacity to the rear half of these long trains during the winter months.
The streamlined Baggage cars were easily recognizable generally by there lack of windows, they were generally equipped with two large sliding doors (6’ to 8’) on each side for loading and unloading, and with few exceptions were equipped with end doors and diaphragms for access to the trailing consist. For those Baggage cars traveling in a roads streamlined trains they were generally manned so the passengers checked baggage and whatever express traveling on the train could be unloaded and reloaded at station stops in the shortest length of time possible. These train baggage compartments were also used for the transportation of human remains in caskets for burial. By limiting the types of Baggage and express and other shipments to a minimum it enabled the train to operate on faster schedules with shorter length station stops. Many schedules called for a train to be in the station for only a short period of time just long enough to unload and reload passengers and the same for their checked luggage. Many of these same Baggage cars also carried Express shipments as well and they were generally assigned to secondary passenger trains or the mail and express trains. Cars that carried Express shipments were generally not manned but unlocked and opened at each station with express shipments for that town or city unloaded and shipments for cities and towns further along the train route being loaded and the doors once again locked.
The Railway Post Office Compartments were for the use of mail crews only to sort the mail while the train traveled from town to town and city to city. Most cars that had a Railway Post Office compartment had mail slots in the car sides where townspeople or passengers of the train could walk forward and mail a letter at longer station stops. These cars were equipped with arms on each side of the car to snatch the mail from a mail crane alongside the track at stations where the train did not stop. At the same time any mail that needed to be dropped off in that city was simply dropped off in one of the heavy canvas mailbags. Hopefully the bag wouldn’t go through a station window or strike someone such as a railfan hanging around the station. The three most common size Railway Post Office Compartments found in lightweight streamlined trains were 15’, 30’ and 60’. The 15’ was generally manned by two to four mail clerks depending on the route, the 30’ was generally assigned 4-8 mail clerks and the 60’ Railway Post Office Compartments were usually manned by 8 or more clerks depending again on route. In many cases the 60’ RPO represented the entire length of the car, while those 60’ Railway Post Office Compartments found in 85’ cars generally the remaining space was for storage mail or for other sacks of first class mail after it had been sorted. The U. S. Mail crew’s who manned the Railway Post Office cars were armed to protect the mail entrusted to their care. There was never an instance of a streamlined U.S. Mail Railway Post Office car being robbed, but the Canadians had a single robbery take place of a streamlined RPO car in the overnight train between Toronto and Kapuskasing a joint CNR-ONR train. This robbery took place before the train had even departed Toronto Union Station on its overnight journey. Canadian Railway Post Office Clerks were not armed like their American counterparts.
Other cars resembling Baggage cars were for the magazines and other bulk type mail that was loaded in one city for transportation to another city where the car was set out. These cars were called storage mail cars and they traveled locked at all times. The storage mail cars as they were called generally traveled in secondary passenger trains or in Mail - Express trains. The one exception that comes to mind is the transport of one of these Storage Mail cars in the Great Northern Railways westbound EMPIRE BUILDER between St. Paul and Spokane daily. The car originated in Chicago and traveled in the Milwaukee Roads MORNING HIAWATHA between Chicago and St. Paul. Since the Great Northern Railway did not wi***o spoil the appearance of the incomparable EMPIRE BUILDER by having a car from another railroad break up the streamliners colors, the Great Northern Railway supplied all storage mail cars used in this service between Chicago and Spokane. The mail has a slogan that it always gets through but in at least one case that was certainly true even if it took awhile. Apparently one of the large eastern railways managed to lose a couple of these storage mail cars on an unused track for several years before they were rediscovered loaded with undelivered Christmas packages and mail. But the Post Office did there part and delivered the years late Christmas bounty to their rightful owners, with very few of the packages being undeliverable for whatever reason.
Many of the Railroads in the United States and Canada were reluctant to purchase lightweight streamlined head end cars in the early years of the streamline era due to the cost involved and most of these roads still had large numbers of perfectly good heavyweight head end cars. Several roads were busy converting older heavyweight cars of different types into heavyweight head end cars. The railroads were slow in purchasing lightweight streamlined head end cars, and at first only purchased lightweight streamlined head end cars for certain all streamlined trains to match the rest of the consist. It would be several years into the streamline era before railroads would begin purchasing large numbers of lightweight streamlined head end cars for general service. After they began purchasing the large lots of lightweight streamlined head end cars it became more and more common to see these cars appear in secondary trains and even the Express and Mail trains of these roads. By the end of the Second World War many railroads were faced with a well worn and tired group of older heavyweight headend cars and many were pressed into maintenance of way service and others were simply scrapped. With these older heavyweight cars nearing the end of their useful service lives the railroads began buying large numbers of lightweight streamlined head end cars.
