"OUR" PLACE - SEE NEW THREAD!

[siberianmo]

G’day All!

PASSENGER TRAIN NOSTALGIA #61

Here’s something to enjoy regarding the Union Pacific (UP) in a 1933 advertisement from my private collection:

The trail to “Wonderland”

Union Pacific serves 15 of our National parks and more of the famous scenic wonderlands of the West than does any other railroad. Plan now to see the west this summer. We suggest:

Zion-Bryce Canyon
. . .Yellowstone-Grand Teton
. . . . . .Rock Mountain-National Parks
. . . . . . . . . Colorado
California and Hawaii
. . . Pacific Northwest and Alaska
. . . . . .Western Dude Ranches
. . . . . . . . .Hoover Dam

All costs are down. Rail fares are the lowest ever offered. Sightseeing rates, hotels, meals – in fact, all expenses are reduced.

UNION PACIFIC RAILROAD
. . . . . . . . . . . . . . .OVERLAND . . . . . . . . . . . . . . .


Enjoy!

Tom [4:-)][oX)]

[siberianmo]

G'day Gents!

A couple of "things" to report:

First - the RR Book Relay! will kick off on Monday with a mailing to Nick![tup][tup]

Second - we are 'close' to finding a part-time daytime bartender to fill in when I'm not around.

I see we've had some Posts - so let's get to the acknowledgments, before they begin to stack up:

trolleyboy Rob Posted: 20 Jan 2006, 10:58:32 and 11:46:33

Nice work with your Classic Juice! Whenever I read something like these historical narratives, I come away with the same feeling: that was then, and this is now. Meaning, different times, indeed. The linking of the "core" cities with the newly created "suburbs" was much like drawing a circle, then a circle around that, and another, and another, etc. The smallest circle represents where the business are - the next the industry, the next where the workers live, the next where the managers live, the next where the gentry live and so on. Linking all of this were tracks and roads of course. The tracks were for commuter trains and trolleys. The communities of today, largely sprung up because of that linkage. Again, that was then, and this is now. We aren't going to see those days again. It boggles the mind to think of all that infrastructure, pretty much gone. The automobile has surely changed the lives of "modern man."

My guess is that Raymond Burr would have had a far better time of it navigating the passageways of the Budd stainless steel cars than those of VIA Rail's "Renaissance." Those "Chunnel Chuggers" are narrower than their North American "cousins." Poor old Raymond would have gotten stuck, fer sure, fer sure![swg]

Watch for the Double feature on Sunday![tup]

The Blues are suffering a "PP" season because of several factors, the most significant has to do with the "cap" agreed to that ended the year long absence of NHL hockey. They no longer have Chris Pronger along with several others who formed the nucleus for the team that has more consecutive years in the playoffs than any other. That all ends this season, sad to say. So the lockout, the rules changes, the cap - all of that factors in. I think the boys of winter cut their own throats with those demands - what did it get them[?] And the owners still must think we fans are absolutely stupid. Not the two in this household - we don't go, it's as simple as that.

You should have at least two Emails from me ....

LoveDomes Lars Posted: 20 Jan 2006, 11:57:35

Yes, the map does bring a bit of nostalgia to mind. Too bad it doesn't "enlarge," although one can view it better at: http://rapidtransit.net/net/thirdrail/0201/sirt7.html

You got "off the hook" with that one, eh[?] So, we await, Part III.[tup]

Later!


Tom[4:-)] [oX)]

[red p]

Hello Tom, Ill have a jack and coke please................and hi to the rest of you guys as well

Cm3 dont take this personal,but Ive been a steelers fan since the mid 70s.[B)]
Heard we got a couble more miners trapped, hope we can get them out this time and put an end to this business.[V]

Trollyboy thanks for the info in the interurban controllers. the equipment we use today is all pretty much the same,standard 26l brake valve. Although now we have what is known as the epic brake valve,(works basically the same,just electronic)

Nick im glad you like the story.[;)] Now here is some more of it

Around the bend and under the New York Ave. overpass the Federal swayed, cresting the rise and beginning the downgrade to the station.Brower was certain now that his train was out of control. He called to fireman John Moyer had already noticed the excessive speed. When he saw Brower sweating with the controls and heard him call,Moyer threw the emergency valve on his side of the cab. No exhaust,no brakes!

Meanwhile the 66- year old veteran engineer stuck by his throttle. He had no idea what was wrong, except that his brakes wernt holding. He gritted his teeth and hoped for a miracle. As his engine lurched past C tower, Brower again yanked at the whistle cord. Raucous blasts, one after another in quick succession, shattered the morning air. To those who saw the heavy train racing into the complicated pattern of track it added up to the one word that railroaders dread most: runaway!

Brower describes the next few seconds " When I came under New York Ave. I started to blow the horn on the engine to notify people that we couldnt hold the train, to scare them away from the platform,.... I was just hoping something would stop her. "

Back in the train, Conductor Thomas Murphey heard the warning whistle about the same time that he realized the train was rolloing altogather too fast. Murphey was in the ill fated thrid car. As luck would have it he hastened up to the front vestibule and opened the conductors back-up valve. Had he gone to the forth car or been in the forth car or beyond and opened the valve, the train might have been slowed or perhaps even stopped when he let out the air from the line holding the brakes released in the last 13 cars.

as it was, Murphey unfortunatey got no brake action at all. " There was no air in the line, " he said. " I warned the passengers in this (third) coach to lie on the floor or hold their seats, that the train was out of control. That was the best I could do. "

Brakeman Fred King in the forth car, was about to lock the toilet when a sudden swerve of the train threw him off his feet. " When I got myself straightened out... I headed right back to the rear platform. I glanced outside and realized that we had no brakes and were not stopping. I made an attemp for that (emergency brake ) valve on the platform. By that time we were coming into the interlocking right there at C tower. It threw me around and I do not know whether I really did get the valve on ... I could not stay on my feet, to be frank about it."

It is apparent that King did not succeed in opening the valve. Asked later if he heard the warning blasts from the engine, he was not sure.

Far back at the rear of the train Flagman John Meng heard no whistle , but knew something was wrong when the brakes did not begin to grind. at the time he was in the center of the rear car,a sleeper. Because passengers were in the aisle preparing to leave the train, he was unable to reach the emergency valve at either end before the crash came. As the train whipped through the crossover " the car swayed violently...causing me to lose my balance " he said.

P

[coalminer3]

Good Afternoon Barkeep and All, coffee, please, round for the house and $ for the jukebox. Let's play that all time classic (one of Boris's favorites) Mama Get the Hammer (There's a Fly on Papa's Head).

I'm on my way out the door, but will post more on Monday.

HAve a good weekend and may the Steelers prevail.

work safe

[trolleyboy]

Evening Tom and the gang, A keith's and a crown chaser O think,oh and a round of everyone else's favourite poison.

Tom Email's recieved and jointly responded to. You are right of coarse way to much infrastructure is now gone,and it will cost ten times as much to get back as well.[tdn] Cars certainly are the bane of our existance here in NA. A happy side note is that two of the BCER intururbans survived and along with a Vancouver birney car are running a small route in Downtown Vancouver in the historic district. A tourist line but one that does serve the cities transit needs as well. Vancouver also has the largest and most complete electric trolley bus system still running in NA as well as the two skytrain LRV lines. At least their local pollitions didn't completely drop the ball.

Agree with you on the NHL front as well. Prices went up, qualities gone down < double barf > I won't spend money on it. Just as easy to watch on the tube.

Nice UP ad BTW as well. Kinda say's it all about the UP. < Dude ranches and Hawaii> all on the same page, interesting.


