"OUR" PLACE - SEE NEW THREAD!

[red p]

Cm3 If you want some diesel lessons, I can teach you. Ive held my certifacation for about 10 years now. Havnt seen the New Haven book, but I do have the Penn Central book by Peter Lynch.
P

[coalminer3]

Good Morning Barkeep and All Assembled; coffee, please; round for the house and $ for the jukebox.

There certainly was a lot of material posted over the weekend.

The streamliner consists are most interesting as well as the car histories. They are all being copied and filed.

I am trying to get started with the how to be a diesel locomotive engineer lessons; interestingly, ICS had courses on freight car construction (I have a couple of books from this course in my collection), boilermaking (I bet the nieghbors loved the homework assignments on that one - NO Boris, not that kind of boliermaker), mining, and lots of other subjects. Their materials often show up at flea markets which is where I got the bokks I have - the quality of the engravings in these volumes is simply amazing.

BTW, I liked the picture of Boris in the smokehood on the old Rathole; I thought his family album had been destoryed in the Great Flood.

The Federal story was most interesting. My dad had business in Washington and rode down on the train that followed the Federal. I remember him saying that seeing a GG1 in the basement at WUT was an interesting (and sobering) way to start the day.

The G was later cut up and loaded into gons that, IIRC, were sent to Wilmington where the locomotive was reassembled and put back into service. They just don't build 'em like that anymore.

The Federal was involved in another monstrous wreck in July, 1955. This one occurred on the New Haven. There is a 30-mph curve near the Jenkins Valves plant in Bridgeport. Train 172, the "Federal" was doing betwen 60 and 75 mph when it derailrd on Jenkins Curve. You can find a color shot of the wreck site in Peter Lynch's book New Haven Railroad. The photo shows cars twisted almost in two, catenary structure knocked askew, and a New Haven EP4 upside down after rolling down the embankment. It took two days to clean up the wreck.

B4 I forget, thanks for the list of coming distractions at the movie palace. "Danger Lights" is worth seeing just for the MILW equipment.

Great Zot! The St. Clair Branch of the NYC? I just happen to have something in the file on that.

Table No. 44 of the NYC Form 1001 (June 7, 1942) lists the following stations.

St. Thomas
St. Clair Jct.
Air Line Crossing
Muncey
Melbourne
Ca. Nat'l Crossing
Appin Rd.
Walkers
Alvinston
Weidman
Glen Rae
Holmesdae
Eddys
Oil Springs
Oil City
Petrolia Jct.
Corey
Petrolia
Brigden
Kamballs
Courtright Jct.
Courtright

The branch handled mixed trains as follows (Maybe Nick can fire up the time machine)

Train 107 (TU, TH, SA): Eddys-Oil City
Train 105 (MO, WE, FR) Eddys-Petrolia
Train 103 (TU, TH, SA) Petrolia Jct-Petrolia
Train 101 (MO, WE, FR) St. Thomas-Courtright) This train departed St. Thomas at 830 am with a 415 pm arrival in Courtright (66.4 miles total)

Train 102 (TU. TH, SA) Courtright-St. Thomas
Train 104 (MO, WE, FR) Oil City - Eddys
Train 106 (TU, TH, SA) Petrolia-Eddys
Train 108 (MO, WE, FR) Petrolia-Petrolia Jct.

BTW, the Steelers faithful are quite pleased this a.m. as are WVU basketball fans.

Finally, thanks for thoughts re miners.

As always - work safe

[Anonymous]

Good morning to all and hope the new week is good to you. Tom, just have enough time for a quick cuppa Joe before assaulting new climes. Getting started is much akin to a Chinese frie-drill.[V] So many superb postings, so little time; it gauls me that I'm unable to show my appreciation for each and every one. However, it just "shows-to-go-you" that "Our" Place is "top shelf" in anyone's language.[tup] CM3, I couldn't let the tragic news go by without forwarding my sincere condolences for those miners lost in WVA. They truly are "unsung heroes" until something devastating happens. On a positive tack, welcome back Pete, you were surely missed hereabouts. I know everyone is anxiously awaiting a "show and tell" synopsis of your journey to the original "Motherland." We thank you for "keeping in touch" whilst doing your "whirlwind" trek. I wish I could "settle in" for our usual tet-a-tet. Alas, I must in Tampa most of this day scratching to find the thrust of future strategies. With that wholly inadequate apology, I must grudginly take my leave until the next opportunity. OH, Sunday's Photo Posting was sensational and my gratitude goes out to Tom for everything he puts into it with typical zeal and passion.[tup] Okay Boris, this one is on me...SPLASH I knew he would miss me.[alien] Happy rails to all.

[red p]

Tom Just a black coffee for now, give me a few few minutes to get settled. Just go in a little while ago, By the way tell Lars when you see him that I really enjoyed the pictures
Al
I geuss im just amazed that there is actually someone in Cal. that knows what hockey is!
Barndad I loved the piece on the Russian invasion

Nick very few railroaders can understand what its like to have a wreck, but I can I was involved in a collision about 2 years ago.

and now for the rest of our story...
Thus far the train crew had been waging a lone battle to save the train and passengers. To make matters worse, the mile from C tower to K tower descends at a grade of 0.73 percent. Engineer Brower felt he had operating brakes on the engine and maybe the head car. The rest of the heavy train seemed to be pushing them to destruction. He attempted to reverse the motors,but the overload relays blew and his last hope was gone.

As # 173 rolled down the home stretch, however, Train Director Harry Ball in C tower made a split -second decision. The Federals route had been set up along main track # 41, then through a facing point crossover to track 40, which becomes station track 16. The stub of track 16 is in exactly the center of the stations concourse. A worse possible target for a runaway could hardly be imagined!

Ball knew that there was no way to line up a new route to shunt the juggernaut into a siding. once the interlocking is set, it takes several minutes to change the switches and signals. Ball had only seconds to act. He grabbed the phone. K tower was just beyond the crossover . If the train hit the crossover too hard, it might jump track and plow into the tower

John Feenney, train director at K, answered the phone. He heard Ball shout ," 173s out of control! Shes running away! " If anything more wa said it was lost in the frantic bleating of the onrushing engines horn. The train lurched drunkenly on the crossover, but did not leave the rails. Onward it rushed, sparks flying from the engines wheels.

Seconds were precious. Feeney snatched the phone to the stationmasters office. although it was slowing, the racing monster ha only 1500 feet to go! When Clerk R. A. Klopp answered, the usually calm Feeney wasted no words; " Theres a runaway coming at you on track 16-get the hell out of there! "

Klopp didnt wait to look. He knew the train was aimed right at where he and the others in the office were sitting. " I yelled at the others in the office. I ran into the telegraph room next door and shouted at them to get out. I ran out the door and saw the train bearing down just a few car lengths away, and I yelled at the people standing at the gate.

The careening engine smashed into the stationmasters office, compleatly demolished the newsstand, and just when it seemed certain that it would plow right into the waiting room, the floor of the concourse suddenly gave way. like a dying animal, the heavy engine sank into the basement baggage room, dragging two cars with it. From the jumbled confusion of the hole great clouds of dust and steam billowed. There was a moment of strange stunned silence.

Klopp, meanwhile, was running to the phone booth. Before the terminals cheif operator could learn what caused the earthquake-like shock she had felt, Klopp was urging her to send fire and rescue squads. Moments later, While others still gazed dazedly at the wreck, Klopp was in the station drug store carrying out a plea from nurses and doctors to get all the morphine he could.

The nimble wits, resourcefulness and devotion to duty of a handful of railroaders, plus a large measure of luck, prevented a major tragedy and loss of life that morning... By a miracle no one was in the baggage room directly under the engine. The total injured totaled 87,one being the fireman. Property damage was estimated at nearly a million dollors.

Clocks in the stationmasters office stopped at 8:38 a.m.,setting the time of the accident. The Federal, therefore, had arrived only 18 minutes late!

For the Washington Terminal Company, the short-line railroad operating Union station, the accident could not have come at a worse time. Swarms of visitors were pouring into the city for Gen. Dwight D. Eisenhowers inauguration five days later. But by sundown more than 600 men, including expert wreckers end engineers, were hard at work cleaning up the mess.

The plunging locomotive severed some of the stations power lines, so as darkness the job proceeded in the eerie glow of portable floodlights punctuated by the glare of acetylene torches and sparks from portable saws. It was a strange, unearthly sight to those arriving in a holiday mood for the weeks festivities. When they learned that Washington had also had an explosion in a battery-service plant and a collision between two ambulances the same day, one of the visitors asked if the was " the departing Democrats " scorched earth policy.

Most of the train could be hauled back to the yard, but the two coaches that followed the engine into the hole had to be coaxed out inch by inch with cables strung from giant cranes. It was an all night job.

By 7 a.m. the next morning , however, all rolling stock except the locomotive had been removed from the scene of the accident. Like a housewife confronted with an unexpected emergency with company coming, Wreckmaster J.F. Swafford decided to sweep the engine under the rug. His crews lowered the locomotive fully into the basement and built a temporary plank floor right over it. A newsstand apperared as if by magic on the flooring. A wooden grille painted to match the steel train fence and gates went up at the same time.

Within 72 hours you could not tell that an accident even occured. I geuss no one could come up with a baggage claim check for the engine.
The End.
P

[passengerfan]

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

Glad to see the Seahawks finally go to a Super Bowl. Thought they playyed an excellent game.

Tom as to a complete index of all of the Passengerfan Al streamliner corners I thought I would wait until I reach number fifty.

PASSENGER FAN AL'S STREAMLINER CORNER #46

EMPIRE BUILDER CB&Q – GN – SP&S Trains 1-2 later 31-32 February 23, 1947 Chicago – Seattle/Portland daily each direction 2,211 miles 45 hours

Unlike the daily CITY OF PORTLAND consists where cars had been hastily assembled from everywhere to make up the new daily train service, the Great Northern had waited for all new power and cars before launching the new streamlined EMPIRE BUILDER trains on February 23, 1947. These were the first complete postwar long distance full service trains to be completed following WW II. The new EMPIRE BUILDERS were striking to say the least in the Pullman Green, Omaha Orange paint scheme with Dulux Gold separation stripes and lettering. The new EMPIRE BUILDER colors as they would be called were first introduced during the war with the delivery of the EMD FT diesel freight power. The Great Northern Railways new twelve car streamlined EMPIRE BUILDERS were initially assigned a pair of EMD E7A 2,000 hp Diesel Passenger units with a combined horsepower of 4,000 operated back to back so turning at Seattle or St. Paul was unnecessary. Between St. Paul and Chicago the Burlington assigned their E units for power. The new EMPIRE BUILDER was scheduled for 45 hours between Chicago and Seattle or Portland. The SP&S forwarded the EMPIRE BUILDER cars destined to and from Portland beyond Spokane. The EMPIRE BUILDER was the first train in America to introduce the new leg rest seats to coach passengers a postwar innovation in long distance coach travel. Unlike the CITY OF PORTLAND the new EMPIRE BUILDER train sets provided both Coach and Sleeping Car passengers with their own dining and lounge facilities. One of the new EMPIRE BUILDER 48 revenue seat Leg Rest Coaches and one of the PASS series 4 Section 8 Duplex Roomette 4 Double Bedroom Sleeping cars were through cars between Chicago and Portland, all other cars operated between Chicago and Seattle. The following is the inaugural five EMPIRE BUILDER trains. One train set less power was owned by the CB&Q who operated the train between Chicago and St. Paul in both directions using their own EMD E units for power.