While the vast majority of lightweight streamlined passenger carrying cars were between 77’ to 85’ in length, lightweight streamlined head end cars varied from 60’ to 85’ in length. The initial streamlined head end cars were those of the Union Pacific and the Chicago Burlington and Quincy articulated streamlined train sets that featured Combination Control Cab Engine Room Baggage or Control Cab Engine Room Railway Post Office Baggage cars. When the single non-articulated lightweight streamlined head end cars were introduced the most common was for the use of passengers checked baggage usually in combination with other car types such as Baggage – Coach, Baggage – Crew Dormitory – Coach, or Baggage - Railway Post Office Cars. In most cases lightweight streamlined baggage cars that carried checked baggage assigned to a roads streamliners were generally manned to speed up station stops thus enabling the streamliner to maintain a faster schedule. Many streamlined head end cars were built for assignment too specific trains and spent their entire operational service careers in those trains, some were even lettered for the specific train they were assigned to such as the EMPIRE BUILDER.
As the railroads discontinued more and more of there passenger trains the remaining trains were assigned additional head end cars. In many cases a result of a road assigning more and more head end cars to a streamlined train was a slowdown in schedule to the point where a passenger could take a bus cheaper and get their faster. For many other passengers the slowdown of the streamlined train schedules forced many passengers and businessmen in particular to the friendly skies. In the late 1960’s many of the nations once proud streamlined trains had been reduced to little more than Baggage – Express – Mail trains with one or two coaches carried for passengers tacked on the rear, this became even more apparent as the birth of Amtrak approached in 1971.
Several railroads streamlined heavy-weight head end cars in their own shops, and in other cases converted lightweight streamlined sleeping cars and other car types no longer needed for the transportation of passengers into lightweight streamlined head end cars. Several railroads built their own lightweight streamlined head end cars such as the Great Northern. As the Railway Post Office routes were discontinued, the railroads needing additional cars for transporting bulk mail and express shipments rebuilt many of the former Railway Post Office compartments for the handling of Bulk mail and express shipments many times without even blanking out the RPO windows. The strangest conversion of a railroad car to a head end car has to be the Rock Islands conversion of a lightweight streamlined Coach Lounge Observation into a Coach Baggage Observation. This car will be discussed in more detail in the Rock Island Chapter of this book.
One railroad’s sole new lightweight streamlined car purchases were three Baggage Cars, that road was the Chicago Great Western.
The lightweight streamlined head end cars were much in demand by the railroads once their passenger trains were gone for use as tool cars by the maintenance of way departments for the roads track gangs they were also assigned to Wreck train service again for transporting tools and other equipment necessary for the clean-up of derailments. In still other cases the former lightweight streamlined baggage cars lost their trucks and were placed on the ground in rail yards and engine facilities for storing parts brake shoes, tools, etc.
There were no lightweight streamlined Baggage Sleeping cars unless one counts those former Canadian National Railway owned 24 Duplex Roomette sleeping cars converted by CN shops to Baggage Crew Dormitory cars using many of the former Duplex Roomettes for the crew space. But these cars Duplex Roomette space was not sold to the public.
Several railroads purchased Baggage cars in the later years of the streamline era that resembled nothing more than lengthened boxcars operating on high-speed trucks. Still several of these car types were equipped with end doors, and diaphragms that permitted access to the rest of the train, many of these cars were even manned Baggage cars and operated in the roads streamlined trains. The railroads that purchased these type cars were the Missouri Pacific, Rock Island and Southern Pacific and they will be covered in more detail in those chapters.
Amtrak originally purchased a number of Baggage cars used from the railroads, and today owns Material Handling cars (MHC) and highway trailers that operate on the rear of Amtrak trains. One all mail train complete with working RPO still remains active on Amtrak in the Northeast Corridor. The former RPO cars assigned to this service are former PRR heavyweights. Amtrak also purchased Superliner coaches with Baggage compartments occupying part of the lower level space, but most of these have now lost that baggage compartment as this is written and converted to additional coach seating space. Manned Baggage cars are found on few of Amtrak’s present trains. Amtrak who for years operated the EMD F40 locomotives as the mainstay of their passenger train power in the non-electrified districts, has retired all of these from service now. Several of these former 3,000 hp diesels have been converted to Baggage –Cabs operating at the opposite end of the train from the power but being used as the engineers cab when the train is operating in the reverse direction. The prime mover is removed and the space is changed to a Baggage compartment with large sliding side doors installed in the engine sides and concrete poured for the baggage floor. This gives Amtrak a versatile unit for push-pull operations of trains operating in the Midwestern and Northeastern states the only regions where these units have been assigned so far.
Amtrak has recently purchased additional trailers on rail for operation on the rear of passenger trains where speeds up to 90 mph are often the norm. These trailers will be operated on the rear of SOUTHWEST CHIEF and CALIFORNIA ZEPHYR initially.
AMTRAK and VIA RAIL CANADA both will continue to operate different types of head end cars and will be listed in those chapters of the book.
The remainder of this book will be a Railroad-by-Railroad documentation of the streamlined head end cars and how the railroads assigned these cars for service.