Lars & Tom Wonderfull map. Always nice to see the "what " we are talking about. Tom The url's nice and helpfull as well.[tup]

P Okay we need the rest of the story tonight, I can't stand the strain captain. LOL. Thanks for the info on your modern controllers as well. Sometimes I ahve to think that things ( equipmentwise ) have maybe gotten too complex. One electrical short and one could find them up that particular creek with 10,000 feet of train behind you.


I'll check back in again later tonight likely.

Rob

[trolleyboy]

Rats just missed CM3. Have a good weekend if you can as well sir.[tup]

Here's a small add in to my Classic steam series.

CLASSIC STEAM # 14 THE CANADA SOUTHERN ST CLAIR BRANCH


Until 1960 the onlooker would have seen plumes of smoke rising from the stacks of steam engines, or exhaust from diesels trailing strings of passenger cars and boxcars.This was the Candaa southern's St Clair Branch. Part of NYC's Canadian holdings.

It was one of the several southern Ontario branchlines that the founders thought would be a convienient shortcut accross ontario between American cities. In this CSR branches case Buffalo and Chicago. It was launched by Canadians William Thompson and Adam Crooke, albeit financed by the NYC.


While the mainline of the CSR ran arrow strait from Niagara Falls to Windsor, this St Clair branch veered northwestward from a junction just west of St Thomas ON to the St Clair River. Here, at a point on the railroad called Courtright ( named after chief financial contributor Milton Courtright ) the railroad hopped to establish a major rail terminus,with abridge to carry traffic accross the busy river to St Clair on the Michigan side.From there trains would continue on west to Chicago and points further west.


The American link failed however, and the Windsor route with it's tunnel ( GT ) under the Detroit River earned the bulk of the traffic. The grand scheme of a bridge over the river was reduced to barge service. It operated accross the river between Courtright and St Clair for a few years till it burned and sank. With it sank the last vestiges of the American link.

The CSR had pinned it's early hopes for revenue on the oil boom that had started in the early 1860's which put places like Oil Springs and Petrolia on the map. To provide easier access to these prospering places, a new line, The Chatham Sarnia & Erie ( CSE) , was created. Originating at a place called Shrewsbury on Lake Erie,it was intended to pass through Oil Springs, Petrolia and terminate at Sarnia; however, the project never went beyond short spurs from the St Clair Branch, south to Oil Springs and North to Petrolia.

Later , when the oil industry moved to Sarnia, the CSE was absorbed by the Canada Southern,which rerouted the unbuilt section to bypass the oil fields and follow instead the St Clair River into Sarnia. Finally in 1960, the whistles fell silent on the CSR's St Clair Branch and the track was lifted and the stations removed.

Enjoy Rob

Researched with the help of Ron Brown's Ghost Railway's of Ontario- good general reference books on the obscure and unusual rail lines. Two Books Volume 1 and 2 highly recomended reading for those wanting to learn of the Ghosts of railways past.

[passengerfan]

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

PASSENGERFAN AL'S STREAMLINER CORNER #44

OLYMPIAN HIAWATHA CMSTP&P Trains 15-16 June 29, 1947 Chicago – Seattle/Tacoma daily each direction 2,189 miles 45 hours

The third new streamliner between Chicago and the Pacific Northwest to enter service in 1947 was the OLYMPIAN HIAWATHA of the Milwaukee Road. The OLYMPIAN HIAWATHA was the only streamlined train between Chicago and Seattle – Tacoma to operate over its own rails for the entire distance. The OLYMPIAN HIAWATHA was the Milwaukee Roads first and only HIAWATHA to operate in overnight train service and was operated over the greatest distance of any HIAWATHA. The new OLYMPIAN HIAWATHA when inaugurated was operated with an A-B-A set of Fairbanks Morse Erie built diesels between Chicago and Seattle – Tacoma. Later this would change to Diesel-Electric-Steam-Electric in its cross- country run from the Midwest, brought about by the 1949 coal strike. The new Milwaukee Road OLYMPIAN HIAWATHA train sets were built in the roads own Milwaukee shops except for the lightweight streamlined sleeping cars and Skytop Sleeper Lounge Observations built by Pullman Standard. The new OLYMPIAN HIAWATHAS were in service for over a year before Pullman Standard at last delivered the last two cars for each train set. The OLYMPIAN HIAWATHA operated with heavyweight Sleeper and Sleeper Lounge Open Platform Observation until Pullman Standard delivered the new cars. The OLYMPIAN HIAWATHA was interesting for a postwar streamliner in that it carried newly constructed Touralux cars (Milwaukee Roads name for Tourist Sleeping Cars), and was the only railroad in North America to construct new streamlined cars of this type. This was at a time when most heavyweight tourist sleeping cars were being withdrawn from service on other roads. Years later the Northern Pacific introduced Northwest travelers to the Slumbercoach but this was far different than the Touralux cars and their Sections. The new OLYMPIAN HIAWATHA was scheduled for 45 hours between Chicago and Seattle even though the OLYMPIAN HIAWATHAS final West Coast destination was Tacoma an hour south of Seattle. Tacoma was the city where the OLYMPIAN HIAWATHA was cleaned and serviced for its return east. Initially each of the six consists necessary for daily operation were twelve cars in length and by the time the last two streamlined cars for each train set arrived from Pullman Standard the OLYMPIAN HIAWATHA trains had been reduced to ten cars. The Baggage 30’ Railway Post Office and the 32 revenue seat Coach 8 Section Touralux cars were no longer operating in the OLYMPIAN HIAWATHAS. The following are the six train sets as they entered service with out the A-B-A sets of ERIE built power listed and with the heavyweight sleeping cars and heavyweight Sleeper Lounge Open Platform Observations listed. One disadvantage the OLYMPIAN HIAWA-THA had when it entered service was lack of leg rest seats something all rivals to the Northwest would operate in their coaches long before the Milwaukee Road would acquire these type seats.

CONSIST ONE

5A FM-GE Erie A 2,000 HP Diesel Passenger Cab Unit

5B FM-GE Erie B 2,000 HP Diesel Passenger Booster Unit

10A FM-GE Erie A 2,000 HP Diesel Passenger Cab Unit

1209 Express 30’ Railway Post Office Car

1310 Express 21-Crew Dormitory Car

483 56-Revenue Seat Coach

484 56-Revenue Seat Coach

485 56-Revenue Seat Coach

163 18-Seat Coffee Shop Bar 26-Seat Tip Top Tap Lounge Car

5771 CHIPPEWA FALLS 32-Revenue Seat Coach 8-Section Touralux Sleeper

5742 MT. McKINLEY 14-Section Touralux Sleeper

5743 MT. BOSLEY 14-Section Touralux Sleeper

116 40-Seat Dining Car

WACOUTA Heavyweight 6-Section 6-Double Bedroom Sleeping Car

SILVER PLUME Heavyweight 3-Compartment 2-Drawing Room Bar 18-Seat Lounge Open Platform Observation

CONSIST TWO

6A FM-GE Erie A 2,000 HP Diesel Passenger Cab Unit

6B FM-GE Erie B 2,000 HP Diesel Passenger Booster Unit

10B FM-GE Erie A 2,000 HP Diesel Passenger Cab Unit

1211 Express 30’Railway Post Office Car

1312 Express 21-Crew Dormitory Car

489 52-Revenue Seat Coach

490 52-Revenue Seat Coach

491 52-Revenue Seat Coach

165 18-Seat Coffee Shop Bar 26-Seat Tip Top Tap Lounge Car

5773 CRYSTAL FALLS 32-Seat Coach 8-Section Touralux Sleeper

5746 MT. ST. HELENS 14-Section Touralux Sleeper

5747 MT. WILSON 14-Section Touralux Sleeper

118 40-Seat Dining Car

KITTSON Heavyweight 6-Section 6-Double Bedroom Sleeping Car

CRYSTAL POINT Heavyweight 3-Compartment 2-Drawing Room Bar 18-Seat Lounge Open Platform Observation