CONSIST ONE departing Chicago for Seattle

Power Chicago – St. Paul (CB&Q)

9923-A EMD E7A 2,000 HP Diesel, Passenger Cab Unit

9923-B EMD E7A 2,000 HP Diesel Passenger Cab Unit

Power St. Paul – Seattle (GN)

500A EMD E7A 2,000 HP Diesel Passenger Cab Unit

500B EMD E7A 2,000 HP Diesel Passenger Cab Unit

1103 Baggage 30’Railway Post Office Car

1114 CB&Q 60-revenue Seat Coach

1124 48-Revenue Seat Coach

1120 48-revenue Seat Coach

1126 48-Revenue Seat Coach (Chicago – Portland via SP&S to and from Spokane)

1143 COEUR D’ALENE LAKE 10-Seat Lounge 10-Seat Lunch Counter 19-Crew Dormitory Car

1154 LAKE MICHIGAN CB&Q 36-Seat Dining Car

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

1179 SIYEH GLACIER CB&Q 16-Duplex Roomette 4 Double Bedroom Sleeping Car

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

1168 RED GAP PASS CB&Q 4-Sections 8-Duplex Roomette 4-Double Bedroom Sleeping Car (Chicago – Portland via SP&S to and from Spokane)

1193 KOOTENAI RIVER 2-Double Bedroom 1-Drawing Room Buffet 27-Seat Lounge Observation

CONSIST TWO

501A EMD E7A 2,000 HP Diesel Passenger Cab Unit

501B EMD E7A 2,000 HP Diesel Passenger Cab Unit

1100 Baggage 30’ Railway Post office Car

1112 60-Revenue Seat Coach

1121 48-Revenue Seat Coach

1123 48-revenue Seat Coach

1132 CB&Q 48-Revenue Seat Coach (Chicago – Portland via SP&S to and from Spokane)

1141 ST. MARY LAKE 10-Seat Lounge 10-Seat Lunch Counter 19-Crew Dormitory Car

1150 LAKE SUPERIOR 36-Seat Dining Car

1167 CUT BANK PASS CB&Q 16-Duplex Roomette 4-Double Bedroom Sleeping Car

1173 HANGING GLACIER 4-Section 8-Duplex Roomette 4-Double Bedroom Sleeping Car

1178 SPERRY GLACIER CB&Q 4-Section 8-Duplex Roomette 4-Double Bedroom Sleeping Car (Chicago – Portland)

1165 TRIPLE DIVIDE PASS 16-Duplex Roomette 4-Double Bedroom Sleeping Car

1191 MISSOURI RIVER 2-Double Bedroom 1-Drawing Room Buffet 27-Seat Lounge Observation

CONSIST THREE

502A EMD E7A 2,000 HP Diesel Passenger Cab Unit

502B EMD E7A 2,000 HP Diesel Passenger Cab Unit

1102 Baggage 30’ Railway Post Office Car

1110 60-Revenue Seat Coach

1127 48-revenue Seat Coach

1125 48-Revenue Seat Coach

1122 48-Revenue Seat Coach (Chicago – Portland via SP&S to and from Spokane)

1144 RED EAGLE LAKE CB&Q 10-Seat Lounge 10-Seat Lunch Counter 19-Crew Dormitory Car

1153 LAKE JOSEPHINE 36-Seat Dining Car

1161 PTARMIGAN PASS 16-Duplex Roomette 4-Double Bedroom Sleeping Car

1174 MANY GLACIER 4-Section 8-Duplex Roomette 4-Double Bedroom Sleeping Car

1176 SEXTON GLACIER 4-Section 8-Duplex Roomette 4-Double Bedroom Sleeping Car

1163 PIEGAN GLACIER 16-Duplex Roomette 4-Double Bedroom Sleeping Car (Chicago – Portland via SP&S to and from Spokane)

1194 MARIAS RIVER CB&Q 2-Double Bedroom 1-Drawing Room Buffet 27-Seat Lounge Observation

CONSIST FOUR

503A EMD E7A 2,000 HP Diesel Passenger Cab Unit

503B EMD E7A 2,000 HP Diesel Passenger Cab Unit

1104 CB&Q Baggage Car

1111 60-Revenue Seat Coach

1130 48-revenue Seat Coach

1128 48-Revenue Seat Coach

1133 CB&Q 48-Revenue Seat Coach (Chicago – Portland via SP&S to and from Spokane)

1142 TWO MEDICINE LAKE 10-Seat Lounge 10-Seat Lunch Counter 19-Crew Dormitory Car

1151 LAKE McDONALD 36-Seat Dining Car

1164 LOGAN PASS 16-Duplex Roomette 4-Double Bedroom Sleeping Car

1177 HARRISON GLACIER 4-Section 8-Duplex Roomette 4-Double Bedroom Sleeping Car

1175 OBERLIN GLACIER 4-Section 8-Duplex Roomette 4-Double Bedroom Sleeping Car

1162 DAWSON PASS 16-Duplex Roomette 4-Double Bedroom Sleeping Car (Chicago – Portland via SP&S to and from Spokane)

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

CONSIST FIVE

504A EMD E7A 2,000 HP Diesel Passenger Cab Unit

504B EMD E7A 2,000 HP Diesel Passenger Cab Unit

1101 Baggage 30’ Railway Post Office Car

1113 60-Revenue Seat Coach

1131 48-Revenue Seat Coach

1134 CB&Q 48-Revenue Seat Coach

1129 48-Revenue Seat Coach (Chicago – Portland via SP&S to and from Spokane)

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

1152 LAKE CHELAN 36-Seat Dining Car

1166 LINCOLN PASS 16-Duplex Roomette 4-Double Bedroom Sleeping Car

1172 GRINELL GLACIER 4-Section 8-Duplex Roomette 4-Double Bedroom Sleeping Car

1170 BLACKFOOT GLACIER 4-Section 8-Duplex Roomette 4-Double Bedroom Sleeping Car

1160 GUNSIGHT PASS 16-Duplex Roomette 4-Double Bedroom Sleeping Car (Chicago – Portland via SP&S to and from Spokane)

1192 FLATHEAD RIVER 2-Double Bedroom 1-Drawing Room Buffet 27-Seat Lounge Observation


In the above consist car 1122 and 1165 TRIPLE DIVIDE PASS operated Chicago-Portland to and from Spokane in SP&S trains 1-2

All other cars in the above consist operated Chicago – Seattle

On June 3, 1951 the Great Northern inaugurated all new EMPIRE BUILDERS between Chicago and Seattle with cars built by American Car & Foundry and Pullman Standard. The following is an example consist

CONSIST ONE Departing Chicago

9938A EMD E8A 2,250 HP Diesel Passenger Cab Unit

9941B EMD E8A 2,250 HP Diesel Passenger Cab Unit

Consist One Departing St. Paul

352A EMD F3A 1,500 HP Diesel Passenger Cab Unit

352B EMD F3B 1,500 HP Diesel Passenger Booster Unit

352C EMD F3A 1,500 HP Diesel Passenger Cab Unit

37 Baggage 60’Railway Post Office Car

1203 Baggage 21-Crew Dormitory Car

1213 60-Revenue Seat Coach

1223 48-Revenue Seat Coach

1230 48-Revenue Seat Coach

1225 48-Revenue Seat Coach (Chicago – Portland via SP&S to and from Spokane)

1245 WHITEFISH LAKE G-N Ranch 14-Seat Lunch Counter 12-Seat Dinette 18-Seat Lounge Car

1252 LAKE ELLEN WILSON 36-Seat Dining Car

1260 SKYKOMISH RIVER 4-Section 1 Compartment 7-Duplex Roomette 3-Double Bedroom Sleeping Car (Chicago – Portland via SP&S to and from Spokane)

1371 PITAMAKIN PASS 6-Roomette 5-Double Bedroom 2-Compartment Sleeping Car (Chicago – Portland via SP&S to and from Spokane)

1261 SUN RIVER 4-Section 1 Compartment 7-Duplex Roomette 3-Double Bedroom Sleeping Car

1266 SHEYENNE RIVER 4-Section 1 Compartment 7-Duplex Roomette 3-Double Bedroom Sleeping Car

1379 BIG HORN PASS 6-Roomettes 5-Double Bedrooms 2-Compartment Sleeping Car

701 WAPINITIA PASS SP&S 6-Roomettes 5-Double Bedroom 2-Compartment Sleeping Car

129O APPEKUNNY MOUNTAIN 3-Crew Roomette Bar 18-Seat Club Lounge 18-Seat Lounge Observation

CONSIST TWO

364A EMD F7A 1,500 HP Diesel Passenger Cab Unit

364B EMD F7B 1,500 HP Diesel Passenger Booster Unit

364C EMD F7A 1,500 HP Diesel Passenger Cab Unit

42 Baggage 60’Railway Post Office Car

1204 Baggage 21-Crew Dormitory

1214 60-Revenue Seat Coach

1224 48-Revenue Seat Coach

1220 48-Revenue Seat Coach

1216 48-Revenue Seat Coach Chicago – Portland via SP&S to and from Spokane)

1240 CROSSLEY LAKE G-N Ranch 14-Seat Lunch Counter 12-Seat Dinette 18-Seat –Lounge Car

1251 LAKE WENATCHEE 36-Seat Dining Car

1262 SNOHOMISH RIVER 4-Section 1-Compartment 4-Duplex Roomette 3-Double Bedroom Sleeping Car (Chicago – Portland via SP&S to and from Spokane)

1378 FIRE BRAND PASS 6-Roomette 5-Double Bedroom 2-Compartment Sleeping Car (Chicago – Portland via SP&S to and from Spokane)

1265 CHUMSTICK RIVER 4-Section 1-Compartment 7-Duplex Roomette 3-Double Bedroom Sleeping Car

1271 FRASER RIVER 4-Section 1-Compartment 7-Duplex Roomette 3-Double Bedroom Sleeping Car

1370 ROGERS PASS 6-Roomette 5-Double Bedroom 2-Compartment Sleeping Car

1374 PARK CREEK PASS 6-Roomette 5-Double Bedroom 2-Compartment Sleeping Car

1292 GOING-TO-THE-SUN MOUNTAIN 3-Crew Roomettes Bar 18-Seat Club Lounge 18-Seat Lounge Observation


CONSIST THREE

365A EMD F7A 1,500 HP Diesel Passenger Cab Unit

365B EMD F7B 1,500 HP Diesel Passenger Booster Unit

365C EMD F7A 1,500 HP Diesel Passenger Cab Unit

41 Baggage 60’ Railway Post Office Car

1202 Baggage 21-Crew Dormitory Car

1212 60-Revenue Seat Coach

1215 48-Revenue Seat Coach

1228 48-Revenue Seat Coach

1218 48-Revenue Seat Coach (Chicago – Portland via SP&S to and from Spokane)

1241 RUNNING CRANE LAKE G-N Ranch 14-Seat Lunch Counter 12-Seat Dinette 18-Seat Lounge Car

1253 LAKE UNION 36-Seat Dining Car

1272 SPOKANE RIVER 4-Section 1-Compartment 7-Duplex Roomette 3-Double Bedroom Sleeping Car (Chicago – Portland via SP&S to and from Spokane)

1380 SUIATTLE PASS 6-Roomette 5-Double Bedroom 2-Compartment Sleeping Car (Chicago – Portland via SP&S to and from Spokane)

1274 BOIS DE SIOUX RIVER 4-Section 1-Compartment 7-Duplex Roomette 3-Double Bedroom Sleeping Car

1263 MILK RIVER 4-Section 1-Compartment 7-Duplex Roomette 3-Double Bedroom Sleeping Car

1383 INUYA PASS 6-Roomette 5-Double Bedroom 2-Compartment Sleeping Car

1375 JEFFERSON PASS 6-Roomette 5-Double Bedroom 2-Compartment Sleeping Car

1293 CATHEDRAL MOUNTAIN 3-Crew Roomettes Bar 18-Seat Club Lounge 18-Seat Lounge Observation


CONSIST FOUR

366A EMD F3A 1,500 HP Diesel Passenger Cab Unit

366B EMD F3B 1,500 HP Diesel Passenger Booster Unit

366C EMD F3A 1,500 HP Diesel Passenger Cab Unit

38 Baggage 60’Railway Post Office Car

1201 Baggage 21-Crew Dormitory Car

1211 60-Revenue Seat Coach

1217 48-Revenue Seat Coach

1222 48-Revenue Seat Coach

1221 48-Revenue Seat Coach (Chicago – Portland via SP&S to and from Spokane)