TTFN AL

[siberianmo]

G'day!

ENCORE! Saturday ENCORE! Saturday ENCORE! Saturday

Here’s another Fallen Flag for the gang from Classic American Railroads: First Posted on page 146

Louisville & Nashville (L&N)

Headquarters: Louisville, KY

Mileage in 1950: 4,779

Locomotives in 1963:

Diesel: 732

Rolling stock in 1963:

Freight cars: 59,077
Passenger cars: 483

Principal lines in 1950:

Cincinnati-New Orleans via Louisville, Nashville, Lewisborg, TN & Birmingham
Nashville-St. Louis via Evansville, IN
Louisville-Evansville
Memphis Junction, KY (Bowling Green)-Memphis
Cincinnati-Atlanta via Knoxville, TN & Cartersville, GA
Flomaton, AL-Chattahoochie, FL
Anchorage-Hazard, KY via Lexington
Corbin-Baxter, KY
Lebanon Junction-Sinks, KY

Passenger trains of note:

Azalean (New York-New Orleans via Montgomery; joint with PRR, SR and Atlanta & West Point.
Crescent (New York-New Orleans via Montgomery; joint with PRR, SR and A&WP.
Dixie Flagler (Chicago-Miami via Evansville, Nashville & Atlanta)
Dixie Flyer (Chicago-Florida via Evansville, Nashville & Atlanta)
Dixieland (Chicago-Miami via Louisville, Nashville & Montgomery)
Flamingo (Cincinnati-Jacksonville via Corbin, KY)
Georgian (Chicago & St. Louis-Atlanta)
Gulf Wind (New Orleans-Jacksonville; joint with ACL)
Humming Bird (Chicago & St. Louis & Cincinnati-New Orleans & Memphis; joint with Chicago & Eastern Illinois)
Pan-American (Cincinnati-Memphis & New Orleans)
Piedmont Limited (New York-New Orleans via Montgomery; joint with PRR, SR and A&WP)
Southland (Detroit-Florida via Louisville & Corbin)
South Wind (Chicago-Miami via Louisville, Nashville & Montgomery)


Enjoy! [tup]

Tom [4:-)] [oX)]

ENCORE! Saturday ENCORE! Saturday ENCORE! Saturday

[passengerfan]

Good Morning Tom and the rest of the gang. Time for coffee and a crumpet.
Tax season seemed to get off to a slow start this year but the pace is beginning to pick up rapididly now. Livng just two blocks from my office helps as I can sneak home for an hour or two when things are quite but don't expect that will last much longer.

Nick you asked about the NORTHLANDER FP-7 units and it was my understanding the original Harper-Detroit power packs installed for HEP power were less than successful so they took a page from the CN who tried Cummins HEP units in their Tempo train power units. They were found far more reliable and I believe ONR converted not only the NORTHLANDER units but those FP7A units operating the former GO transit cars converted for long distance services as todays NORTHLANDER. From everything I have on the Subject the prime mover of the FP-7 units of Ontario Northland retain their original GMD diesels. By the way hope your meeting went well with the Blues Band and we will see your name on some forthcoming CD labels.

TTFN AL.

[siberianmo]

SATURDAY’s INFO & SUMMARY of POSTS

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

G’day! Here we are again – Saturday, time to fill up the coffee mugs, check out the menu board for our <traditional> and <light> breakfasts and sample The Mentor Village Bakery pastry case![swg]


Daily Wisdom

The other team could make trouble for us if they win. (Yogi-ism)


Info for the Day:

* Weekly Calendar:

Today Steak ‘n Trimmin’s Nite! and ENCORE! Saturday

…..and don’t forget Sunday Photo Posting Day!

RR Book Relay – First mailing was Monday![tup]

A new series begins on Monday – watch for it!


SUMMARY

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

(1) siberianmo Tom Posted: 27 Jan 2006, 05:48:12 (231) Friday’s Info & Summary

(2) siberianmo Tom Posted: 27 Jan 2006, 07:18:55 (231) Acknowledgments, etc.

(3) passengerfan Al Posted: 27 Jan 2006, 07:24:48 (231) Streamliner #50

(4) coalminer3 CM3 Posted: 27 Jan 2006, 09:16:20 (231) Chat & Mining in WVA, etc.

(5) wanswheel Mike Posted: 27 Jan 2006, 12:06:56 (231) Dan MacDonald, etc.