CONSIST THREE

7A FM-GE Erie A 2,000 hp Diesel Passenger Cab Unit

7B FM-GE Erie B 2,000 hp Diesel Passenger Booster Unit

11A FM-GE Erie A 2,000 hp Diesel Passenger Cab Unit

1213 Express 30’Railway Post Office Car

1314 Express 21-Crew Dormitory Car

495 52-Revenue Seat Coach

496 52-Revenue Seat Coach

497 52-Revenue Seat Coach

167 18-Seat Coffee Shop Bar 26-Seat Tip Top Tap Lounge Bar 26-Seat Tip Top Tap Lounge Car

5775 CANNON FALLS 32-Revenue Seat Coach 8-Section Touralux Sleeper

5750 MT. HAROLD 14-Section Touralux Sleeper

5751 MT. ANGELES 14-Section Touralux Sleeper

120 40-Seat Dining Car

LA CROSSE Heavyweight 6-Section 6-Double Bedroom Sleeping Car

SILVER CITY Heavyweight 3-Compartment 2-Drawing Room Bar 18-Seat Lounge Open Platform Observation

CONSIST FOUR

8A FM-GE Erie A 2,000 HP Diesel Passenger Cab Unit

8B FM-GE Erie B 2,000 HP Diesel Passenger Booster Unit

11B FM-GE Erie A 2,000 HP Diesel Passenger Cab Unit

1208 Express 30’ Railway Post Office Car

1309 Express 21-Crew Dormitory Car

480 52-Revenue Seat Coach

481 52-Revenue Seat Coach

482 52-Revenue Seat Coach

162 18-Seat Coffee Shop Bar 26-Seat Tip Top Tap Lounge Car

5770 SIOUX FALLS 32-Revenue Seat Coach 8-Section Touralux Sleeper

5740 MT. SPOKANE 14-Section Touralux Sleeper

5741 MT. WASHINGTON 14-Section Touralux Sleeper

115 40-Seat Dining Car

WYOCENA Heavyweight 6-Section 6-Double Bedroom Sleeping Car

CRYSTAL BAY Heavyweight 3-Compartment 2-Drawing Room Bar 18-Seat Lounge Open Platform Observation

CONSIST FIVE

9A FM-GE Erie A 2,000 HP Diesel Passenger Cab Unit

9B FM-GE Erie B 2,000 HP Diesel Passenger Booster Unit

12A FM-GE Erie A 2,000 HP Diesel Passenger Cab Unit

1210 Express 30’ Railway Post Office Car

1311 Express 21-Crew Dormitory Car

486 52-Revenue Seat Coach

487 52-Revenue Seat Coach

488 52-Revenue Seat Coach

164 18-Seat Coffee Shop Bar 26-Seat Tip Top Tap Lounge Car

5772 GRANITE FALLS 32-Revenue Seat Coach 8-Section Touralux Sleeper

5744 MT. RAINIER 14-Section Touralux Sleeper

5745 MT. RUSHMORE 14-Section Touralux Sleeper

117 40-Seat Dining Car

SPARTA Heavyweight 6-Section 6-Double Bedroom Sleeping Car

SILVER LEAF Heavyweight 3-Compartment 2-Drawing Room Bar 18-Seat Lounge Open Platform Observation

CONSIST SIX

5A FM-GE Erie A 2,000 HP Diesel Passenger Cab Unit

5B FM-GE Erie B 2,000 HP Diesel Passenger Booster Unit

10A FM-GE Erie A 2,000 HP Diesel Passenger Cab Unit

1212 Express 30’Railway Post Office Car

1313 Express 21-Crew Dormitory Car

492 52-Revenue Seat Coach

493 52-Revenue Seat Coach

494 52-Revenue Seat Coach

166 18-Seat Coffee Shop Bar 26-Seat Tip Top Tap Lounge Car

5774 METALINE FALLS 32-Revenue Seat Coach 8-Section Touralux Sleeper

5748 MT. HOPE 14-Section Touralux Sleeper

5749 MT. STUART 14-Section Touralux Sleeper

119 40-Seat Dining Car

KILBOURN Heavyweight 6-Section 6-Double Bedroom Sleeping Car

SILVER BEACH Heavyweight 3-Compartment 2-Drawing Room Bar 18-Seat Lounge Open Platform Observation

Between October 1948 and the end of January 1949 the heavyweight sleeping cars were replaced with streamlined lightweight 10-Roomette 6-Double Bedroom Sleeping cars, and new streamlined lightweight 8-Double Bedroom 19-seat Skytop Lounge Observations as follows:

Consist one
2 LAKE COEUR D’ALENE 10-Roomette 6-Double Bedroom Sleeping Car

18 SPANISH CREEK 8-Double Bedroom 19-Seat Skytop Lounge Observation

Consist two

7 LAKE CHATCOLET 10-Roomette 6-Double Bedroom Sleeping Car

17 MARBLE CREEK 8-Double Bedroom 19-Seat Skytop Lounge Observation

Consist three

4 LAKE PEPIN 10-roomette 6-Double Bedroom Sleeping Car

16 GOLD CREEK 8-Double Bedroom 19-Seat Skytop Lounge Observation

Consist four

11 LAKE CRESCENT 10-Roomette 6-Double Bedroom Sleeping Car

15 COFFEE CREEK 8-Double Bedroom 19-Seat Skytop Lounge Observation

Consist five

9 LAKE NASHOTAH 10-Roomette 6-Double Bedroom Sleeping Car

14 ARROW CREEK 8-Double Bedroom 19-Seat Skytop Lounge Observation

Consist six

6 LAKE PEND OREILLE 10-Roomette 6-Double Bedroom Sleeping Car

12 ALDER CREEK 8-Double Bedroom 19-Seat Skytop Lounge Observation

In 1949 during the national coal strike the OLYMPIAN HIAWATHA became the only streamlined train in the United States to operate behind Diesel, Electric, and Steam power on its trip between Chicago and Seattle-Tacoma. Due to a shortage of diesels the Milwaukee Road operated the OLYMPIAN HIAWATHA behind FM-GE Erie diesels between Chicago and Harlowton, Montana. From there to Avery Idaho the power was Electric motors, and from Avery to Othello, Washington the power was either oil burning Northern or Hudson. And finally from Othello to Seattle/Tacoma the power was electric motors once again. When the strike ended the Milwaukee Road continued the OLYMPIAN HIAWATHA behind Diesel and Electric power transferring diesels west to replace the steam between Avery and Othello, but the electrics remained for many more years.

In December 1952 just in time for the busy Christmas rush new Super Domes were introduced to the traveling public on the OLYMPIAN HIAWATHA. These cars seated 68 passengers on the dome level and a café and 28-seat Lounge were on the lower level of these magnificent cars.

The OLYMPIAN HIAWATHA was discontinued May 22, 1961 unable to compete with the likes of the GN EMPIRE BUILDER, WESTERN STAR, NP NORTH COAST LIMITED, MAINSTREETER, or the UP CITY OF PORTLAND.

TTFN AL

[trolleyboy]

Hey take a page from Tom's book and voila another classic streamlinner post from Al Electric and Erie builts and all those other good things that could only mean the heavy mainline action of the Milwaukee Road. I would imagine that the classic tail end observation cars that the CNR purhased from Milwaukee Road would have perchance graced these trains ? Not to mention the Little Joe electrics. Good show all around Al [tup]

Rob

[passengerfan]

Good Afternoon Tom and the rest of the gang. Time for a CR and a round for the house.
jJust Thought I would include the complete text on one train and I chose the GOLDEN STATE. This is how it will appear in my book.