1244 WHITE PINE LAKE G-N Ranch 14-Seat Lunch Counter 12-Seat Dinette 18-Seat Lounge Car

1250 LAKE OF THE ISLES 36-Seat Dining Car

1273 PEND OREILLE RIVER 4-Section 1-Compartment 4-Duplex Roomette 3-Double Bedroom Sleeping Car (Chicago – Portland via SP&S to and from Spokane)

1384 LEWIS & CLARK PASS 6-Roomette 5-Double Bedroom 2-Compartment Sleeping Car (Chicago – Portland via SP&S to and from Spokane)

1268 MOUSE RIVER 4-Section 1-Compartment 4-Duplex Roomette 3-Double Bedroom Sleeping Car

1269 POPLAR RIVER 4-Section 1-Compartment 7-Duplex Roomette 3-Double Bedroom Sleeping Car

1376 HART PASS 6-Roomette 5-Double Bedroom 2-Compartment Sleeping Car

1373 SANTIAM PASS 6-Roomette 5-Double Bedroom 2-Compartment Sleeping Car

1291 ST. NICHOLAS MOUNTAIN 3-Crew Roomette Bar 18-Seat Club Lounge 18-Seat Lounge Observation

CONSIST FIVE

367A EMD F3A 1,500 HP Diesel Passenger Cab Unit

367B EMD F3B 1,500 HP Diesel Passenger Booster Unit

367C EMD F7A 1,500 HP Diesel Passenger Booster Unit

39 Baggage 60’Railway Post Office Car

1205 Baggage 21-Crew Dormitory Car

1210 60-Revenue Seat Coach

1219 48-Revenue Seat Coach

1229 48-Revenue Seat Coach

1227 48-Revenue Seat Coach (Chicago – Portland via SP&S to and from Spokane)

1243 ICEBERG LAKE G-N Ranch 14-Seat Lunch Counter 12-Seat Dinette 18-Seat Lounge Car

1254 LAKE MINNETONKA 36-Seat Dining Car

1267 SKAGIT RIVER 4-Section 1-Compartment 7-Duplex Roomette 3-Double Bedroom Sleeping Car (Chicago – Portland via SP&S to and from Spokane)

1381 HAINES PASS 6-Roomette 5-Double Bedroom 2-Compartment Sleeping Car (Chicago – Portland via SP&S to and from Spokane)

1264 BAD AXE RIVER 4-Section 1-Compartment 7-Duplex Roomette 3-Double Bedroom Sleeping Car

702 SNAKE RIVER SP&S 4-Section 1-Compartment 7-Duplex Roomette 3-Double Bedroom Sleeping Car

1372 AKAMINA PASS 6-Roomette 5-Double Bedroom 2-Compartment Sleeping Car

1382 BLEWETT PASS 6-Roomette 5-Double Bedroom 2-Compartment Sleeping Car

1295 LITTLE CHIEF MOUNTAIN 3-Crew Roomettes Bar 18-Seat Club Lounge 18-Seat Lounge Observation

The EMPIRE BUILDER operated between Seattle and Skykomish behind Diesel power. From Skykomi***o Wenatchee the trains operated behind electric motors. From Wenatchee to and from Chicago was behind diesel power. The electrified district through the Cascade Tunnel ended in 1956 when a new ventilation system opened in the tunnel and the diesels operated as through power for the journey. Great Northern diesels operated between St. Paul and Seattle and Burlington diesels were the power between Chicago and St. Paul.

Beginning May 29, 1955 new Budd 46-seat leg rest seat Coaches with 24 seats in the dome replaced the 48-seat Coaches in consists of the EMPIRE BUILDER. One dome coach operated Chicago – Portland the other two operated Chicago – Seattle. Beginning in October 1955 full length dome lounge cars were added to each EMPIRE BUILDER consist this gave the EMPIRE BUILDER the most seats under glass of any train in North America until Auto-Train.

The following is typical summer consist of the EMPIRE BUILDER in 1956.

361A EMD F3A 1,500 HP Diesel Passenger Cab Unit

370A EMD F7A 1,500 HP Diesel Passenger Cab Unit

370B EMD F7B 1,500 HP Diesel Passenger Booster Unit

370C EMD F7A 1,500 HP Diesel Passenger Cab Unit

42 60’Railway Post Office Baggage Car

275 Storage Mail Car

1202 Baggage 21-Crew Dormitory Car

1212 60-Revenue Seat Coach

1322 24-Seat Big Dome 46-Revenue Seat Leg-Rest Coach

1324 24-Seat Big Dome 46-Revenue Seat Leg-Rest Coach

1326 24-Seat Big Dome 46-Revenue Seat Leg-Rest Coach

1244 WHITE PINES LAKE G-N Ranch 14-Seat Lunch Counter 12-Seat Dinette 18-Seat Lounge Car

1271 FRASER RIVER 4-Section 7-Duplex Roomette 3-Double Bedroom 1-Compartment Sleeping Car

1377 STATE PASS 6-Roomettes 5-Double Bedroom 2-Compartment Sleeping Car

1261 SUN RIVER 4-Section 7-Duplex Roomette 3-Double Bedroom 1-Compartment Sleeping Car

1251 LAKE WENATCHEE 36-Seat Dining Car

1392 MOUNTAIN VIEW Great Dome 57-View Seats 18-Seat Lounge Upper Level Bar 34-Seat Lounge Lower Level

1269 POPLAR RIVER 4-Section 7-Duplex Roomette 3-Double Bedroom 1-Compartment Sleeping Car

1374 PARK CREEK PASS 6-Roomette 5-Double Bedroom 2-Compartment Sleeping Car

1197 GRAND COULEE 6-Roomette 4-Double Bedroom 1-Compartment 10-Seat Lounge Observation


The EMPIRE BUILDER operates today under Amtrak using SUPERLINER cars following much the same route between St. Paul and Seattle.

TTFN Al

[siberianmo]

MONDAY’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 – Monday, five days to excel for the boss![swg]

Special THANX this day to barndad Doug – LoveDomes Lars – Trainnut484 Russell - Theodorebear Ted and nickinwestwales Nick for their contributions to our Sunday Photo Posting Day![tup][tup][tup]

Okay guys, fill up the coffee cup and check out the menu board for our <traditional> and <light> breakfasts. Also, don’t neglect The Mentor Village Bakery pastry case![swg]


Daily Wisdom

How can I find it if it’s lost?. (Yogi-ism)


Info for the Day:

pwolfe Pete is home again! Picked ‘em up at the airport last night and all went well in Merry Olde! Expect we’ll be getting a “report” and some pix pretty soon …..[tup]


RR Book Relay – First mailing today![tup]


SUMMARY

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

(1) barndad Doug Posted: 22 Jan 2006, 05:13:20 (227) 5 Pix!

(2) siberianmo Tom Posted: 22 Jan 2006, 07:49:31 (227) Sunday’s Info & Summary

(3) siberianmo Tom Posted: 22 Jan 2006, 08:49:03 (227) Dome Poster!

(4) LoveDomes Lars Posted: 22 Jan 2006, 09:25:10 (227) 4 Pix!

(5) siberianmo Tom Posted: 22 Jan 2006, 11:47:04 (227) 4 Pix from Nick!

(6) LoveDomes Lars Posted: 22 Jan 2006, 12:25:56 (227) 4 Pix!

(7) siberianmo Tom Posted: 22 Jan 2006, 13:45:44 (227) 4 Pix from Ted!

(8) siberianmo Tom Posted: 22 Jan 2006, 15:47:08 (227) GE Train of Tomorrow!

(9) Trainnut484 Russell Posted: 22 Jan 2006, 17:43:58 (227) 3 Pix!

(10) nickinwestwales Nick Posted: 22 Jan 2006, 17:54:09 (227) Pix desciiptions!

(11) Trainnut484 Russell Posted: 22 Jan 2006, 20:46:09 (227) 2 Pix!

(12) barndad Doug Posted: 22 Jan 2006, 20:50:41 (227) 6 Pix!


NOW SHOWING at The Mentor Village Emporium Theatre:

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


That’s it! [tup][;)]

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

[nickinwestwales]

Well good morning one & all,here we are back at the top of another week.
Weather here is fairly typical-damp and with patches of near-freezing fog-just the day to be out digging post holes in the garden,therefore,by way of `displacement activity`time for some catch ups:-
[4:-)]TOM-appreciate your thoughts on Can-Am motive power-always thought Athearn had a better `rep` than that,everything else seems to tie in with my own experiences,although Rivarossi product is beyond my budget.
That train of the future set up sounds remarkably like the passenger consist on the `S` capades-a classic top-of-the-range `starter set`
RED P-That story is truly edge of the seat stuff-had me pushing my foot on an imaginary brake pedal whilst reading-As a man who earns his crust in that same manner,you must find it real `cold sweat` scary,bad enough to have a freight running loose but a passenger-the stuff of nightmares .......
CM3-The good old L.N.E.R is now G.N.E.R and whilst they have some pretty spiffy stock,permanent way standards no longer allow them to stretch their legs as of yore-in fact London-Edinburgh timings are probably no better than when Gresley`s pacifics were roaring up the east coast back in the `30`s--P.S-the song you mentioned sounds like a local variant of that old fireside favourite "There`s no lights on the christmas tree mother,they`re burning big Louis tonight" [swg]
LARS-Nice stuff on the S.I.R.T-all new to me,thus fulfilling a prime function of this place-sharing info [tup]-nice pix also,although those Amtrak stripes don`t look well on those classic old cars ( at least to my eyes)
ROB-Good work on the S.W.Ont. lines-a tangled net which I`ve stuggled to make sense of-I have a copy of Ron Browns "The Last Stop" which makes fascinating reading,will have to get hold of "Ghost Railways"--Havn`t seen you this w/end-sis tells me weather is closing in big time-hope all is well ?
DOUG-Fine work on the `smoke eaters`-looks similar to some early work on the Metropolitan Rly ( Londons first underground line )-thinking outside the box,the crews descriptions of working those bores sound horrifying-on a lighter note the `face mask` solution makes the engineer look like Hannibal Lecter.....
That B+M railcar looks like a brute-a classic example of function over form !!
Note-the G.W.R camping coaches had the chocolate-brown lower panels repainted in apple green if memory serves-the example shown looks to be a Dean designed vehicle from the tail end of the 1800`s,either an all 3rd or a tri-comp at a guess.-P.S nice work on the pix also [tup]
AL-What can I say-You look to have produced THE definitive guide to an American classic,any publisher that fails to pick up on this is in the wrong business I.M.H.O,excellent work-a true labour of love [^]
TED-The layout is shaping up well indeed-can`t wait for the weather to improve enough for me to get back up to the train shed and get stuck in...
DAVE-Welcome back-sounds like you are due some quality time and soon-too many hours will spoil a job like nothing else can-as a [C=:-)] I speak from experience here [swg]
RUSS-a fine spread of pix and every one a classic-nice work [tup]
O.K-I think thats me just about up to date,looks like the fog has lifted so duty calls-see you all later,have a good one ! nick [C=:-)]

[Anonymous]

Here are some more pix from the IRM. Most are mine!

Believed to be the last surviving Borden “butter dish” milk tank car, BFIX 520 actually delivered white glue.