(6) siberianmo Tom Posted: 27 Jan 2006, 13:29:09 (231) Acknowledgments, etc.

(7) passengerfan Al Posted: 27 Jan 2006, 13:55:18 (231) Streamliner Corner Index

(8) pwolfe Pete Posted: 27 Jan 2006, 14:11:12 (231) Inclusive Post, etc.

(9) siberianmo Tom Posted: 27 Jan 2006, 15:51:47 (231) NOSTALGIA #66 – Ad, Swiss Federal Railways (1933)

(10) LoveDomes Lars Posted: 27 Jan 2006, 18:37:14 (231) PM Chat, etc.

(11) nickinwestwales Nick Posted: 27 Jan 2006, 21:09:00 (231) Inclusive Post, etc.

(12) siberianmo Tom Posted: 27 Jan 2006, 22:08:25 (231) Acknowledgments, etc.



NOW SHOWING:

The Mentor Village Emporium Theatre

. . . January 23rd thru 28th: Denver and Rio Grande (1952) starring Edmond O’Brien, Sterling Hayden & Dean Jagger

Coming attractions!
Double Features beginning Monday, January 30th!

. . . Sunday, January 29th: DOUBLE FEATURE Narrow Margin (1990) starring Gene Hackman & Anne Archer – and – North by Northwest (1959) starring Cary Grant, Eva Marie Saint & James Mason.

. . . 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!

[siberianmo]

Evenin' Gents!

Let's get right to it - check this URL: http://www.petera.co.uk/hoochiecoochie/theband.asp
Best of postiive results to you Nick! Give it your best shot, Mate![tup][tup][tup]

Thanx to Lars - Pete - Mike - Al and Nick for the Posts of this day![tup] As I've been known to say, it isn't the quantity so much as quality - and we've got lots of the latter working for us 'round here!

I should mention that I'll be away from the bar tomorrow evening - actually from about 4 PM on .... Cindy has offered to help out, and of course Leon will work the night shift. So don't let my absence be a deterrent to Posting. Saturday night out with the bride - guy has to do what a guy has to do, eh[?]

The last I heard the Stones were going for over 100 bucks a pop and the place has been sold out for months! My son flew in from northern Viriginia to catch this show with a couple of his buddies who still live in these parts. When I asked him if he'd ever seen Mick and the Boyz before he said, "Oh yeah, about 6 other times."[wow] My oldest son (late) was perhaps the biggest fan of these guys. Not the best of influences on him back in his formative years (60s) - but I must admit the music is great. No other R&R band that I'm aware of can even come close to what these characters have achieved.

Lars Always appreciate your upfront attitude. Just don't let this minutia get to ya, okay[?] Just aint' worth the concern. Thanx for being willing to be consistent with the PM Postings - that should help quite a bit. Now if we can get the 10 AM to 2 PM timeframe squared away .....

Nick That's an accurate description of Switzerland rail, fer sure, fer sure! Just as I recall it. I'll have to remember that, "A whole country laid out like a giant train set with real scenery," [yeah] that's about it![swg]

It's time for me to check out, but first - Boris ring the bell - drinks on me![tup]

Leon the Night Man has the bar 'til closing.

Nite[zzz]

Tom[4:-)][oX)]

[nickinwestwales]

Well hi boys,must admit to being a touch "refreshed" at this point in time-have had an interesting evening,received a call from the other guitar player in my regular band ( not the one with which I have had recent problems ) asking me if I fancied lifting a glass or two-naturally happy to comply,after some fencing we arrived at the meat of the matter--He has arranged an audition for us both with the Hoochie Coochie Blues Band-a nationally popular blues outfit who are unexpectedly found short-handed ( long story) and require a guitarist (him) and bass player (me) with nation wide work waiting...could be the break I`ve been waiting for all these years-at last,a chance to earn a living doing what I love best...........wish me well
O.K-to the posts:-
[4:-)][oX)]TOM-The Yogi`s put a smile on my face every morning-not a bad way to start the day !.....also ,some of those songs have a familiar ring.....Always good to see family,however briefly-but when Mick , Keef & Charlie are in town everything else goes to the wall-The greatest Rock`n`Roll band in the world..............Ladies & gentlemen,will you please welcome............I can feel the buzz from here[^]-just wish I could be there !!!!!!!!!!!
On a more mundane level,I look forward to the film show-Oh mr porter can be watched again & again [tup][tup]
PETE-for my money ,the G.W.R locos didn`t look too bad in the blue livery-at least it `worked` with the `blood & custard` coach stock-not the way they were intended to look but could be worse.............Still,anything that gets kids interested in trains as a hobby is alright by me [^]
AL -so you finally got around to the "Northlander"-nice one !!!!-not wanting to pick holes,but I always thought the FP7a`s were re-motored with Caterpiller prime movers-hence the nick-name `Cats`-would appreciate definative view ( all I know is they spoilt the lines of the original with the extra vents)-but then again it kept some F-Units running for a few more years-see nicks pix for a shot of the `Northlander` just outside Toronto Union with a `Cat` in charge.
MIKE-.......Swordfish sub huh?-how much sword can you manage in one sandwich ?-we are moving into Capt Beefheart territory here-best leave well alone............
LARS-Switzerland (?) is a train-spotters dream-one of my brothers-in-law described it as a whole country laid out like a giant train-set with real scenery.....pretty much covers it from my end.....by the bye-you share a birthday with my little sister,a double celebration is called for.......
Right,Boris-time to call a rickshaw for your devoted master-will speak again tomorrow when I have recovered from all this excitement-take care one and all,the moonlight mile for me.......
O.K-so how does it go-But It`s all right now,In fact it`s a gas,but it`s awl right........I`m jumping Jack Flash it`s a gas gas gas (oh yeah)
right,I`m outa here,nick,[C=:-)]