PASSENGERFAN AL'S STREAMLINER CORNER #45

GOLDEN STATE CRI&P – SP Trains 3-4 January 4, 1948 Chicago – Los Angeles daily each direction 2,324 miles each way 48 hours

The Rock Island / Southern Pacific GOLDEN STATE between Chicago and Los Angeles by way of Kansas City, Tucumcari, El Paso, Tucson, Phoenix, and Yuma became streamlined and diesel powered on January 4, 1948. Never able to match the time keeping of rival Santa Fe’s SUPER CHIEF or EL CAPITAN, or Union Pacific’s CITY OF LOS ANGELES. The GOLDEN STATE route was never able to compete for speed but for direct service to Phoenix, Tucson, Yuma, or El Paso the GOLDEN STATE was the train to take. The GOLDEN STATE in spite of its slower schedule to end points than its rivals was never the less a fine train and for many years had operated as an all-Pullman train. On January 4, 1948 the GOLDEN STATE began operating on a 45-hour schedule between Chicago and Los Angeles behind diesel power and advertised as streamlined. The new Red and Silver Paint scheme was introduced at that time with the red running from roof to the bottom of the windows and Silver was the color of the lower half of the cars. Only the Southern Pacific would own diesels painted to match in the red and silver scheme but they were soon repainted in DAYLIGHT colors. All of the lightweight streamlined sleeping cars were pre-war and the rest of the cars were a mixture of streamlined and heavyweights painted to match. The trains would not be completely streamlined until 1949-50. Rock Island operated the GOLDEN STATE behind their power between Chicago and Tucumcari, New Mexico and Southern Pacific assigned their diesels from that point to Los Angeles. An exact consist of the GOLDEN STATE would be difficult to list as they were almost constantly changing. The prewar sleeping cars were of two types 4 Compartment 2 Drawing Room 4 Double Bedroom Cars owned by both the Rock Island and Southern Pacific as follows:

ROCK ISLAND

GOLDEN DESERT
GOLDEN DIAL
GOLDEN DREAM
GOLDEN FLEECE
GOLDEN HOUR
GOLDEN SUNSET
GOLDEN WEST

SOUTHERN PACIFIC

GOLDEN CAVERN
GOLDEN CRAG
GOLDEN MISSION
GOLDEN MOON
GOLDEN RIVER
GOLDEN STRAND
GOLDEN TRAIL

The other prewar sleeping cars assigned to the GOLDEN STATE train sets were 6 Section 6 Roomette 4 Double Bedroom cars again with Rock Island owning seven and the Southern Pacific owning six as follows:

ROCK ISLAND

GOLDEN BANNER
GOLDEN CHARIOT
GOLDEN DOME
GOLDEN LOCKET
GOLDEN MESA
GOLDEN PLAZA
GOLDEN TERRACE

SOUTHERN PACIFIC

GOLDEN CANYON
GOLDEN CLOUD
GOLDEN CREEK
GOLDEN PLAIN
GOLDEN SEA
GOLDEN VALLEY

Both CRI&P and SP provided 48 seat Coaches as follows:

ROCK ISLAND

339 GOLDEN HARP
340 GOLDEN FLUTE
341 GOLDEN BELL
342 GOLDEN TRUMPET
343 GOLDEN LUTE
344 GOLDEN CYMBAL
345 GOLDEN CHIME
346 GOLDEN LYRE
347 VALLE VERDE
348 VALLE VISTA
349 VALLE MAR

SOUTHERN PACIFIC

2428 GOLDEN VEIN
2430 GOLDEN SAND
2431 GOLDEN LODE
2437 GOLDEN ORE

The Rock Island also provided the following lightweight streamlined cars.

FIESTA COFFEE SHOP TAVERN CARS

410 GOLDEN GOBLET
411 GOLDEN BOWL
412 EL CAFÉ

36 SEAT DINING CARS

425 GOLDEN BANQUET
426 GOLDEN REPAST
427 GOLDEN HARVEST
428 EL COMEDOR

BAGGAGE 21 CREW DORMITORY CAR

820

2 DOUBLE BEDROOM 1 DRAWING ROOM BARBER SHOP BUFFET 26 SEAT LOUNGE OBSERVATION

478 GOLDEN VISTA
479 GOLDEN DIVAN

Where the Rock Island had completed streamlining of the GOLDEN STATE the opposite was true for the Southern Pacific only the previously listed SP cars were streamlined in time for the GOLDEN STATE streamlined inaugural. The Southern Pacific assigned heavyweight cars for their part until late 1949 when the remaining lightweight streamlined cars for GOLDEN STATE service arrived for the Southern Pacific.
By September 1950 the five train sets operating in GOLDEN STATE service were as follows .

Initially the GOLDEN STATE consists of 1948 had a number of heavyweight cars and were not truly streamlined. In fact it would be 1950 before the GOLDEN STATE consists became fully streamlined. In fact until they were discontinued two of the five consists operated with heavyweight Baggage 27-Crew Dormitory cars. The red and silver paint scheme and faster schedule were indeed introduced January 4, 1948.


CONSIST ONE

6000A (SP) EMD E7A 2,000 HP Diesel Passenger Cab Unit (Los Angeles – Tucumcari)

6000B (SP) EMD E7B 2,000 HP Diesel Passenger Booster Unit (Los Angeles – Tucumcari)

6000C (SP) EMD E7B 2,000 HP Diesel Passenger Booster Unit (Los Angeles – Tucumcari)

832 (CRI&P) EMD E7A 2,000 HP Diesel Passenger Cab Unit (Tucumcari – Chicago)

832B (CRI&P) EMD E7B 2,000 HP Diesel Passenger Booster Unit (Tucumcari – Chicago)

6014 (CRI&P) Heavyweight Baggage 27-Crew Dormitory Car

339 GOLDEN HARP (CRI&P) 48-Revenue Seat Coach

340 GOLDEN FLUTE (CRI&P) 48-Revenue Seat Coach

410 GOLDEN GOBLET (CRI&P) 32-Seat Coffee Shop 14-Seat Tavern Lounge Car

341 GOLDEN BELL (CRI&P) 48-Revenue Seat Coach (Los Angeles – Minneapolis via TWIN STAR ROCKET to and from Kansas City)

GOLDEN LOCKET (CRI&P) 6-Section 6-Roomette 4-Double Bedroom Sleeping Car (Los Angeles – Minneapolis via TWIN STAR ROCKET to and from Kansas City)

9157 GOLDEN VALLEY (SP) 6-Section 6-Roomette 4-Double Bedroom Sleeping Car (Los Angeles – St. Louis via MP to and from Kansas City)

425 GOLDEN BANQUET (CRI&P) 36-Seat Dining Car

LA JOLLA (CRI&P) 12-Double Bedroom Sleeping Car

GOLDEN DESERT (CRI&P) 4-Compartment 2-Drawing Room 4-Double Bedroom Sleeping Car (Phoenix-Chicago)

9111 GOLDEN RIVER (SP) 4-Compartment 2-Drawing Room 4-Double Bedroom Sleeping Car (Tucson – Chicago)

9047 GOLDEN CREST (SP) 10-Roomette 6-Double Bedroom Sleeping Car

487 GOLDEN VISTA (CRI&P) 2-Double Bedroom 1-Drawing Room Barber Shop Buffet 9-Seat Lounge 13-Seat Lounge Observation

CONSIST TWO

6001A (SP) EMD E7A 2,000 HP Diesel Passenger Cab Unit (Los Angeles – Tucumcari)