Illinois Central 201, an 1880 Rogers Locomotive Works 2-4-4. It is believed that Casey Jones may have run the 201 during the 1893 World’s Fair in Chicago.


Union Pacific’s gas turbine locomotives were called “Big Blows” because of their jet-like exhaust at almost any operating speed. The front unit of the three-unit locomotive contained a diesel engine for switching, and the turbine itself was in the second unit. The third unit was the fuel tender. The turbines were retired as more powerful diesels were developed.


Delaware, Lackawanna & Western 3001, built by Ingersoll-Rand in 1926, became the oldest diesel in the IRM collection. It was the ninth diesel locomotive ever built.


Here is the same locomotive as it is today, awaiting restoration in the diesel barn


A trio of Milwaukee Road locomotives. Diesels 760, a Fairbanks Morse H10-44, and 118-C, a 1951 Electro-Motive F7a; and a Class S-3 Northern type (4-8-4).

[Trainnut484]

Good evening Tom and those who call "Our" place home away from home. I'm just dropping this gently thru the mail slot as we're closed today.

With about 5 minutes left in the game, and Seattle leading 34-14, I'm making a safe bet that the Seahawks are going to Detroit to face the Steelers. If Carolina makes a comeback, it doesn't really matter since I'm cheering for the Steelers to win the BIG GAME.

More Encore pics for Sunday Photo Posting Day:

Midland Ry ex-RI E6 630 with ex-RI E8 652


Midland Ry ex-MKT RS3M


That's it for today. Enjoy! Go Steelers!

Russell

[nickinwestwales]

Hi guys,heres some detail on this weeks pix-
The jump off point is the Royal Navy armaments depot at Trecwn,nr Fishguard and its rolling stock.
Since closure of the depot,much of the stock has found it`s way to other lines,here is some of it:-
first 2 pix show 3 box vans,2 on the Welsh Highland rly at Portmadoc the 3rd at Newcastle Emlyn on the Teifi Valley rly
Note the doors in the roof for lowering in the mines,also the T.V.R van appears to have had it`s side doors replaced.
next 2 pix show (left) a pair of crew vans with some Hudson bogie opens nestling in the gorse ( note loco chimney,rt foreground) and right another pair of box vans paired with single-bulkhead flats. In the foreground is what looks like the chassis of an end tipper (N.B- an almost opposite view can be seen at pic 28 of my album)
Next along we have some more W.H.R stock-although not from Trecwn as far as I am aware-a pair of ex-M.O.D Hudson bogie opens flanking a slate wagon,probably the oldest vehicle there-this shot is included to continue the military vehicle theme.
Next,a real mixed bag-top left we have `Welsh Pony`,A George England tender-tank from the mid 1860`s,cosmetically restored and displayed outside Portmadoc Harbour stn,Festiniog rly-she and her sisters would have worked on the W.H.R during the Festiniog`s lease of the line in the `30`s ( pic of sister engine `Palmerston` in steam at a Teifi Vally rly gala is also in my album )
below this is another batch of vans & Hudson bogies.
On the right are a pair of shots which are somewhat of a mystery.
Self & Missisnick were on a day out to a nearby country park,just outside Llanelli ( a former munitions plant site which has been deemed too polluted for building houses on but eminently suitable for little kiddies to use for picnicking etc-go figure.....) when we came across `Kate` towing a couple of passenger cars around an oval of track not much bigger than [4:-)]TOMS `Polar Express` line-the whole site is criss-crossed with tracks,both std & narrow gauge which look to be left over from its former usage,all are inset into concrete and show a fair amount of wear-including a std gauge dble slip intersected by 2 diverging n/g tracks-try building that....!
Could find nothing of `Kate`s` origins but she is included here partly for the military link and partly for her unusual design and gloriously cheerful paintwork [^]
O.K-thats me for the night-PETE-welcome home buddy-hope you and Laura had a good trip,speak soon folks,nick [C=:-)]--note for[4:-)]TOM found the edit function,can`t fix stupid I guess[swg]

[Trainnut484]

Good afternoon/evening Tom and all accounted for. I know we're closed today, so I'll just drop these choices for Sunday Photo Day and go.

First, congrats to the AFC champions the Steelers. They're SUPERBOWL bound. Bettis finally gets to go home. Now, the Panthers and Seahawks NFC championship game is starting so I gotta post this quick.

Okay now for the pics, Encore pics that is.

Milwaukee Rd E2 at St. Louis Transportation Museum


Milwaukee Rd 261 here at Union Station to kick off the KC Rails Expo


Another shot of Milwaukee Rd 261, along with KCS Southern Belle, and a UP container train in what I call "transitions from yesterday to today."


That's it for now. Enjoy! Gotta watch the kickoff.

Russell

[siberianmo]

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


GE Train of Tomorrow (from: public domain):


GE Train of Tomorrow (model) (from public domain):

QUOTE: The central idea for this train originated with General Motors in 1944, and subsequent practical suggestions from railway officers and transportation experts were combined in a four-car Astra Dome train which included an Electro-Motive 2,000-hp. Diesel locomotive, one chair car, one sleeper, one dining car and one observation-lounge car. Electro-Motive engineers of the Pullman-Standard Car Manufacturing Company developed detail engineering designs with the help of GM stylists and built the cars.

The E.- M. 2,000-hp. Diesel locomotive was 71 ft. long and had a loaded weight of 318,000 lb. Each of the cars was 85 ft. long.

The chair car had a weight of 147,000 lb. and a seating capacity of 72, including the Astra Dome.

The dining car had a weight of 160,000 lb. and seating capacity of 52, including 18 in the Astra Dome and 10 in the private dining room. The total refrigeration space supplied in the car was 111 cu. ft., and had ice-making capacity of 225 lbs of ice cubes in 24 hr.

The sleeping car had a weight of 150,000 lb. and passenger capacity of 24 sitting and 20 sleeping, exclusive of 24 seats in the Astra Dome. This car was designed with two three-berth drawing rooms, eight duplex roomettes for single occupancy, and, under the dome, 3 compartments, each with 2 lengthwise lower berths.

The observation car had a weight of 141,000 lb. and seating capacity of 68. The car was designed with a rear main lounge, cocktail lounge, lower bar and Astra Dome.

The total length of the train, including the locomotive, was 411 ft.; car heights, rail to Astra Dome roofs, 15 ft. 6 in.; empty weight, 920,000 lb.; loaded weight, 977,000 lb.; exterior finish, steel and glass, blue and silver; interior finish, metals, wood plastics and fabrics in 37 colors; total passenger capacity, 216.

The exterior of the train was finished with a glistening blue-green on its sides and roof, punctuated by decorative moldings and sheathing below the windows which had a bright, silver finish.

Finally, after the war, General Motors ordered the four-car demonstrator set from Pullman. The all-dome train was delivered in May 1947 and toured the country as the GM "Train of Tomorrow". The consist went on exhibition tours totaling 65,000 miles. After the tour ended in 1950, the Union Pacific purchased the equipment for it's contribution to pool service in the Seattle-Portland run with NP & GN. (from: www.trainweb.org)

That’s it for me today. Catch y’all in the morning - enjoy![tup]

Tom [4:-)] [oX)]


REMINDER! Read the SUMMARY!

[siberianmo]

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

Here’s an installment from Theodorebear Ted featuring his ongoing efforts in building an HO layout:


A work in progress – city station:


A work in progress – west end:


A work in progress – warehouse:


A work in progress – yard tower:



Thanx, we look forward to MORE installments for future Sunday Photo Posting Days![tup]


Enjoy!

Tom [4:-)] [oX)]


REMINDER! Read the SUMMARY!

[LoveDomes]

Good Afternoon Tom,

One more pix posting and then I'm going to settle in for another Sunday of NFL Playoff games![swg]

Wabash #200 (1956) (from: www.trainweb.org)


Amtrak #9560, former Wabash #200 (from: www.trainweb.org)


Amtrak #9561 former Wabash #201 (from: www.trainweb.org)


N&W #1611, former Wabash #201 (from: www.trainweb.org)



Until the next time!

Lars

[siberianmo]

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

Here’s a contribution from our friend Nick, who may pop in with some descriptions a bit later on:






Appreciate your participation, Sir Nick![tup]


Enjoy!

Tom [4:-)] [oX)]

[LoveDomes]

Hi Tom!

My contribution for this morning and Sunday Photo Posting Day!

GN #1320 (from: www.trainweb.org)


GN #1321 (from: www.trainweb.org)


GN #1322 (from: www.trainweb.org)


GN #1323 (from: www.trainweb.com)



Until the next time!

Lars

[siberianmo]

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

Here’s an interesting “Poster” some may find of interest:

Milwaukee Road montage (from: www.trainweb.org):


Note: If this doesn’t enlarge, click on the URL:
http://www.trainweb.org/hiawatha/opening.html


Enjoy!

Tom [4:-)] [oX)]


REMINDER! Read the SUMMARY!

[siberianmo]

SUNDAY’s INFO & SUMMARY of POSTS

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

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


Daily Wisdom

Shut up and talk. (Yogi-ism)


Info for the Day:

"Our" Place is in need of a Manager! The position is part-time, and requires a bit of extra-duty for special events, Birthday Bashes, etc., and making an appearance for our Thursday thru Saturday calendar events. The pay is whatever you think is "right," which can be drawn from the tub, upstairs in my private quarters. Additionally, the Manager oversees the activities of the staff and characters of "Our" Place - with the exception of Cindy, she's mine, mine, mine - mine I tell ya! - ooooops.<grin>

RR Book Relay – First mailing tomorrow![tup]


SUMMARY

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

(1) siberianmo Tom Posted: 21 Jan 2006, 01:32:39 (226) Saturday Info & Summary

(2) LoveDomes Lars Posted: 21 Jan 2006, 08:23:25 (226) Encore – SIRT map

(3) passengerfan Al Posted: 21 Jan 2006, 09:08:43 (226) Looooooooong list of Streamliners

(4) siberianmo Tom Posted: 21 Jan 2006, 10:51:20 (226) ENCORE! Fallen Flag – NP

(5) siberianmo Tom Posted: 21 Jan 2006, 12:03:28 (226) Acknowledgments, etc.

(6) barndad Doug Posted: 21 Jan 2006, 14:40:58 (226) Smoke Deflectors, Part II, etc.

(7) siberianmo Tom Posted: 21 Jan 2006, 15:42:39 (226) ENCORE! GB Nostalgia #2 – L&N&CR

(8) nickinwestwales Nick Posted: 21 Jan 2006, 15:51:32 (227) A NICKism

(9) siberianmo Tom Posted: 21 Jan 2006, 16:48:45 (227) Checkin’ out

(10) West Coast S Dave Posted: 21 Jan 2006, 18:13:58 (227) Good stuff!

(11) passengerfan Al Posted: 21 Jan 2006, 18:41:44 (227) Streamlined obs

(12) nickinwestwales Nick Posted: 21 Jan 2006, 20:40:23 (227) etc.


NOW SHOWING at The Mentor Village Emporium Theatre:

. . . Sunday, January 22nd: DOUBLE FEATURE Danger Lights (1930) starring Louis Wolheim, Robert Armstrong & Jean Arthur. - and – Runaway Train (1985) starring Jon Voight, Eric Roberts & Rebecca De Mor Nay.

Coming attractions:

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


That’s it! [tup][;)]

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

[Anonymous]

Add from March 1937 Railroad Stories magazine


In the summer of 1882 a young genius named Thomas Edison (standing on the car platform) was operating this odd train on his own 2 ½ mile narrow-gage line at Menic Park, N.J. The engine was run by electricity which circulated through the rails, and it so astounded the world that even the most cautious prophets were inclined to hail it as the motive power of the future and shake their heads over the prospects of the steam locomotive. Today there are about 47,000 engines in service in America, and not a thousand of them are electric.