[LoveDomes]

Hello Tom and Gentlemen!

Time for a round on me - Boris my good man (?) ring the bell while Tom goes about filling the glasses![swg]

So, tonight is pizza nite! Okay, I'll take a large Italian sausage and cheese pie with a thin crust. Might as well put a pitcher of Schefer (America's first lager beer. F&M Schaefer Brewing Co, Brooklyn, NY) in front of me, for I've got a thirst this Friday evening![tup] Will the twenty cover the round[?]

I really got a kick out of the Switzerland Nostalgia submission. Back in the 30s at that. I've browsed through some archives that I have and it seems like railroad ads were very common in the 30's and 40s, but tapered to pretty much nothingness afer that. Of course that's pretty much when the American love affair with the automobile took off - the 50s was quite the decade for cars.

Yes, we traveled the California Zephyr on round trips twice, when it was a "real" train as opposed to Amtrak. Also took Amtrak for a third trip, which turned out to be quite a disappointment. Poor service, inattentiveness amongst some of the attendant staff and accommodations leaving lots to be desired. We spent about as much for the Amtrak trip as we did for the two CZ trips "back when." One day I'll have to dig out the photo's and see what it takes to have them converted over to digital. Another one of those "projects" retired guys say they'll take on, but somehow it never happens![swg]

My "editorial" for the day: What IS it with people who post here and make it so apparent that they could care less about the submissions of others? Like we need to "gush" over their posts when ignorance seems to be singing out, loud and clear? Not for me. Reminds me very much of one of the "straws that broke the back" some time ago when I finally gave up on the forums. Can't stand rude.

Thanx for the welcome, Pete - have a Bathams on me![tup] Between you and Nick I'd say we have the "makings" for lots of great Brit and Euro information on rail. Keep it coming as it is always enlightening to learn of the other guys interests and experiences.[tup]

Tom I'm trying to maintain a timeframe for visits to the bar, but as you can tell by my last couple of visits, it ain't working![:O] Best I can do is tell you that I'll try to be your "afternoon guy" - give or take a few hours![:I]

A get together in Reno would be a great idea and I echo the sentiments put forth by a couple of the guys. It wouldn't have to be a "full fledged" annual rendezvous if that somehow would make it more difficult. Just a get together of sorts. The only thing that turns me off, sadly to admit, is traveling aboard Amtrak these days and times. I might just fly out and back, for there's quite a bit to do in that area for anyone interested in railroads. For what it's worth, it's pleasant just thinking about it.

I think it is time for you to add me to the Birthday Bash list - so here it comes: March 31st I'll be 66.[sigh]

Not sure about my presence this weekend as the Mrs. has "plans." That never bodes well for the things that I may want to do![swg] However, given an opportunity, I'll do my best to get in on the Sunday pix posting.

Enjoy the evening one and all! It's been nice to see that some of you have returned to the neighborhood watering hole!

Until the next time!

Lars

[siberianmo]

G’day All!

PASSENGER TRAIN NOSTALGIA #66

Here’s something to enjoy regarding the SWISS FEDERAL RAILROADS from a 1933 advertisement in my personal collection.


A Treasure-House of Scenery Behind the Towering Alps

Switzerland – fairyland of azure lakes, snowy peaks and quaint century-old villages. Every golden hour spent in this fascinating land remains a precious memory throughout a lifetime.

Visit it NOW . . . such an opportunity may never come again. Costs everywhere are sweepingly reduced. Swiss thoughtfulness provides a unique railroad ticket on which you travel as you please – change your route at will – with rates adjusted to suit all tastes.

You will include in your trip the famous St. Gothard route with ZURICH and lovely LUCERNE, cradle of the Swiss Confederation and unique spot for excursions by boat and rail.