6001B (SP) EMD E7B 2,000 HP Diesel Passenger Booster Unit (Los Angeles – Tucumcari)

6001C (SP) EMD E7B 2,000 HP Diesel Passenger Booster Unit (Los Angeles – Tucumcari)

833 (CRI&P) EMD E7A 2,000 HP Diesel Passenger Cab Unit (Tucumcari – Chicago)

833B (CRI&P) EMD E7B 2,000 HP Diesel Passenger Booster Unit

3100 (SP) Baggage 27-Crew Dormitory Car

2399 GOLDEN NUGGET (SP) 44-Revenue Seat Coach

2377 GOLDEN ORE (SP) 44-Revenue Seat Coach

10402 GOLDEN TRENCHER (SP) 32-Seat Coffee Shop 14-Seat Tavern Lounge Car

2401 GOLDEN FLAKE (SP) 44-Revenue Seat Coach (Los Angeles – Minneapolis via TWIN STAR ROCKET to and from Kansas City)

GOLDEN CHARIOT (CRI&P) 6-Section 6-Roomette 4-Double Bedroom Sleeping Car (Los Angeles – Minneapolis via TWIN STAR ROCKET to and from Kansas City)

9160 GOLDEN CREEK 6-Section 6-Roomette 4-double Bedroom Sleeping Car (Los Angeles – St. Louis via MP to and from Kansas City)

10206 GOLDEN CHALICE (SP) 36-seat Dining Car

2984 GOLDEN VIEW (SP) Stewardess Room Barber Shop Buffet 39-Seat Club Lounge Car

9402 GOLDEN ORANGE (SP) 12-Double Bedroom Sleeping Car

9110 GOLDEN MISSION (SP) 4-Compartment 2-Drawing Room 4-Double Bedroom Sleeping Car (Phoenix – Chicago)

9115 GOLDEN STRAND (SP) 4-Compartment 2-Drawing Room 4-Double Bedroom Sleeping Car (Tucson – Chicago)

9055 GOLDEN DAWN (SP) 10-Roomette 6-Double Bedroom Blunt End Car

CONSIST THREE

6002A (SP) EMD E7A 2,000 HP Diesel Passenger Cab Unit (Los Angeles – Tucumcari)

6002B (SP) EMD E7B 2,000 HP Diesel Passenger Booster Unit (Los Angeles – Tucumcari)

6002C (SP) EMD E7B 2,000 HP Diesel Passenger Booster Unit (Los Angeles – Tucumcari)

834 (CRI&P EMD E7A 2,000 HP Diesel Passenger Cab Unit (Tucumcari – Chicago)

834B (CRI&P) EMD E7B 2,000 HP Diesel Passenger Booster Unit (Tucumcari – Chicago)

6015 (CRI&P) Heavyweight Baggage 27-Crew Dormitory Car

342 GOLDEN TRUMPET (CRI&P) 48-Revenue Seat Coach

343 GOLDEN LUTE (CRI&P) 48-Revenue Seat Coach

411 GOLDEN BOWL (CRI&P) 32-Seat Coffee Shop 14-Seat Tavern Lounge Car

344 GOLDEN CYMBAL (CRI&P) 48-Revenue Seat Coach (Los Angeles – Minneapolis via TWIN STAR ROCKET to and from Kansas City)

GOLDEN PLAZA (CRI&P) 6-Section 6-Roomette 4-Double Bedroom Sleeping Car (Los Angeles – Minneapolis via TWIN STAR ROCKET to and from Kansas City)

9158 GOLDEN SEA (SP) 6-Section 6-Roomette 4-Double Bedroom Sleeping Car (Los Angeles – St. Louis via MP to and from Kansas City)

426 GOLDEN REPAST (CRI&P) 36-Seat Dining Car

LA PALMA (CRI&P) 12-Double Bedroom Sleeping Car

GOLDEN SUNSET (CRI&P) 4-Compartment 2-Drawing Room 4-Double Bedroom Sleeping Car (Phoenix – Chicago)

9113 GOLDEN MOON (SP) 4-Compartment 2-Drawing Room 4-Double Bedroom Sleeping Car (Tucson - Chicago)

9048 GOLDEN STAR (SP) 10-Roomette 6-Double Bedroom Sleeping Car

479 GOLDEN DIVAN (CRI&P) 2-Double Bedroom 1-Drawing Room Barber Shop Buffet 9-Seat Lounge 13-Seat Lounge Observation

CONSIST FOUR

6000A (SP) EMD E7A 2,000 HP Diesel Passenger Cab Unit (Los Angeles – Tucumcari)

6000B (SP) EMD E7B 2,000 HP Diesel Passenger Booster Unit (Los Angeles – Tucumcari)

6000C (SP) EMD E7B 2,000 HP Diesel Passenger Booster Unit (Los Angeles – Tucumcari)

832 (CRI&P) EMD E7A 2,000 HP Diesel Passenger Cab Unit (Tucumcari – Chicago)

832B (CRI&P) EMD E7B 2,000 hp Diesel Passenger Booster Unit (Tucumcari – Chicago)


3401 (SP) Baggage 27-Crew Dormitory Car

2400 GOLDEN BAR (SP) 44-Revenue Seat Coach

2378 GOLDEN SAND (SP) 44-Revenue Seat Coach

10403 GOLDEN LADLE (SP) 32-Seat Coffee Shop 14-Seat Tavern Lounge Car

348 VALLE VISTA (CRI&P) 48-Revenue Seat Coach (Los Angeles – Minneapolis via TWIN STAR ROCKET to and from Kansas City)

GOLDEN DOME (CRI&P) 6-Section 6-Roomette 4-Double Bedroom Sleeping Car (Los Angeles – Minneapolis via TWIN STAR ROCKET to and from Kansas City)

9161 GOLDEN CANYON (SP) 6-Section 6-Roomette 4-Double Bedroom Sleeping Car (Los Angeles – St. Louis via MP to and from Kansas City)

10207 GOLDEN VIAND (SP) 36-Seat Dining Car

2985 GOLDEN OUTLOOK (SP) Stewardess Room Barber Shop Buffet 39-Seat Club Lounge Car

9403 GOLDEN POPPY (SP) 12-Double Bedroom Sleeping Car

9117 GOLDEN TRAIL (SP) 4-Compartment 2-Drawing Room 4-Double Bedroom Sleeping Car (Phoenix – Chicago)

9116 GOLDEN CAVERN (SP) 4-Compartment 2-Drawing Room 4-Double Bedroom Sleeping Car (Tucson – Chicago)

9056 GOLDEN WAVE (SP) 10-Roomette 6-Double Bedroom Sleeping Car Blunt End

CONSIST FIVE

2001A (SP) EMD E7A 2,000 HP Diesel Passenger Cab Unit (Los Angeles – Tucumcari)

2001B (SP) EMD E7B 2,000 HP Diesel Passenger Booster Unit (Los Angeles – Tucumcari)

2001C (SP) EMD E7B 2,000 HP Diesel Passenger Booster Unit (Los Angeles – Tucumcari)

833 (CRI&P) EMD E7A 2,000 hp Diesel Passenger Cab Unit (Tucumcari – Chicago)

833B (CRI&P) EMD E7B 2,000 hp Diesel Passenger Booster Unit (Tucumcari – Chicago)

820 (CRI&P) Baggage 26-Crew Dormitory Car

345 GOLDEN CHIME (CRI&P) 48-Revenue Seat Coach

346 GOLDEN LYRE (CRI&P) 48-Revenue Seat Coach

412 EL CAFÉ (CRI&P) 32-Seat Coffee Shop 14-Seat Tavern Lounge Car

347 VALLE VERDE (CRI&P) 48-Revenue Seat Coach (Los Angeles – Minneapolis via TWIN STAR ROCKET to and from Kansas City)

GOLDEN BANNER (CRI&P) 6-Section 6-Roomette 4-Double Bedroom Sleeping Car (Los Angeles – Minneapolis via TWIN STAR ROCKET to and from Kansas City)