Interior view of engine cab on the Pioneer Electric Railway which Thomas Edison laid out for experimental purposes on his estate in Menic Park, N.J., 65 years ago. This is said to be the first practical use of electricity in the transportation field.


This gas-electric car, bought from the Boston & Maine, was the last piece of motive power used on the West River Line. Note the watering can used to fill the radiator. Photo by Oscar W. Erickson.


Camp coaches are popular in Great Britain. The Great Western Ry. has 50 of them. Each fully equipped with household necessities. They are rented to Holiday parties, especially during the summer and on special occasions such as Coronation Week.

[nickinwestwales]

Well boys,the band are ready to go,theres all manner of party food layed out on the trestle tables in the corner,Boris is clad in fresh new `whites`-Enjoy [tup][^][tup].
If anybody needs me,I shall be upstairs checking the accounts with Cindy (bless her generous little heart )
enjoy your various saturday nights
all the best,nick[C=:-)]

[passengerfan]

Good Afternoon T am and the Gang time for a CR and a round for the house. Though I would print tht introduction from My Streamlined Observation book I hope to get published someday.

STREAMLINED OBSERVATIONS
OF THE
UNITED STATES
&
CANADA

By Alan L Pettet


Introduction

With the dawn of the streamline era in North America came the birth of the streamlined observation, a car type that was to grace the rear of most of the finest streamliners in the land. With few exceptions every major named streamlined train in North America featured a streamlined observation bringing up the markers.
The streamlined Observations were those cars that were designed for end of train operation giving a streamlined appearance in most cases to the end of the streamliner. They came in Blind end with no windows to view to the rear. Blunt or squared off end that came with windows and a center door with window as well, and also those with only a small emergency door in the rear with window such as Southern Pacific postwar. Many of the blunt end Observations were fitted with a diaphragm to enable them to be used mid-train if necessary. Many of the Observations had swallow-tailed or rounded ends; these were the most pleasing to the eye.
And in the case of the Milwaukee Road who built the majority of their streamlined Observations they were unique to that road the prewar Beavertails and postwar Skytop Observations.
Prior to the streamline era heavyweight observations came in three basic types Open Platform, Solarium end Observations and Western railroads such as the CNR, CPR, CMSTP&P, D&RGW, NP and SP offered the Mountain Observation.
This latter type the Mountain Observation resembled nothing more than a conventional heavyweight car with the area from the windows up cut away, an awning like covering supported by lightweight stanchions. Other Mountain Observations resembled a coach in the center section complete with windows and extended length Open Platforms at either end of this center section. In the case of the Canadian Pacific they installed panes of glass in the roof of the enclosed center section. Most of these Mountain Observations were older cars cut down for this purpose. The Mountain Observations as the name implies were used in the mountainous regions of these roads for daylight operation in the summer months only. Passengers were able to enjoy the magnificent mountain scenery that these cars provided up close and personal. The Milwaukee Road was still operating Mountain Observations through their Electrified territories in daylight hours as recently as the summer of 1952 in the secondary COLUMBIAN trains that operated between Seattle - Tacoma and Chicago. The two major Canadian Roads the Canadian National and Canadian Pacific were both operating Mountain Observations as late as 1954 on their transcontinental trains in the mountains of Alberta and British Columbia.
The heavyweight Solarium Observations were popular with railroads operating in colder climates and were assigned to trains on a year round basis. The rear quarter of the Solarium Observations was known as the sunroom. The two most popular types had either two large windows or three large windows down each side at the sunroom end. Those Solariums with six seats in the sunrooms were those cars with two large windows on each side at the rear of the car. While those with three large windows on each side at the rear denoted those cars with seating for eight in the sunroom or solarium end. Most Solarium Observations were fitted with a diaphragm at the sunroom end as well. The rear of these cars resembled a regular passenger car except for the fact they had a door in the center with a large glass pane and a large window on either side of this door for passengers in the sunroom to see to the rear.
The heavyweight Open Platform Observation as the name implies provided an Open Platform for passengers to enjoy the passing scenery from. Some of these platforms were not meant for passengers to enjoy in the case of one railroad whose Open Platforms measured but 14 inches. Many of the Open Platforms were five or six feet and several extended for eight or even ten feet being recessed into the car sides. Some heavyweight Open Platform Observations featured an upright post in each outside corner attached to the corners of the open platforms to help support the car roof overhang. These types of Open Platform Observations quickly earned the nickname Four Posters for their resemblance to Canopy beds.
Heavyweight Open Platform Observations generally featured a lighted round tail sign with the train's name centered on the brass railing that surrounded the open platform. The open Platforms were equipped with brass gates in the railing to permit one to descend to the ground or a center gate in the rear that permitted access to a trailing car. It was on this center gate that the lighted tail sign was most often mounted.
The CB&Q carried two lighted square tail signs on either side of the Open Platforms center gate hung from the Brass railing. New York Central preferred square tail signs hung from the brass railing of many of their finest trains, in the case of their SOUTHWEST LIMITED they hung oval tail signs from the brass railing.
Rival PRR preferred tail-signs in the shape of their Keystone herald.
While heavyweight Solarium Observations generally featured two lighted tail signs one under each rear facing window one proclaiming the operating Railroad the other the train name (CB&Q). Of course there would be exceptions to those placements, for instance the DL&W LACKAWANNA LIMITED carried the trains lighted drumhead sign hanging from the Solarium Observations safety gate.
Two cars built with minuscule Open Platforms later had diaphragms installed with the brass railing remaining intact on either side of this addition, these two cars were the COMMANDER - IN - CHIEF and AMERICAN REVOLUTION bringing up the markers of the C&O GEORGE WASHINGTONS.
Another feature found on many of the heavyweight Open Platform Observations was the overhanging awning or sunshade attached to the Open Platform overhanging roof. This was generally made of Canvas and painted; the reason for painting the canvas was to stiffen it to prevent flapping in the wind and painted the canvas was much easier to keep clean. Even when painted they were generally replaced about twice a year. Awnings of the longer varieties were usually given wooden stiffeners on the pull up type and steel stiffeners on the fixed type to hold them in place against the wind.
In the case of Canadian Pacific, Missouri Pacific, Northern Pacific, Union Pacific and Wabash some of there large heavyweight Open Platform Observations featured an enormous round dome light for the enjoyment of passengers on warm summer evenings.
Milwaukee Road heavyweight Open Platform Observations assigned to that roads OLYMPIAN featured a roof-mounted spotlight that was operated from the open platform, as did those heavyweight Observations operated on the Northern Pacific NORTH COAST LIMITED at one time. Great Northern featured similar spotlights on the roofs of their heavyweight Solarium Observations operated on the rear of the EMPIRE BUILDER.
Most railroads heavyweight Open Platform Observations had a center door permitting passenger to go from the inside of the car to the Open Platform with windows of equal size on either side of this center door. The Great Northern, Louisiana & Arkansas, Maine Central, Northern Pacific and Southern Pacific had an access door mounted on the right side when viewed from the cars interior and a very large picture window occupied the left side next to the door.
At least one railroad the Missouri Pacific experimented with a dust catcher to prevent passengers enjoying the Open Platform from being covered by dust. The MP attached a square frame the width of the platform with the opening covered with canvas mounted to either side of the coupler poling pockets. Two poles were attached to the top of the brass railing and extended out from the rear to the far side of this frame covered in canvas approximately six feet. The devise took two men less than five minutes to install or remove. No record exists as to whether it was successful or not. Dust and cinders were things one had to contend with when riding the open platforms. When operating at slower speeds in the mountains or terminal trackage riding the open platforms was a pleasant experience, but few passengers except young railfan braved the open platforms at most other times. I know of only one young railfan foolish enough to brave riding the open platform between Seattle and Spokane in February 1958 on the CASCADIAN when a heavyweight Open Platform was substituting for the train's regular car. After completion of that eastward trip he wondered if warmth and feelings would ever return to his numbed body.
Interiors of heavyweight Observations came in a wide variety ranging from Coach, Dining, Parlor, Lounge and Sleeper, also combinations of the previously mentioned types. Some of these cars also were equipped with Barber Shops, Buffets, Showers, Card Rooms, Libraries, Soda Fountains and Valet facilities.
The heavyweight Observations featured Clerestory, Rounded, flat, and even the Harriman style roofs.
Heavyweight Observations were carried on the rear of not only railroads premier passenger trains, but also most secondary trains and even many local trains. Many of these latter trains carried a Dining - Coach Observation or Coach Dining Lounge Observation.
Many of the heavyweight Solarium Observations were equipped with Diaphragms on the rear as were a few of the Open Platform Observations. The latter with diaphragms looked quite ghastly. With few exceptions the railroads during the heavyweight era realized that Observations belonged on the rear with no cars after them. Besides the railroad needed someplace to hang there lighted drumhead signs from so the world would know what train was passing and what railroad owned that train.
With the coming of the streamliners came an infinite variety of lightweight streamlined Observations. Lightweight Streamlined Observations came in Blind end, Square end or blunt end, round end, Swallow Tail or Taper end, Sloping or Beavertail end and Open Platform ends.
Interiors of lightweight streamlined Observations were configured in Coach, Coach Lounge, Coach Parlor Lounge, Coach Buffet Lounge, Sleeper, Sleeper Lounge, Sleeper Buffet Lounge, Parlor Lounge, Tavern Bar Lounge, Tavern Bar Buffet Lounge, Dining Lounge, Dining Parlor Lounge, Dormitory Sleeper Buffet Lounge, Dome Sleeper Buffet Lounge, Dome Sleeper, Dome Parlor Lounge, Dome Coach Lounge, and yes even one conversion to a Coach - Baggage configuration.
The four major North American Car manufacturers and one foreign Car manufacturer constructed lightweight Streamlined Observations. The Pullman Standard Company constructed the greatest number of lightweight streamlined Observations over 170 between the 1930’s and mid 1950’s. The Budd Company of Philadelphia came in second with over 140 including the final two built in 1956 for the CB&Q DENVER ZEPHYRS. American Car & Foundry produced 44 for U.S. Railroads. St. Louis Car Company built 7 in total for two different Electric Interurban Railroads. Swiss Manufacturer Schindler constructed three for the National De Mexico for the AZTEC EAGLE train sets.
Even though Pullman Standard may have constructed the greatest number of lightweight streamlined Observations rival Budd produced the greatest variety.
Twelve Railroads either built there own lightweight streamlined Observations or rebuilt and streamlined heavyweight cars to streamlined Observations. Those railroads were the following:

Baltimore & Ohio

Canadian National

Canadian Pacific

Chicago Indianapolis & Louisville

Chicago Great Western

Great Northern

Gulf Mobile & Ohio

Illinois Central

Milwaukee Road

Missouri - Kansas - Texas

New York Central

Pennsylvania

Some of the those roads did the streamlining themselves while others like the B&O in some instances and the GM&O had Pullman streamline heavyweight cars to streamlined Observations.
Pullman converted many lightweight streamlined Observations to straight coaches as their usefulness as Observations waned due to the increased costs of switching etc.
Before the ru***oward streamlining occurred in the mid-1930s there were two notable early examples that are worth mentioning.
The first of these occurred on the B&O in 1900 when the experimental Adam's Windsplitter was rebuilt from conventional cars of the day into a true streamlined six-car train. Mr. Frederick Upham Adams design for the train included streamlining a locomotive as well something the B&O refused to do. The tender did receive streamlining to match the cars. After about a year of testing in the Baltimore - Washington area the cars were stripped of they're streamlining and returned to regular service. Most streamlined trains that followed thirty and forty years later recognized the contributions to streamlining the Adam's Windsplitter ushered in. This train introduced flush mounted windows with the car sides, full width diaphragms, and flat sheet metal sides. The cars also featured skirting that enclosed the trucks; this last item quickly lost favor with the railroads in the 1930's due to the need for truck maintenance and daily inspections. The last car in the Adam's Windsplitter was an Observation that the rear of tapered to almost a point. There was a narrow door at the very end for emergency exit otherwise it would have come to a point. The Observation of the Adam's Windsplitter was numbered 435.
The second of these early streamlined Observations is credited to the Chicago Great Western for the conversion work done to three McKeen motorcars in 1928 at that roads Oelwein, Iowa shops. Two of the motorcars lost their engines and power trucks in the conversion becoming trailers. The third unit became Electro-Motives first motorcar conversion to a Gasoline Electric complete with 30' Railway Post Office Compartment and Baggage Compartment. The Power unit was assigned the number 1000 and the two trailing cars were 1001 and 1002. The 1002 is the car we are concerned with here. The 1002 emerged from rebuilding with a nicely rounded rear with an emergency door in the center. All of the former round windows the car had been built with were removed, replaced by square windows. Except for the detracting roof mounted ventilators and lack of skirting the car was otherwise quite streamlined.
When one entered car 1002 from car 1001 one would find a small kitchen on your left and Pantry with car heater on the right. Next was a small dining area with one table and four chairs on either side of the center aisle. To the rear of this dining area was a twenty-seat Coach section ten seats either side of the center aisle in five pairs. The first pair of seats on either side of the aisle faced rearward all others faced forward. These seats were not as spartan as those found in car 1001 so by today's airline standards they would be considered business class. Next was a pair of restrooms followed by the cars center entrance doors. Behind the cars center entrance doors was four Pullman sections two on either side of the center aisle. The BLUE BIRD was a day schedule the Pullman sections were for passengers going to and from the famed Mayo Clinic in Rochester. In the rounded Observation end was located thirteen Wicker chairs for the Parlor car patrons of the BLUE BIRD. The entire train was painted in Royal Blue with gold leaf lettering and trim. The BLUE BIRD was inaugurated on a daily round trip between Minneapolis and Rochester beginning January 13, 1929. This early forerunner of streamlined trains that followed fell on hard times with the coming of the great depression. The train was discontinued in 1931.
Texas & Pacific should receive the recognition they are due for the first streamlined stainless steel Observation delivered by Budd in 1933 numbered 150. The train was named the SILVER SLIPPER and the car 150 was the only racially divided Observation ever built in the United States. There were two compartments with seating for 32 each having separate restrooms. The white section was located in the observation end and also provided a twelve seat smoking section. The two-car train was a miserable failure and was soon returned to Budd where it was eventually scrapped. Observation 150 was delivered in 1933 placing it ahead of both the UP M-10000 and CB&Q ZEPHYR 9900 both delivered in 1934. But unlike either of the 1934 trains the 150 was not articulated to the rest of it’s consist.
The next two streamlined Observations to appear brought up the markers of two trains that are generally recognized as America's first truly successful streamlined trains. Both the UP M-10000 later named the CITY OF SALINA and the CB&Q 9900 ZEPHYR later named the PIONEER ZEPHYR were each three car articulated train sets. The last of the three cars in the UP train ended in a Bullet shape with no windows for viewing to the rear so it was referred to as a blind end observation. The Burlington's 9900 ZEPHYRS third car was numbered 570 and featured a swallowtail or tapered end. This car featured windows for viewing to the rear. From these two early streamlined trains would come a building boom, in streamlined passenger trains by railroads from one end of North America to the other and nearly any streamlined train that rated a name required a streamlined Observation for the markers end.
The Tapered or Swallow tailed streamlined Observation soon became the most popular type followed closely by the rounded end Observation. American Car & Foundry, Budd Company, Pullman Standard and St. Louis Car Company offered both the swallowtail and round end Observations.
The seven streamlined Observations built by St. Louis car were for two different Electric Interurban roads The Chicago North Shore and Milwaukee and the Illinois Terminal. Those for the North Shore as it was more popularly known were for two double ended four car articulated trains named the ELECTROLINERS built to operate between Chicago and Milwaukee. They used both third rail and overhead trolley pick-up for power on their daily dashes between Chicago's famed Loop and downtown Milwaukee. The North Shore ELECTROLINERS were bi-directional so turning was unnecessary at terminals. The cab end served as an observation when going in the opposite direction.
Those built for the Illinois Terminal were non-articulated and picked up power from trolley poles. The three Observations built for the Illinois Terminal were Parlor Observations.
The railroads that owned the greatest numbers of streamlined Observations were the Pennsylvania, New York Central, Milwaukee Road, Southern Pacific, Union Pacific, Santa Fe and Burlington.
Those with but a single example of streamlined Observations were the Central Of Georgia, Texas & Pacific and Western Railway of Alabama although some would argue the single example for the latter road was for use in the Southern Railways CRESCENT.
Several railroads owned no lightweight streamlined Observations at all they included Central Railroad of New Jersey, Clinchfield, Delaware & Hudson, Erie, Minneapolis & St. Louis, New York Ontario & Western, Nickel Plate Road, Northern Alberta, Ontario Northland, Pacific Great Eastern, Richmond Fredericksburg & Potomac, Rutland, Soo Line, and Spokane Portland & Seattle. All of the above had owned heavyweight Observations.
The railroad with the greatest number of railroad built or remodeled Observations was the Pennsylvania with sixteen all remodeled or built by the roads famous Altoona, Penn. Shops.
Without a doubt honors for the most interesting streamlined Observations would go to the Milwaukee Road for their Beavertail and Skytop Lounge Observations.
Canadian Nationals only lightweight streamlined Observations purchased new were the only Open Platform cars of this type purchased that were not for Business car use. These two cars BURRARD and BEDFORD featured 7 Compartments Kitchen Lounge and the Open Platform. The cars were assigned to Bankers Specials and other charter work for most of their CN service. The only regular assignment for the cars was in the AFTERNOON RAPIDOS where they served as Executive Club Cars between Montreal and Toronto.
The Canadian National, Canadian Pacific, Chicago Burlington & Quincy, National De Mexico, New York Central, Pennsylvania, Southern Pacific and Union Pacific both owned Stainless Steel and Painted Observations.
The Southern Pacific must hold the record for streamlined Observations in different paint schemes. They had DAYLIGHT Red & Orange, two tone Gray scheme of the CASCADE - LARK - SAN FRANCISCO OVERLAND, Red & Silver of the GOLDEN STATE, Yellow and Gray of the CITY OF SAN FRANCISCO, and the Stainless steel with red band above the windows of the SUNSET LIMITED. The Union Pacific's lone corrugated stainless steel Observation was from the GM TRAIN OF TOMORROW. They simply painted the car streamliner colors before assigning it to their Portland - Seattle pool train.
Atchison Topeka & Santa Fe owned only stainless steel Observations they purchased from American Car & Foundry, Budd Company and Pullman Standard.
Budd Company favorite customer Burlington owned Observations from American Car & Foundry and Pullman Standard for service in the GN EMPIRE BUILDER, WESTERN STAR and NP NORTH COAST LIMITED.
By far the honor for the strangest Observation conversion must go to the Rock Island who converted Coach Parlor Lounge Observation 455 MISSOURI into a Coach Baggage car with the Observation end serving as the Baggage end. This car was assigned to the remnant of the former CHOCTAW ROCKET. A Baggage Door was installed in each side just head of the rounded Observation end. The windows around the Observation end remained in place. But only if you were a Baggage Man or pet traveling in a cage would you enjoy the view from the rear of this Observation.
As beautiful as the lightweight streamlined Observations were gracing the rear of the finest passenger trains in the land, the truth was they required extra switching to always keep them in their place on the rear of the trains. This was true for those trains that picked up and set out cars enroute. The lightweight streamlined Observations with the blunt end could be used in mid-train operation if necessary. This was the case with ACL and SAL in their Florida Streamliners that carried two Observations in each consist one mid-train the other on the rear. The Great Northern WESTERN STAR is the only train that carried a beautiful high windowed swallow tailed Observation mid-train. This was after the GN combined the FAST MAIL and WESTERN STAR between St. Paul and Seattle. Working Mail cars were trainlined behind the power followed by the trains Baggage Car, Coaches, Diner, Sleeping Cars and MOUNTAIN suffix Lounge Observation. To the rear of the Observation storage mail cars were trainlined. The reason for this odd arrangement was quite simply the length of the train. If any other order of cars would have been tried it would have required time consuming double station stops. Some of the storage mail cars were set out in route and not having to disconnect the power made for a shorter delay in getting underway again.
Many streamlined Observations lost their distinguishing features altogether and were rebuilt to straight coaches etc. such as some of those for the Great Northern, Santa Fe and Southern Pacific. The Southern Pacific rebuilt at least two lightweight streamlined Observations into their famous 3/4 length Dome Lounge Cars losing the observation ends in the rebuilding.
Many other roads simply chose to sell off their lightweight streamlined Observations, as they were no longer needed. The NdeM was the largest buyer of used lightweight streamlined Observations.
The New York Central second largest purchaser of lightweight streamlined Observations owned none by the time of the merger with the PRR and NYNH&H in 1968 that created the Penn Central.
It was quite surprising to railroad historians when Amtrak purchased a total of 47 of these Observations.
For the scope of this book we will not cover the lightweight experimental Talgo, Aerotrain, Turbo etc. as they deserve to be covered on there own.

TTFN AL

[West Coast S]

Afternoon Tom and the gang,,a round of the best for gents at the bar.

Been hammered with work of late, working sixty hours a week can do that to you.

Tom...Once again a excellent Sunday and Fallen flag review. Hello, Nick, Rob, lovedomes,barndad and wheoever else I failed to acknowledge with this trifle brief introduction.

Barndad... a little bit of SP trivia to tie in with your Decapod review,Along with the El Paso & Southwestern Merger came three of the aforementioned unloved 2-10-0's, the only three ever to turn a wheel on the mighty SP, considered too different they never ventured off of the former EP&SW lines, other then a conversion to oil to address poor steaming, no work was done to bring them more in line with established practices, they proved unpopular for their rough ride (A common issue with all former EP&SW power)all were off the roster and scrapped by 1936 with the tenders being salvaged for use behind 0-8-0s then under construction, at least one example being mated to a Pacific at some point. In addition, three former EP&SW 2-6-2's migrated to the San Francisco commute pool, converted to oil fuel, they were considered marginal performers, they too met the scrapper by 1936.

For a sample comparision, the SP crews also dispised the high cab profile as displayed by the ex EPSW 2-8-2's and the rough ride, SP officials and mechanical forces, however thought well enough of them that they survived in service after extensive rebuilding until the end of steam operations.

Other tidbits regarding orphan SP power concearns the Ex Cotton Belt 4-8-4's that were forced west due to diesel replacement in 1955, SP reclassified them as GS8's, when reshopped and in proper SP form, they retained their multi-chime steamboat whistles for some time afterwards, a melodious, haunting sound not heard in the bay area or elsewhere west of Texas before, eventually some wig with no sense of history in the making, ordered they be replaced, thus removing a unique aspect of these orphaned engines. I wonder what became of the cast aluminum Cotton Belt heralds that were attached to the cylinders and removed by SP during the shopping?

Some additional history:

The former Cotton Belt L10, L11 class 4-8-4's were among the last class of steam aquired and one had the distinction of closing out a hundered and twenty year history of the SP overhauling and building steam power, being released from the Bayshore backshop in October 1958, one year since the diesel had replaced steam almost everywhere, it was dispatched for a round trip on the Coast Mail from San Francisco to Los Angeles and return whereupon it was placed in storage, never to run again, as a matter of fact, the vast majority of the rebuilt 4-8-4's ( and several rebuilt ex Cotton belt 2-8-0's) never turned a wheel in revenue service, being immediently placed into storage upon completion of the rebuild, others worked as needed in times of power shortages until declared surplus to current and future needs. All eleven of these rebuilt engines went to the scrap dock in virtually new condition due to recent class four overhauls, having been stored in the Mission Bay Roundhouse, safe from vandals and the effects of decay, until disposed of in 1959.
Many tales of SP orphan power remain to be told.