LUGANO-LOCARNO, floral paradise of the Swiss Italian lake district and on the Simplon Line distinguished LAUSSANE-OUCHY, international center for education and travel . . . LOETSHBERG LINE on the BERNESE OBERLAND with the quaint old towns of BERNE, capital of Switzerland . . . and THUN-INTERLOCKEN, for that spectacular trip . . . on the JUNGFRAUJOCH.

Write for Packet NG-1 to the Official Agency of the SWISS FEDERAL RAILROADS, 475 Fifth Avenue, New York City.

. . . . . . . . . . SWITZERLAND . . . . . . . . . .


Enjoy!

Tom [4:-)][oX)]

[pwolfe]

Hi Tom and all.

A pint of Bathams and a Sub please[tup].

TOM Looking forward to the films it is a long time since I last saw Oh Mr Porter. Glad the photos got there. Good Yogism and songs[tup].

AL Congratulations on the 50th Streamliner Corner.[tup]. The Trans- Europe Express generated a lot of publicity in Britain when it first came out, quite advanced for Europe in 1957.

CM3 Great song titles[^]. It seems the growth of railroads around the coalfields was very simular on both sides of the pond.InEngland in the mid to late 1700's the network of narrow canals were built to carry the coal often with very tortuous routes.Where I lived it is said that the bargees would hear Newbold Church clock strike 12 times. In the 1840s a lot of money was spent straightening out the canal with embankments, tunnels and viaducts etc., but the railways were soon to take the majority of the coal traffic. Some coal was still carried on my local canal up to the early 1960s. I think making London a smokeless zone was the final straw for coal on the canel. Coal and the railways is a fascinating subject.

MIKE Great post with family connections [tup]. Were there many stations of the same design as the one shown in the photo[?].

NICK The first Harry Potter film steam scenes were on the North Yorkshire Moors Railway, The others have used the West Highland line with Glenfinnan Viaduct I believe.
One good effect of the films is that the regular steam trains that run in the summer months over the line have had very good passenger figures with extra trains being run, I read recently.

See you soon PETE.

[passengerfan]

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

As promised here is the listing of the first 50 PASSENGER FAN AL'S STREAMLINER CORNERS

PASSENGERFAN AL’S STREAMLINER CORNER

Train Forum Page

ROCKY MOUNTAIN ROCKET 166
ARIZONA LIMITED 166
SOUTHERN BELLES 167
1 GULF COAST REBELS 169
2 CHOCTAW ROCKET 169
3 MISS LOU 169
4 ILLINI 169
5 CITY OF LAS VEGAS 170
6 LAND O’CORN 170
7 PROSPECTORS 170
8 TWIN STAR ROCKET 171
9 DIXIE FLAGLER 171
10 CITY OF MIAMI 172
11 SOUTH WIND 172
12 ELECTROLINERS 173
13 STREAMLINER 173
14 SOUTHERNER 174
15 CONGRESSIONAL 175
16 SENATOR 175
17 GOPHER & BADGER 177
18 ADVANCE DENVER ZEPHYRS 178
19 COMMODORE VANDERBILT 179
20 CITY OF MEMPHIS 180
21 20th CENTURY LIMITED 181
22 BROADWAY LIMITED 184
23 EMPIRE STATE EXPRESS 184
24 MAN O’WAR 186
25 OLYMPIAN HIAWATHA 188
26 DENVER ZEPHYRS 1936 190
27 COMET 192
28 COLUMBIAN 1941 193
29 FORTY NINER 194
30 CITY OF PORTLAND 1935 197
31 ROYAL BLUE 1935 197
32 ROGER WILLIAMS 198
33 HI-LEVEL EL CAPITAN 199
34 AuRoRa 200
35 OLD DOMINION 209
36 NEBRASKA ZEPHYR 210
37 KANSAS CITY CHIEF 211
38 WINNIPEG LIMITED 212
39 TWIN ZEPHYRS 215
40 CANADIAN 216
41 SAM HOUSTON ZEPHYR 219
42 (skipped)
43 DOMINION 223
44 OLYMPIAN HIAWATHA (see also PAGE 188) 226
45 GOLDEN STATE 226
46 EMPIRE BUILDER 227
47 VISTA DOME CALIFORNIA ZEPHYR 228
48 NORTH COAST LIMITED 229
49 STARLIGHT 230
50 NORTHLANDER 231


TTFN AL

[siberianmo]

G'day!

Good visit, albeit much too brief, but time well spent.[tup]

Since my offerings of song title's didn't even get honorable mention 'round here, how about these[?]