9159 GOLDEN PLAIN (SP) 6-Section 6-Roomette 4-Double Bedroom Sleeping Car (Los Angeles – St. Louis via MP to and from Kansas City)

428 EL COMEDOR (CRI&P) 36-Seat Dining Car

LA QUINTA (CRI&P) 4-Compartment 2-Drawing Room 4-Double Bedroom Sleeping Car

GOLDEN HOUR (CRI&P) 4-Compartment 2-Drawing Room 4-Double Bedroom Sleeping Car (Phoenix – Chicago)

9114 GOLDEN CRAG (SP) 4-Compartment 2-Drawing Room 4-Double Bedroom Sleeping Car (Tucson – Chicago)

9046 GOLDEN SUN (SP) 10-Roomette 6-Double Bedroom Sleeping Car

480 LA MIRADA (CRI&P) 2-Double Bedroom 1-Drawing Room Barber Shop Buffet 10-Seat Lounge 14-Seat Lounge Observation

With completion of CTC on the north line in Arizona that moved the GOLDEN STATES to the route through Deming and Lordsburg in both directions beginning December 20, 1961.

The GOLDEN STATES made their final runs February 21, 1968. By this time the trains were operating with a hamburger grill car and were reduced to a single sleeping car and a few coaches.

TTFN AL

[siberianmo]

Evenin' Gents!

Since my last Post, we've heard from:

ftwNSengineer P Posted: 20 Jan 2006, 15:45:36 (226) Federal Express, Part IV, etc.

coalminer3 CM3 Posted: 20 Jan 2006, 15:58:46 (226) PM visit!

trolleyboy Rob Posted: 20 Jan 2006, 16:06:27 (226) Inclusive Post, etc.

trolleyboy Rob Posted: 20 Jan 2006, 16:38:15 (226) Classic CNR Steam #14

passengerfan Al Posted: 20 Jan 2006, 16:45:13 (226) Streamliner #44

trolleyboy Rob Posted: 20 Jan 2006, 16:51:06 (226) etc.

passengerfan Al Posted: 20 Jan 2006, 17:06:43 (226) Streamliner #45

Nice of ALL to make your contributions to the group![tup][tup]

Still looking for a Manager!

Didn't notice anyone partaking in our Pizza Nite! or Steak 'n Fries Nite![%-)][%-)][%-)]

Appreciate the round, CM3 and the quarters for Herr Wurltizer's Coal Scuttle![tup][tup] Twice in one day![yeah]

Al Two fine Streamliner series! AND two rounds![wow] So, one more time - what's the deal between your abillity to Post these "things" on the thread AND your printer[?] Also, what league is that hockey team in[?]

Rob Another fine Post with your Classic CNR Steam! Appreciate the visits AND the round![swg]

P Is there a video available of this adventure? Part V is next, eh[?] Compellilng stuff, indeed.[tup]

Okay Gents, we've been ready to serve one and all since 5 PM! [dinner]Dinner anyone[?]

Later!

Tom[4:-)][oX)]

[passengerfan]

Tom will have to wait for the Morning Paper to find the leaque of our Hockey team. They play Anchorage in Alaska tonight. They won the home opener but haven't done to well since.
Sports franchises are new to Stockton and will take some getting used to.

We had a brand new baseball park open last April and they even have a section with Rocking Chairs. That sounds like it was made for me.

I don't know about you but the TV cameras are unable to keep up with the Puck so would rather see a Hockey game in person. Never did enjoy the game on TV. The new Arena seats 10, 000 for Hockey and last nights crowd was 6,740 for a Thursday night that isn't too bad.
I must also mention that we are going to have Arena Football and Soccer in the new sports complex.

One thing I noticed last night if the Arena fails it would make a great indoor railroad layout.

I know Boris ring the bell time for another round.

TTFN AL

[siberianmo]

Hey Al

Caught you over at my other thread and now here! Busy night for you, eh[?]

I never said I didn't like hockey - in fact it is a great sport and I agree, I'd much rather watch it in person. We used to drive to KCity just to watch the old IHL team - the KC Blades (now defunct). Really prefer minor league hockey. NHL has totally turned us off, as in O-F-F!!

While you're at it Boris ring it again![swg]

Later!

Tom[4:-)] [oX)]

[Anonymous]

Good evening Tom and gents! I'll have a bottomless draught, and here's $23.68 to use on a round for the house. I enjoyed your London & North Eastern Railway add from 1933. It's difficult for me to picture trains coupled with anything medieval. It just isn't a good match for me, but maybe that's just my take on it. As for the most recent coalmining disaster, my bet is that these accidents happen a lot more frequently than we hear about.

It's been a busy work week for me, and it looks like I'll be having a steady diet of more of the same ... forever. Lucky me. On the sports side of things in Chicago, the Bears lost, as they should. They never fooled me into thinking they were a real team. They just had a cushy schedule. I'll root for CM3's Steelers now. I surely enjoyed their toppling the Colts! Our Blackhawks aren't winning much, but they're all very young and super talented kids who need some time to get used to playing with each other. Our third line is a serious weak-link. Perhaps some collective deck re-shuffling will keep them from killing us.

As usual, the posts here have been truely outstanding. Wonderful wonderful stuff came from so many, with P offering his continuing saga of the Federal Express. Rob went beyond the call with his many excellent posts on the LE&N, BC Hydrorail, Canada SOuthern St. Clair, and Hiawatha. Al followed suit with a terrific post on the Golden State. I'm sure everyone here is just as impressed with Rob and Al as I am. You two guys are incredible sources of fascinating information, and the time you must spend typing is obvious.

Nick, sorry I missed your Tiger Prawns the other night. I like to butterfly cut them, and dip them in virgin olive oil, season with Spike and grill them on a flat iron pan, even in snowy weather like we're having now.

Ted, it sure comes as a shock that you won't be with us as much as usual. Where are your priorities? [:0] We need you to assist in brainwashing Al's grandson! [}:)]Remember the "Our Place" motto ...."As soon as kids can talk, they should be talking about trains."

I have a special treat for ya'll. You might remember my mentioning the acquisition of other material that I felt would be interesting to the folks here. Well, it's here ... about 3 dozen "Railroad Stories" pulp magazines published from 1931 to 1946. The pages are yellowed, and many fall apart, but I believe I can use them. We shall see!

For now... here is the final part of my Russian Decapod series:

A Brief History of Russian Decapods – by Thomas J. Schneider and Hugh R. Harris – selected from November 1996 Rail & Wire

Sold to the St. Louis-San Francisco Railroad in 1920, USRA 1147 became Frisco 1630. The Frisco owned twenty Russian Decapods. Compare the “Americanized” 1630 with the original export version at the beginning of this series. 1630 was photographed in Springfield, Missouri, on May 19, 1949, by Arthur Johnson.


When the USRA was dismantled, the government-owned locomotives were to be sold. The Frisco (St. Louis-San Francisco Railroad) had 10 of the Alco Decapods already in service under the War Department lease plan. When the sale was announced they immediately purchased the ten units already on their lines at $25,000.00 each – with the government to pay for putting them in good condition prior to the sale. Mr. J.M. Kurn, the President of the Frisco, asked Mr. E.W. Brown, Chairman of the road, to try to buy more of the “Russian Decapods,” since the ones they already had were giving excellent service. We have copies of letters and telegrams between Mr. Kurn and Mr. Brown discussing this purchase. In addition there are copies of letters from Frank McManamy, the Assistant Director of Operations for the USRA about the possibility of additional locomotives being available.