Tom, can't express my gratitude for the effort you put into "Our Place" Hats off to the gang for the stimulating content and good company that is always present. Enjoy the round in good health....

Well, I got some catching up to do, I shall return


Dave[:D]

[siberianmo]

Gents of the bar!

I'm outta here in a minute or so - Saturday night out with the bride; man's gotta do what a man's gotta do![}:)][:-,]

Leon the Night Man in his splendid attire once again, will have the bar![swg] Just love that combination of cummerbund red bandana, spiffy shined jump boots, and bloused bib overalls. How could a gal resist this guy[?][:O]

As a reminder, tomorrow is Sunday Photo Posting Day! and I hope there are some "sleepers" about to wake up and provide some zip to our efforts![yeah]

Nick Your photos have been received and are ready for Posting! Thanx ... Email on the way to you, Sir![tup]

[C=:-)]Do what you will with the bar tonight. Gents, I'll have all day tomorrow to get it back to "normal" for Monday's opening.<grin>

barndad Doug Another fine effort I see - but between you and Al I'm not sure you guys get the point of ENCORE! Saturday. Must be kindred souls or joined at the hip.[swg] Oh yes, appreciate the round![tup]

Catch y'all on Monday![tup]

Tom[4:-)][oX)]

[nickinwestwales]

EMERGENCY POST & SPECIAL ANNOUNCEMENT:-

Have just caught SIR THEODORE`S shock announcement and have one of my own with which to respond.
In my capacity as chief party planner to this fine establishment I hereby declare today to be a `Hail good fellow and fare-thee-well` ba***o toast our friend and comrades new endeavour.
This new direction for our `Southern Gent` must be seen as a positive in at least one respect-If the recipient of TEDS labours passes his notoriously exacting standards,then we must assume we have finally uncovered that most mythical of beasts-the honest politician...........
Anyway,to business,-I fully appreciate that it is short notice for everybody ( even our steamed proprieter is as yet unaware ) but a little demonstration of our thanks for the little rays of Florida sunshine that TED routinely graces us with would be appropriate..
For my part,there is some serious galley-work to be undertaken-Boris & Leon are busy clearing the scrub patch next to the yard ready for the marquee ( -well,lets face it-we aint gonna get the Charlie Watts big band set up in here now are we ? ) the girls have all turned up of thier own volition to stock & serve the bar and Clueless and his hapless halfwits have all had the hard word that tonight is NOT the night for petty rule enforcement.
Both the rickshaw fleet and the Zeppelin `Draig Goch` are standing by in a designated driver capacity,so there is no excuse for failing to indulge.
I see there is much good stuff since my last posting,however,detailed responses will have to wait ( apologies to all) whilst I dig through my files of party nibbles,lobotomising cocktails,foul jokes and all those other things that lift an evening above the ordinary.
So,until lift off,Herr Wurlitzer is programmed for big band `Swing`,all bar snacks are complimentary ( ooh yes dear,it really suits you...) and most importantly,THE DRINKS ARE ON ME---Right,work for me,lets do this thing !!!!!
later guys,nick [C=:-)]

[siberianmo]

G’day All!

We call it ENCORE! Saturday for a reason! Check this out.

ENCORE! ENCORE! ENCORE!

GREAT BRITAIN PASSENGER TRAIN NOSTALGIA #2 from multiple sources First Posted on page 135

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 & NORTHWESTERN and CALEDONIAN RAILWAYS

London (Euston) ……………… 8h. 0m.
Birmingham …… To ………… 6h. 45m.
Liverpool ………. Glasgow ...... 5h. 10m.
Manchester ….. (Central) ….. 5h. 5m.
Bristol .………………………… 9h. 35m.

London (Euston) ……………… 8h. 0m.
Birmingham …… To ………… 6h. 35m.
Liverpool ……… Edinburgh … 5h. 0m.
Manchester …. (Prin. St.) …. 5h. 10m.
Bristol .………………………… 9h. 45m.

London (Euston) ……………… 9h. 55m.
Birmingham …… To ………… 9h. 25m.
Liverpool ……… Dundee …… 7h. 15m.
Manchester …. (West) …….. 7h. 20m.
Bristol ………………………… 12h. 20m.

London (Euston) ...…………… 11h. 15m.
Birmingham …… To ………… 11h. 0m.
Liverpool ……… Aberdeen …. 8h. 20m.
Manchester …………………… 8h. 15m.
Bristol ………………………… 14h. 20m.

LUNCHEON and DINING CARS
for the accommodation of FIRST and THIRD CLASS PASSENGERS are run on the undernoted Trains:

………. From London (Euston)
To ..……………………….. a.m. …. p.m.
Glasgow (Central) ………. 10 0 …. 2 0
Edinburgh (Princes St.) … 10 0 …. 2.0
… Perth ..…………………. 10.0 … 2*0
… Aberdeen .…………….. 10.0 …. 2*0

*to Carstairs

………. From Liverpool
To ...………………………. a. m. …. p.m.
Glasgow (Central) .……… 9^50 …. 5 50
Edinburgh (Princes St.) ... 9^50 …. 5*50
… Perth ..………………… 9^50 …. 5*50
… Aberdeen ..…………… 9^50 ….. 5*50

*to Carstairs; ^Luncheon Car, Manchester (Victoria) to Glasgow,
Liverpool Passengers join at Preston.

……….. From Manchester
To ...……………………… a.m. …. p. m.
Glasgow (Central) .…….. 9 50 …. 5 45
Edinburgh (Princes St.) .. 9*50 …. 5^45
… Perth ..……………….. 9*50 …. 5^45
… Aberdeen ..…………... 9*50 …. 5^45

*to Carstairs; ^Luncheon Car, Manchester (Victoria) to Glasgow,
Liverpool Passengers join at Preston.

New and Improved SLEEPING SALOONS
………………. between …………………….
LONDON (Euston) & SCOTLAND by Night Trains.

(Note: Sorry for the misaligned columns; format differences make it so [censored][banghead])


Enjoy! [tup]

Tom[4:-)] [oX)]


ENCORE! ENCORE! ENCORE!

[Anonymous]

Good afternoon Tom, and the few others that are here. Makes it easy to buy the house a drink! I'll have a Kahlua slushie, in honor of all our new fallen snow. Seems to be melting now. Glad you liked the smoke deflector series, 'cuz it's going to take a few more postings to complete the series. I see Al and Lars are going to town on the dome series. Looking good! I have to get you guys more used to pix from the past ... 'cuz that's what I'm posting tomorrow. Here's part II of the smoke deflector series:

Smoke Deflectors by Herbert G. Monroe from Railroad Magazine Feb. 1941

The R.G.&S. Tunnel is another product of Southern Railway ingenuity. In order not to impede his movements, the Fireman’s hood is equipped with a longer air hose connected at the rear.


Again. On March 18, 1918, George W. Green was firing the 251, the lead engine on the southbound Dixie Flyer out of Chattanooga. Two big Pacific-type locomotives were pulling the train when they entered the 1447-foot tunnel at Tunnelhill, Georgia, a bore so limited in clearance that the brass of Pullman steps had a way or scraping the sides. This tunnel saw service until 1927, when a larger concrete structure replaced it.

The 251 was equipped with a smoke-consumer, invented three years previously by traveling engineer John Porter, of the NC&StL. Five three-inch holes, twelve inches on center, were bored in each side of the firebox, six or eight inches above the running boards. These holes passed through the water-leg, while a short flue extended from the “n”-head into the firebox. Ten smaller pipes, branching from it, were bent to hug the sides of the firebox opposite the holes. The ends of these pipes were arranged to shoot jets of steam across the fire.

“They weren’t much good,” George told me when I talked to him about his experience, “and the jets had been taken out of the 251. The combustion holes, however had been left open. It was thought they helped keep down the smoke. I don’t know about that,” he added wryly, “but they sure made perfect flame-throwers. The 251 was the lead engine,” he recalls. “Bill Harris, my regular hogger, was laying off. A local freight stackbuster caught his turn on the flyer. This engineman wasn’t familiar with the new, high-speed brake equipment. We were almost through the tunnel, and wheeling right along, when the engineer made a brake application, but instead of just slowing, be buckled down to a stop. The brakes were stuck tight, and there wasn’t enough steam to raise the main reservoir pressure sufficiently to release them.”

“The 504, a big helper behind us, popped and the steam flooded our cab. I managed to get through the front window, intending to crawl along the running-board, but flames from the combustion tubes were climbing the tunnel walls and the wooden running-board was burning furiously. The eagle-eye had meanwhile slid to the ground on the other side and was trying to worm beneath the right hand cylinder (he finally made it, badly gassed, but not burned). On account of my size and the close clearances, I couldn’t get down the steps to the right-of-way ditch and couldn’t go back to the train, as the crew of the second engine did, because that big Pacific was hotter than the hinges of hell. Then I thought of the water spigot on the tender in front of the coal gate; flopped down on the foot-plate and turned it on. Simultaneously, everything blacked out.”

I don’t know how long I was unconscious, but the water running over my face finally brought me around. I was badly burned, my lungs were bursting, my throat was closing up. I knew that unless I did something mighty quick, I was a gone gosling. About that time I remembered the steel apron between the engine and tender. I’ll never know how I got up, but I did, and squeezed down to the track. Here I found a little air. I began to crawl back in the muck and filth of the tunnel ditch toward daylight.”

It was 200 feet to the south portal. Somehow, George Green made it. But, as the first clean, cool breath of air hit him, he collapsed as though struck by a bullet. They found him and he was carried to a doctor. “He won’t live to reach Atlanta,” the physician said. However, on the train were some veteran army doctors, and they took him in charge. They used melted vasoline to keep his throat from closing, and vapors to relieve the congestion in his lungs. He didn’t work for two years following the ordeal, and for a time his eyes were that badly burned he couldn’t distinguish a person at 50 feet.

It had been quite some time since I’ve ridden the smoky end, but when the question of smoke deflectors came up, I decided it would be a good time to freshen my memory, though I still had a vivid remembrance of Braswell.

From force of habit, I headed for the “Rat-Hole Division”. There are 16 tunnels through the Cumberlands on this run, and in the old days they were a railroad man’s hell on earth. However, things had changed. I rode through the hottest bore of the Rat-Hole run with the cab windows open. There was a duct to carry off exhaust smoke and steam, and fans to draw the tunnel coolness into the cab. It was like stepping from a hot sidewalk into an air-conditioned building.

Horny-handed railroad men had attacked the problem with true American ingenuity – just as W.H. Dooley had done, back there in the shops at Somerset, Kentucky. Dirty, grimy, sweating men; white collar men; brass hats – they rolled up their sleeves and went at it. Obviously it would be impossible to record here a description of all of the hoods, elbows, clamshells, bonnets, duct and gadgets that have been fostered onto the already abused and stunted smokestack. In fact, so far as the casually curious layman can observe, many of the modern, streamlined steam jacks haven’t got any more smoke-stack than a rabbit.

The CNO&TP Mikado that I rode in the Cumberlands was equipped with a Wimble Smoke Duct. Invented by B.A. Wimble, a retired engineer, it has proved highly successful, as a much-scorched brakeman of earlier days can testify. The adoption of the smoke duct on the Rat-Hole Division came as a result of a veritable baptism of brimstone and hell’s fire, as concerned a skeptical group of brass hats. It seems that these doubting Thomases didn’t think the smoke holes were so tough, and, like the Missourian, they had to be shown.