Cheryl Wheeler
..... Cow Pattern Clothes

Two Nice Girls
..... Spent my last $10 on birth control & beer

Marcia Taylor
..... Why Forgive & Forget When You Can Remember & Blame?

and <drumroll>

Mark Graham
..... Life Is Hard, But Life Is Hardest When You're Dumb

Another day, another Streamliner![swg]

Thanx for the info, quarters and round - CM3[tup] Don't recall Fred Narragansett , doesn't ring a bell. I lived in CT and MA from 1964-1973 and it just doesn't "click." Drank enough of the product to where I feel as if I was part of the "family!"[swg]

Two days in a row! Does this mean you are back with us[?] Thanx, Mike for the insight to your family's railroading heritage.[tup]

Okay Gents, I'm back to the mundane of putting material together for this bar 'n grill.

Later!

Tom[4:-)][oX)]

REMINDER: It is the policy of the Proprietor not to acknowledge those who fail to recognize the efforts of others.

[wanswheel]

Hi Tom and everyone. A swordfish submarine sandwich, is that avail?

Pete, somehow I missed your return last night. Always good to see you.

Doug, I can feel the heat in that tunnel from here.

Here's the text of a brief article from the January 1948 Railroad magazine:

"Retirement. Hale, hearty, healthy and active in his 67th year, Dan MacDonald is beginning to enjoy life as a railway pensioner. Mr. MacDonald lives at ... North Main Street in St. Albans, Vt., where he has long been a prominent figure in civil and social affairs. He has worked for the Canadian Pacific, the Boston & Maine, the Maine Central and the Grand Trunk, but 36 of his 41 years of railway service have been with the Central Vermont. Dan has two brothers, Joe and Marshal, both Central Vermont locomotive engineers.

His last assignment on the Central Vermont was at the throttle of the big Northern type engine which hauls the crack trains Washingtonian and Montrealer, but Dan's 'last run' was made between White River Jct. and St. Albans at the throttle of 603 http://216.94.16.48/railways/index_view.cfm?photoid=1070650366&id=56 hauling the Ambassador. Upon arrival in St. Albans the evening of May 23rd, Dan was greeted by more than 150 railway and community friends, including delegations from the city government, civic and fraternal organizations, railway officials and employees and townspeople.

MacDonald is a native of Grand River, P.E.I., where he was born in July, 1880, the son of a blacksmith and farmer. His first railroad job was with the Canadian Pacific at Brownsville Jct., Me., in November of 1898. He got a job as a fireman on the Maine Central in 1903 running between Portland and Bangor. Four years later he was set up as an engineer. In August, 1908, he went to work for the Grand Trunk running out of Montreal and in January, 1909, he was transferred to the Central Vermont.

"Running an engine is not real work but a pleasure to me," Dan holds, "and I've never been sorry that I became a railroader." "
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Incidentally the brothers MacDonald had two sisters in the convent, my great-Aunt Sadie and great-Aunt Veronica. Plus on my mother's side, great-Aunt Grace was Sister Mary Stanislaus. Yes, they were all great.

Recommended to Ted and Nick: A series of radio programs from 1971
http://bixography.com/bix/BIX.html

[coalminer3]

Good Morning Barkeep and All Present; coffee, please; round for the house and $ for the jukebox. Let's play "I Don't Know Whether to Kill Myself or Go Bowling," and one of Boris's favorites "I Wouldn't Take Her to a Dog Fight, 'Cause I'm Afraid She'd Win." Very cold here this a.m. (11 degrees) but sunny; it's supposed to warm up rapidly today. Gas is $2.39.

Lots of good posts today. Ventian Blinds? Just remember, Tom, "90 percent of the game is half mental."

The Piel Bros.? O.K. How about Fred Narragansett? IIRC, voiceovers for both of these ads series were by Bob and Ray who got their start in Boston. Two of their "sponsors" in later years includend the Eibinder Flypaper Company and the Monongahela Metal Works (Ingots made with the housewife in mind.)

It's gratifying to see many regulars reappearing.

A trip to Reno would be most enjoyable and maybe something to consider. You're also not that far from Virginia City which is quite interesting for the "captains of industry" in the group.

Herewith another installment on mining in WV. This one talks some abt the C&O, B&O and a few more topics. IUf this is a repeat, I apologize in advance.

The C&O was built by Collis P. Huntington as part of a larger planned transcontinental line that was to run from San Francisco, California to Newport News, Virginia. Huntington acquired control of the C&O and set to work running a line west from Clifton Forge, Virginia to the Ohio River. Completion of the C&O's main line in 1873 meant that coal could be shipped east and west from Kanawah valley mines without having to depend on canals. The new railroad benefitted the mines on the south side of the river but those on the north side of the Kanawha still had to ship by water unless they lightered their coal across the river and loaded it onto C&O trains. Construction of the C&O stimulated mining and by 1885 river navigation had also improved as the federal government constructed locks and dams at Paint Creek, Coalburgh and Marmet that allowed slack water navigation. Better transportation and access to western markets accelerated mining investment and development. The mines on the north side of the river got rail access to Ohio and the Great Lakes following completion in 1884 of the Kanawha and Michigan Railroad.