However the first contract between the Department of the Army (which was assigned to dispose of the locomotives and other materials) and the Frisco was only for the 10 Alco locomotives already been committed to other lines or sold for export. These initial 10 were numbered Frisco 1615 through 1624.

Of the original 200 Decapods leased out by the War Department, a total of 87 were immediately purchased by American roads as shown in Table IV. The balance of 113 were sold for export to the Washington firm of Cuthell, White, Bayles and Appel, counselors-at-law. There was a specific condition in the terms of sale that the locomotives could not be resold to the “Russian soviet republic.” (Note the capitalization is from the original document). All 113 locomotives were to be repaired, re-altered to five-foot gauge, equipped with Russian couplers and boxed for ocean shipment by the Baldwin Locomotive Works. The price for these was $47,710.00 each compared with the $25,000.00 each paid by the American roads. A report in The Engineer of London (May 28, 1920, pg. 557) stated that these remaining engines had been sold to the Government of Estonia.



However apparently not all of these locomotives were actually shipped out of the country. We have no explanation for the discrepancy, but in November of 1920 we have copies of letters and telegrams between Mr. Brown, Mr. Kurn and Mr. McManamy about sending an inspection team to the Tullytown****nal in Pennsylvania. They were to inspect more Decapods and to select the ones the Frisco wanted. There had not been another 56 Russian Decapods released for sale to US railroads.

These were to be sold under the same terms as the first ones bought by the Frisco. The price was $25,000.00 each to be paid over five years at $5,000.00 per year. Again the government would pay to put the locomotives in good condition prior to the sale. The Frisco signed another contract with the War Department on November 22, 1920, for the second group of locomotives. These were listed in a letter dated July 21, 1921, as USRA Numbers 1053, 1074, 1089, 1097, 1134, 1135, 1140, 1147, 1181 and 1199.

Once the Frisco bought and renumbered USRA 1147 as Frisco 1630, she and her sisters were reconditioned in the Frisco shops at government expense as part of the purchase agreement. The records we have been able to examine do not say how much was spent to recondition the locomotive or indicate exactly what alterations were made by the Frisco.

Later records do show that in 1926 the railroad replaced 38 of the regular radial staybolts with Tate Flexible staybolts. In 1935 she got a new front flue sheet, a couple of patches on the boiler, and a new set of flues. In September, 1938 the Frisco added another safety valve so that 1630 now had the three safeties that we see today. The Nicholson Thermic Siphon was added in August, 1938, then in 1945 they did some substantial firebox patch work. Both PRR and the Frisco record the lower tri-**** valve as being 3 ½” above the crown sheet although the initial specification shows 2 ¾”.

We have a letter from Mr. C.V. Knox, who was responsible for 1630 in the early 1940s at the Kansas City shops of the Frisco. At that time Frisco 1630 was used on trains 58 and 59 between Clinton, Missouri and Kansas City. Number 58 would depart Clinton about 5:00 pm daily with a train of coal for Kansas City Power and Light Company. It would arrive in Kansas City about 9:00 pm and turn back with a one hour layover, departing Kansas City about 10:00 pm with empties.

1630 in passenger service, just months before her sale to Eagle-Picher Mining Company, 1630 pulls Frisco Train Number 21 out of Harrisonville, Missouri, at 9:15 am on a bright summer morning. Trains 20 and 21 plied the secondary route between Kansas City and Springfield, Missouri, covering the 195 mile trip in 6 hours and 20 minutes. The mainline between the two cities was served by the Kansas City-Florida Special, a joint Frisco, Southern Railroad, Florida East Coast train between Kansas City.


In his letter, Mr. Knox refers to an accident involving the 1630. He got his information from a retired Chief Dispatcher Mr. J.R. Kolb and from retired Engineer T.H. Beckham. Sometime in 1942 a regular or extra train with engine 4012 southbound was to meet regular or extra train with engine 1630 at Kimbrough, Alabama, where the Frisco and Southern Railroads had a crossing and interchange. The passing track was north of the Southern Railroad crossing. When 4012 arrived at Kimbrough they found the passing track blocked with a cut of interchange cars from the Southern. Apparently the interchange track only held six or eight cars and when there were more cars than that it was customary to shove them all onto the passing track.

Since the passing track was blocked, for some reason 4012 proceeded south across the Southern Railroad crossing and into some curvy track on the main line. It was in these curves that 1630 northbound (with Stave Jackson, who had a reputation as a fast runner, on the throttle) met 4012 head on. Apparently the two locomotives were locked together since we have a letter from Mr. John Seanor Abbott of Springfield, Missouri who was the Roundhouse Foreman at Amory at the time the accident happened. He comments that it was a long drag with the 1630 and 4012 tied together with switch chains from Kimbrough to Amory and then to Memphis.

Apparently they called 1630 “The Bolshevist” since it had originally been built for Russia. Mr. Abbott was an apprentice in the Springfield roundhouse when the locomotive arrived there. He states that the 1600s were very hard to re-rail – let’s hope we don’t have to do it too often! We have no more information on the incident, 1630 was in general freight service on the Frisco.

[Anonymous]

OK ...I couldn't wait to show ya'll a little of the material that's just come in:

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

In 1902, This Rogers Consolidation was the Great Northern’s answer to smoke nuisance in the Cascade Tunnel. Big motors, working singly or in tandem, Now glide through the 3 ½ mile bore.


Ever since 1833, when construction engineers drove America’s first railway tunnel through a hillside four miles east of Johnstown, Pa., motive power men have cudgeled their brains for a solution to the difficult problem of smoke deflection. True, their first efforts were scattered and half-hearted, since early bores allowed worlds of atmospheric clearance for iron colts whose stacks reached high above slim boilers and gothic-windowed cabs. But there came a day when locomotives were to burst their brass belting and grow in girth until their stacks resembled nothing so much as warts on a Sequoia log.

Those of us who spent the period of transition in smoke-filled engine cabs will never forget the experience. When a big freight hog, with something less than a thousand loads at her tail, thundered into a tunnel and the dynamiting exhaust struck the ceiling like the muzzle-blast of a rapid-fire cannon, belching smoke was instantly deflected downward to enshroud us in a shriveling black fog. Somehow, we usually managed to weather through, but more than one good rail came out cooked like a Thanksgiving turkey.

Not only did the tunnels endanger the lives and health of engineer, foremen and head-shack, but very often the exhaust blasted key-bricks from the arched ceiling, thereby threatening to drop the mountains above straight through the open holes. It has been told how an engineer named Clancy – or maybe it was Moriarty – saved enough bricks on the “Rat Hole” run in a year to build a fine house. Most of them he took from the running board, but now and then one bounced through the window and clicked him on the cranium.

Back in 1907, when I was braking on the Southern, those falling bricks annoyed Master Mechanic W.H. Dooley, of the CNO&TP. Besides, he was tired of listening to the crews cuss. So it was that he went about building what might be termed the first “modern” smoke deflector. Unfortunately, Mr. Dooley soon found himself in the position of the man who built a cabin cruiser in his basement. He had the boiler makers in the Ferguson Shops at Somerset, Ky., cut out and fit an extension over the stack of one of the engines; an elbow pipe like the kind you’ll find behind a kitchen stove.

This member was about two feet high, and hinged in such a manner that it could be raised and lowered by a contrivance that included a set of gears and an air cylinder. Everybody gathered around to see the epic-making locomotive start off, and Mr. Dooley was as proud as a new father. The hogger cracked under the throttle, but he forgot to lower the smoke deflector and it knocked down part of the building. This was better than jarring the portal off a tunnel, for it was discovered that the device was too high to clear the main lines bores anyway.