It was 1917 and all of the railroads in the country were taxed to the utmost, for we were at war. About that time the CNO&TP acquired 25 Santa Fe engines and these lumbering behemoths appeared to be the answer to prayers to the high heaven for motive power and still more motive power. Unfortunately, it must be added that they practically burned the insides out of the Cumberland Mountains with their sulfurous exhausts. Filth that hung in black icicles from tunnel roofs fell splintering upon boiler-tops as they cannonaded through the chemical action added a certain amount of acid to the grime that attached itself to the metal.

This acid ate into jackets and played havoc with the running parts. The engines were going to the shops every 60 days. Too, the powder-fine soot chewed holes in the crews’ overalls and jumpers. At the end of the run the men looked like coal mines. Black plumbago filled their lungs, seeped into their pores.

The Southern Railway’s Wimble Duct, as applied to Mikado No. 6361. (Note the elevating tail piece) Shorter ducts that terminate just in front of their sand domes, are used with passenger motive power.

[siberianmo]

Good Mornin’!

Got a bit of a late start here in mid-continent USA. A rather gloomy, chilly day. No precip worth speaking of, although we may, I repeat, may get some “white stuff” on Monday.[yeah]

Some acknowledgments:

barndad Doug
Posted: 20 Jan 2006, 22:35:18 and 23:55:02

I got a kick out of that list of RRs purchasing those Russian Decapods – John Ringling brought a smile to my face. The circus trains still run – but of course under more modern motive power. Some nostalgia in that list, fer sure, fer sure. Nice work! Also, wonder why the ‘censor’ got you in the 4th line below that list[?] Check it out.

The episode on the Smoke Deflectors also is an interesting piece. Probably not much different than other jobs back in those times. The guys stoking the fires in the bowels of the steamships didn’t have the world by the “short hairs” either. Got a kick out of the anecdotal story of the fellow who saved enough falling bricks to build a house! Now, that was using his head![swg]

Appreciate the Posts and your Email.[tup]

LoveDomes Lars
Posted: 21 Jan 2006, 08:23:25

Now that’s a “cheap” way of getting out of a “real” ENCORE! Post![swg] However, I do see what you’ve done – you added the URL. Smooth move, Exlax!<grin>

Hope to see your pix tomorrow![tup]

passengerfan Al
Posted: 21 Jan 2006, 09:08:43

Another extremely interesting list from you! Saw it on my other thread and noticed Lars’ comments. Hope you saw the pix I posted. Anyway, wish you’d do these things on the weekdays, it surely will get “lost” on Saturday/Sunday ‘round here. I think you should smack a number on that Post – it fits in quite well with your Streamliner series. Which by the way, shouldn’t we being seeing an Index from you[?][?]


Later!

Tom[4:-)] [oX)]


Stick around a few minutes AFTER POSTING - The information you MISS may be for YOU!

Those who acknowledge the other guy, get acknowledged!

[siberianmo]

Good Morning!

ENCORE! ENCORE! ENCORE!

Here’s another Fallen Flag for the gang from Classic American Railroads: First Posted on page 145

Northern Pacific (NP)

Headquarters: St. Paul, MN

Mileage in 1950: 6,682

Locomotives in 1963:

Diesels: 662

Rolling stock in 1950:

Freight cars: 34,200
Passenger cars: 359

Principal routes in 1950:

Minneapolis/St. Paul-Fargo, ND-Butte, MT-Tacoma, WA
Logan-Helena-Garrison, MT
Portland, OR-Sumas, WA
Minneapolis/St. Paul-Duluth, MN
Staples, MN-Ashland, WI
Little Falls-International Falls, MN
Manitoba Junction-Crookston, MN-Winnipeg, MB
Wadena, MN-Leeds, ND

Passenger trains of note:

Alaskan (Minneapolis/St. Paul-Portland via Helena)
Mainstreeter (Chicago-Helena-Seattle & Portland)
North Coast Limited (Chicago-Butte-Seattle & Portland)

Of note: CB&Q handled passenger trains between Chicago and St. Paul. SP&S handled trains between Pasco and Portland.


Enjoy! [tup]

Tom [4:-)] [oX)]


ENCORE! ENCORE! ENCORE!

[passengerfan]

Good Morning Tom It was suggested that I post this over here aat "Our Place " so here it is. Just time for a quick coffee and its off to work.

Streamlined Dome Cars
Of The
United States & Canada
The following trains began demonstrating or entered service on the dates listed as dome equipped trains. The number of domes listed in parenthesis represents per consist. And the two terminals are shown for each of the dome operated trains.

TRAIN OF TOMORROW May 28, 1947 (4) Demonstrator See UP 457-458 for service.

VISTA DOME TWIN ZEPHYRS CB&Q December 19, 1947 (5) Chicago – Twin Cities twice daily round trips.

COLORADO EAGLE MP- D&RGW June 1948 (1) St. Louis – Denver daily each direction

CHESSIE C&O August 1, 1948 (2) Cincinnati – Washington daily each direction never entered scheduled service.

PERE MARQUETTE C&O October 1948 (1) Chicago – Detroit daily each direction

VISTA DOME CALIFORNIA ZEPHYR CB&Q – D&RGW - WP
March 21, 1949 (4) Chicago – Oakland daily each direction.

COLUMBIAN B&O May 5, 1949 (1) Washington – Chicago Overnight each direction

ROYAL GORGE D&RGW September 1949 (1) Denver – Salt Lake City daily each direction via Pueblo.

BLUE BIRD WAB February 26, 1950 (4) St. Louis – Chicago round trip daily

457-458 UP June 18, 1950 (4) Portland – Seattle round trip daily

SHENANDOAH B&O January 8, 1951 (1) Washington – Chicago every other day

CAPITOL LIMITED B&O January 8, 1951 (1) Washington – Chicago overnight each direction

SUPER CHIEF AT&SF December 1951 (1) Chicago – Los Angeles daily each direction

TEXAS EAGLES MP – T&P 1-2 July 1952 (1) St. Louis – Fort Worth overnight each direction

TEXAS EAGLES MP 21-22 July 1952 (1) St. Louis – San Antonio overnight each direction

MISSOURI RIVER EAGLE MP July 1952 (1) St. Louis –Omaha/Lincoln via Kansas City daily each direction

CITY OF KANSAS CITY WAB August 1952 (1) St. Louis – Kansas City round trip daily

MORNING HIAWATHA CMSTP&P December 1952 (1) Chicago – Twin Cities daily each direction

AFTERNOON HIAWATHA CMSTP&P December 1952 (1) Chicago – Twin Cities daily each direction

OLYMPIAN HIAWATHA CMSTP&P December 1952 (1) Chicago – Seattle/Tacoma daily each direction

VISTA DOME AK-SAR-BEN ZEPHYR CB&Q December 1952 (1) Chicago – Omaha/Lincoln Overnight each direction

VISTA DOME KANSAS CITY ZEPHYR CB&Q February 1, 1953 (2) Chicago – Kansas City daily each direction

VISTA DOME AMERICAN ROYAL ZEPHYR CB&Q February 1, 1953 (2) Chicago – Kansas City Overnight each direction

SAN JOAQUIN DAYLIGHT SP June 24, 1954 (1) Oakland – Los Angeles via San Joaquin Valley daily each direction

CHICAGOAN – KANSAS CITYAN AT&SF 1954 (1) Chicago – Oklahoma City daily each way

SAN FRANCISCO CHIEF AT&SF 1954 (1) Chicago – Oakland daily each direction

EL CAPITAN AT&SF 1954 (1) Chicago – Los Angeles daily each direction

NORTH COAST LIMITED CB&Q – NP August 16, 1954 Coaches (2) October 1954 Sleepers (2) total (4) Chicago – Portland/Seattle daily each direction

CITY OF PORTLAND C&NW - UP 1955 (3) Chicago – Portland daily each direction)

CITY OF LOS ANGELES C&NW - UP 1955 (2) Chicago – Los Angeles daily each direction

CHALLENGER C&NW - UP 1955 (1) Chicago – Los Angeles daily each direction

SAN FRANCISCO OVERLAND SP April 1955 (1) Oakland – Ogden daily each direction

SHASTA DAYLIGHT SP May 1955 (1) Oakland – Portland daily each direction

CANADIAN CPR April 24, 1955 (2) Montreal/Toronto – Vancouver daily each direction

DOMINION CPR April 24, 1955 (2) Montreal/Toronto – Vancouver daily each direction

ATLANTIC LIMITED CPR April 24, 1955 (1) Montreal – St. John Overnight each direction

CITY OF ST. LOUIS WAB - UP (1) St. Louis – Los Angeles daily each direction

EMPIRE BUILDER CB&Q - GN Coaches (3) May 29, 1955 Lounges (1) October 1955 Chicago – Portland/Seattle daily each direction

CHIEF AT&SF July 1956 (1) Chicago – Los Angeles daily each direction

VISTA DOME DENVER ZEPHYRS CB&Q October 28, 1956 (3) Chicago – Denver/Colorado Springs Overnight each direction

CITY OF SAN FRANCISCO (SP) 1956 (1) Ogden – Oakland daily each direction

CITY OF DENVER CMSTP&P - UP January 1958 (1) Chicago – Denver Overnight Each direction

TEXAS CHIEF AT&SF 1958 (1) Chicago – Houston daily each direction

WESTERN STAR GN (1) winter only St. Paul – Seattle daily each direction

YAMPA VALLEY MAIL D&RGW (1) Denver – Craig round trip daily

POCAHONTAS N&W 1969 (1) Cincinnati – Norfolk daily each direction

VIGER CPR 1969 (1) Montreal – Quebec City round trip daily

FRONTENAC CPR 1969 (1) Montreal – Quebec City round trip daily

RIDEAU CPR 1969 (1) Montreal – Ottawa round trip daily

RIO GRANDE ZEPHYR D&RGW (5) Denver – Salt Lake City every other day

SUPER CONTINENTAL CNR (1) Edmonton – Vancouver daily each direction

PANORAMA CNR (1) Winnipeg – Vancouver daily each direction

COAST DAYLIGHT SP (1) San Francisco – Los Angeles daily each direction

AURORA ARR (1) Anchorage – Fairbanks summers daily

POWHATAN ARROW N&W (1) Cincinnati – Newport News daily each direction

CITY OF MIAMI IC - CofG – ACL – FEC (1) Chicago – Miami winters only every other day

SOUTH WIND PRR – L&N – ACL – FEC (1) Chicago – Miami winters only every other day

LE CHATEAU CHAMPLAIN CPR (1) Montreal – Quebec City round trip daily

LOUISIANA EAGLE T&P (1) New Orleans – Fort Worth Overnight each direction

TURBO TRAINS CNR (2) Toronto – Montreal twice daily round trips

PANAMA LIMITED IC (1) Chicago – New Orleans winter only one season only overnight each direction

BANNER BLUE WAB (1) Chicago – St. Louis round trip daily

NEBRASKA ZEPHYR CB&Q (1) Chicago – Omaha – Lincoln round trip daily

NANCY HANKS II CofG (1) Atlanta- Savannah round trip daily

CITY OF NEW ORLEANS IC (1) Chicago – New Orleans daily each direction

SOUTHERN CRESCENT SOU – L&N (1) Atlanta – New Orleans daily each direction

TTFN AL

[LoveDomes]

Saturday Greetings Tom and whoever else is on board!

My contribution to ENCORE! SATURDAY

I offer a 2nd installment on the Staten Island Rapid Transit (S.I.R.T) from several sources, primarily the works of Irvin Leigh & Paul Matus. Here then is Part II:

The map of the S.I.R.T. (1953)



To enlarge, click the URL: http://rapidtransit.net/net/thirdrail/0201/sirt7.html

(Thanks, Tom![tup])

Until the next time!

Lars