The Fairmont field covered all or parts of six northern West Virginia counties. Coal mined here came from the Pittsburgh seam which was 12 feet thick in places. Mining had existed in the Fairmont field since the early 1830s with the first coal from the area being shipped by steamboat to Pittsburgh, Cincinnati, and New Orleans in 1835. Steamboats came to the city of Fairmont itself in 1850 and area mines opened immediately after that. The Baltimore and Ohio Railroad (B&O) reached Fairmont in 1853 and coal was soon on its way to Baltimore by railroad for transhipment to other coastal points. Sustained development began in 1857 with the completion of the Northwestern Virginia Railroad (later part of the B&O) from Grafton to Clarksburg and on to Parkersburg. The B&O operated throughout the Civil War (despite the best efforts of the Confederates to destroy it) and Fairmont field produced coal helped to fuel the Union war effort.

Mine operators in the Fairmont field after the Civil War faced difficulties similar to those of their counterparts in the Kanawha Valley - lack of outside investment, and poor transportation Completion of the B&O extension from Fairmont to Morgantown in 1866 helped to improve the operator's situation as financiers from New York, Pennsylvania, Maryland, and Ohio saw the potential of the area and invested heavily in coal mining. Smaller coal companies (as in other industries) joined with larger firms. An example of this was the 1901 incorporation of the Fairmont Coal Company which two years later was absorbed by the Consolidation Coal Company. Mining was never the center of life in the Fairmont field as it was in other parts of West Virginia. Many of the towns in the field existed before the mines opened and the area's economy was mainly agricultural. Miners in the Fairmont field came from many nations but most of them were American-born. Italians and African-Americans ranked second and third in numbers after American-born miners.

The Elkins field lay in parts of eight counties. Early mining development in this area was linked with the growth of coal mining in Maryland which had supplied coal to eastern markets since the opening of the Chesapeake and Ohio Canal in 1826. The Elkins field was mostly settled before the mines opened. Agriculture again was the economic base of these counties and mining really did not begin here until the railroads came. Labor in the Elkins field was mostly American-born with Italians ranking second.

work safe

[passengerfan]

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

PASSENGERFAN AL'S STREAMLINER CORNER #50

NORTHLANDER ONR/CN Trains 121/122 Toronto – Timmins daily each direction 10 hours 45 minutes each direction Inaugural run June 9, 1977.
The NORTHLANDERS were certainly not new they had been built originally for the Netherlands State and Swiss State Railways in 1957. Those two Railways had operated the five original Trans Europe Express sets from 1957 to 1971 when one trains was heavily damaged in a wreck and scrapped. The four remaining train sets were retired May 24, 1974 and sold to the ONR October 9, 1976. The first two train sets arrived by ship in Toronto on April 19, 1977.
Consist One
1980 Werkspoor 2-1,000 HP Diesels with 300 HP diesel Auxiliary for Hotel power and Baggage Compartment
1980A 9-Compartment 54-Revenue Seat Coach
1980B 32-Seat Dining 18- Revenue Seat Coach
1980C 42-Revenue Seat Coach Control Cab
Consist Two
1981 Werkspoor 2-1,000 HP Diesels with 300 HP diesel Auxiliary for Hotel Power and Baggage Compartment
1981A 9-Compartment 54-Revenue Seat Coach
1981B 32-Seat Dining 18-Revenue Seat Coach
1981C 42-Revenue Seat Coach Control Cab
Consist Three
1982 Werkspoor 2-1,000 HP Diesels with 300 HP diesel Auxiliary for Hotel Power and Baggage Compartment
1982A 9-Compartment 54-Revenue Seat Coach
1982B 32-Seat Dining 18-Revenue Seat Coach
1982C 42-Revenue Seat Coach Control Cab
Consist Four
1983 Werkspoor 2-1,000 HP Diesels with 300 HP diesel Auxiliary for Hotel Power and Baggage Compartment
1983A 9-Compartment 54-Revenue Seat Coach
1983B 32-Seat Dining 18-Revenue Seat Coach
1983C 42-Revenue Seat Coach Control Cab
Ontario Northland Crews who worked on the foreign diesels thought they were named correctly but misspelled Werkspoor but should have been labeled Workspoor.
In 1980 the Ontario Northland rebuilt four FP7A diesels to replace the original power units of the NORTHLANDER trains. Each was equipped with a Harper-Detroit diesel to provide power to the three car consists.


TTFN AL