Not disheartened, Mr. Dooley made another one. This was a right angle bonnet, or flop-over deflector. It was operated by a mechanism similar to the first, but, though the air was left on in the tunnel, the exhaust had a tendency to blast the bonnet off the stack. Dooley then cut off a third of the elbow, which allowed free passage of some of the exhaust until the deflected portion struck it, whereupon the entire exhaust was turned from the tunnel ceiling. The pressure at the top edge of the bonnet held it firmly against the stack. These bonnets are still used on some of the Southern’s engines, and a careful survey discloses that the original right-angle deflector, with minor changes, is a favorite on the Canadian Pacific, Great Northern, Santa Fe, the Milwaukee and several other top-ranking railroads.

As I have already stated, I was braking on the Southern about that time, on a run in the Atlanta-Chattanooga district. Athwart that route, just south of Braswell, Georgia, old Braswell Mountain stood glowering, plainly resentful of the snorting trains that rummaged around in her bowels. It was in this bore that I heard Gabriel trumpeting his call to man the Heavenly Express, on my first trip over the line.

The hogger and fireman had coaxed that hand-fired, saturated freight hauler up the grade with 1200 tons on her tail. When we hit the portal the steam pressure was down to 160 pounds. The tallowpot had been working his heart out, trying to wind her up against the pin, but the coal was tough, the fire was dirty and the old gal wasn’t what she used to be. Each long-drawn grunt threatened to prove her last. The added tonnage of a jay bird lighting on a box car would have stalled us. Every shovel of coal added to the density of the smoke belching from the stack. Just before we blasted underground, the hoghead eased the throttle off a few notches and dropped the Johnson bar down in the corner. Then he reached for the sander valves. Seeping water and exhaust evaporation would make the rails in the tunnel as slippery as a county fair greased pig.

Meanwhile, the foreman had gone to the gangway to gulp down a last breath of clean air. Already, we’d closed the windows and soaked big gobs of waste with water. The last trickle of daylight faded. The labored thunder of the exhaust slugged at our eardrums, the heat and the smoke grew ever more intense. It was like slow-baking in a Dutch oven. We buried our faces in our caps and the wet waste – coughing and choking. I had visions of stalling, and tried to steal a glimpse of the gage. I thought of the tank and wished I was in it to my neck – and then some. About that time the drivers started to dance, But the hogger caught her, like a wayward wench being dragged to her feet by a true Southern gentleman.

We were suffocating, and yet we burrowed deep in coats and jumpers, trying to shut out that stifling heat and smoke fumes. My ears rang – or, perhaps, it was chimes. I vowed that if I ever got out of Braswell Tunnel, I’d lead a sweeter, purer life. And then, suddenly, we were through, and Braswell Mountain was behind us.

Along in 1917, a pusher was located on Braswell Mountain. One day this engine was ordered to the shops. An engineer named Damon Hicks started up the hill with the ailing jack. When he entered the tunnel a cylinder packing was blowing. Before he got half way through it went out, enveloping him in a swirl of steam. To complete his discomfiture, the drivers started to spin and he couldn’t find the throttle for the ghostly “soup.” The pusher slipped down. Damon tried to start, but the old mill just danced. She was out of sand – the very life-blood of an engine in a tunnel. The other hogger had used it helping on the mountain during the night.

When Hicks finally got her out, and wiped his sweating face and hands with the waste he had to breathe in, every inch of skin came off. He was out of service several months, and still feels the effects of his experience under Braswell Mountain.

This ear-trumpet effect decorated the head-end of the Boston & Lowell’s “Eagle”, back in 1870. Strictly speaking, it was a spark arrester, not a smoke deflector.


[:I] Railraod Magazine, was formerly Railroad Stories, which used to be Railraod Man's Magazine. This Feb 1941 edition cost 15 cents! (17 cents in Canada)

[siberianmo]

SATURDAY’s INFO & SUMMARY of POSTS

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


The weekend has arrived! Time to pour a hot cup of freshly brewed coffee and try our <light> and <traditional> breakfasts. Don’t forget the freshly baked pastries from The Mentor Village Bakery!

Today is ENCORE! Saturday. Dig out those oldies but goodies and resubmit ‘em! Never know who may find enjoyment either on the second time around, or for the first time![tup]


Daily Wisdom

Grammy has so many clothes, she never wears the same outfit once. (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>


* Weekly Calendar:

Today is Steak ‘n Trimmin’s Nite!

The bar is CLOSED tomorrow (Sunday). However it IS Sunday Photo Posting Day![tup]


SUMMARY

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

(1) siberianmo Tom Posted: 20 Jan 2006, 05:31:21 (225) Friday’s Info & Summary

(2) LoveDomes Lars Posted: 20 Jan 2006, 07:28:36 (225) AM narrative

(3) coalminer3 CM3 Posted: 20 Jan 2006, 08:33:32 (225) Morning visit

(4) Theodorebear Ted Posted: 20 Jan 2006, 08:53:28 (225) Inclusive Post, and ….

(5) siberianmo Tom Posted: 20 Jan 2006, 09:12:30 (225) Acknowledgments, etc.

(6) siberianmo Tom Posted: 20 Jan 2006, 09:27:01 (225) Special

(7) trolleyboy Rob Posted: 20 Jan 2006, 10:58:32 (225) Inclusive Post, etc.

(8) trolleyboy Rob Posted: 20 Jan 2006, 11:46:33 (225) Classic Juice #19

(9) LoveDomes Lars Posted: 20 Jan 2006, 11:57:35 (225) Map of the SIRT (1953)

(10) siberianmo Tom Posted: 20 Jan 2006, 13:05:33 (225) NOSTALGIA #61 Ad, UP (1933)

(11) siberianmo Tom Posted: 20 Jan 2006, 15:40:29 (226) Acknowledgments, etc.

(12) ftwNSengineer P Posted: 20 Jan 2006, 15:45:36 (226) Federal Express, Part IV, etc.

(13) coalminer3 CM3 Posted: 20 Jan 2006, 15:58:46 (226) PM visit!

(14) trolleyboy Rob Posted: 20 Jan 2006, 16:06:27 (226) Inclusive Post, etc.

(15) trolleyboy Rob Posted: 20 Jan 2006, 16:38:15 (226) Classic CNR Steam #14

(16) passengerfan Al Posted: 20 Jan 2006, 16:45:13 (226) Streamliner #44

(17) trolleyboy Rob Posted: 20 Jan 2006, 16:51:06 (226) etc.

(18) passengerfan Al Posted: 20 Jan 2006, 17:06:43 (226) Streamliner #45

(19) siberianmo Tom Posted: 20 Jan 2006, 18:45:45 (226) Acknowledgments, etc.

(20) passengerfan A; Posted: 20 Jan 2006, 19:11:12 (226) Chat

(21) siberianmo Tom Posted: 20 Jan 2006, 20:43:37 (226) reply to passengerfan

(22) barndad Doug Posted: 20 Jan 2006, 22:35:18 (226) Inclusive Post & Russian Decapods, Final

(23) barndad Doug Posted: 20 Jan 2006, 23:55:02 (226) Smoke Deflectors


NOW SHOWING at The Mentor Village Emporium Theatre:

. . . January 16th thru 21st: Disaster on the Coastliner (1979-TV) starring Lloyd Bridges, Raymond Burr & Robert Fuller.

Coming attractions:

. . . 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.

. . . 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!

[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

[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

[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!

[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!

[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]

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!

[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]

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)]

[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]

[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

[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=:-)]

[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.

[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!

[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!

[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