"OUR" PLACE - SEE NEW THREAD!

[pwolfe]

Hi Tom and all.

HAPPY 10TH ANNIVESARY TO OUR PLACE[tup][tup][tup].

Another great Sunday photo day
Many thanks all. DOUG The destructive power of a locomotive boiler is unbelievable and the jokes are still new to me and raise a [(-D][tup].
TED Good to hear from you. The outdoor G-Scale layout looks great it will be good to see more photos as it developes.
RUSSELL. Wonderful photos at the St Louis museum I think that they have moved some of the exhibits about since I was last there and it looked as though the weather was good the day you visited.

NICK Looking forward to the details on the model and full scale locos and railways.

LARS Great dome photos and thanks for the details on them AL.

TOM Thanks for the B.R. pics I will give some details tomorrow and Many Thanks for posting mine and thanks for the kind words all. [tup] the details on them are.

Page 244
York #13 L.N.E.R. A4 class 4-6-2 #4468 (later B.R. # 60022) MALLARD. THE WORLD STEAM SPEED RECORD HOLDER of 126.5 MPH on 3rd July 1938. She as been refitted with the wheel valences which were removed from the class in the 1940s.

York #14 The Dynamometer Car which recorded the record run with Mallard.

York #16 Great Northern Railway Stirling Single 4-2-2 of 1870 #1 with an 8 foot 1 inch driving wheel. These locos worked fast lightweight expresses at the time. This loco class was invoved in the Race to the North for the East Coast route. A rival engine on the West Coast can just be glimpsed in background of photo #20, if it is enlarged, above the N on #1s tender. This loco is the London and North Western Railway's 2-4-0 # 790 Hardwicke.

York #17 An18 inch guage 0-4-0 of 1887 WREN. it was used in the works of the Lancashire & Yorkshire Railway at Horwich Lancs. to transport materials between the shops.

Page 245
York #18 A typical loco used in Industrial use at the turn of the century this one I believe worked in a quarry, it is named BAUXITE. The diesel loco in the background is Bru***ype 4 # 47798 Prince William recenly retired from Royal Train duties and is in Royal Train livery.

York 19 North Eastern Railway 2-2-4T loco Aerolite not sure about its early days but later it was used to haul the railway officials on tours of inspection on the N.E.R.

York #20&21 General views of the Great Hall as it is known at the museum. This was one of the two roundhouses on the site in steam days. The roof had to be replaced and is fairly new. The turntable is still used to turn the occasional steam loco which has worked in on a special. The power car in the left fore-ground is from the prototype diesel High Speed Train.
Thanks again TOM for letting me share these photos from across the pond PETE>

[trolleyboy]

Good evening folks/ I'm enjoying as always the fine photoposts from today. First off Let me say that I've been happy to have spent the last 10 months here with everyone, and I'm looking forward to the next ten. Round of applause for the Boss [tup][tup][tup]

ted, Nick, Pete, Tom Great shots all thanks to the Boss for posting them for you, always good to see the british rail and other preserved rail equipment,

Lars Some fab dome pictures as well. Here's hopping that most of that snow melts before youi have to shovel it.

Russ Loved the musuem shots, what a nioce diverse collection they have there.[tup]

Doug Nice work on those wreck shots as well, a nice sobering reminder of the not so pretty side of early railroading.


Rob

[trolleyboy]

Okay a few photo's to wind out the day. All these shots are from my 1995 trip to Chicago and area. The first 4 are from Marion Ohio's jct.









The next four are other pictures from the Chicago leg of the July trip









Enjoy Rob

[siberianmo]

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

MONDAY’s INFO & SUMMARY of POSTS

Good Morning! The best way to start the work week is to start it right here![tup] Some pastries from The Mentor Village Bakery along with a hot cuppa freshly brewed coffee “works” well! Then we have our <light> and <traditional> breakfasts from the Menu Board. So, c’mon and join us![tup]


Many THANX to barndad Doug – Trainnut 484 Russell - LoveDomes Lars & trolleyboy Rob for the fine, fine Pix! Additional THANX go to pwolfe Pete – Theodorebear Ted & nickinwestwales Nick for the Pix by Email & foto disc!! Honorable mention to passengerfan Al for jumpin’ in with some timely amplifying info! [tup][tup][tup]


Daily Wisdom

Asking his wife where has she been, she responded, “I took Tim to see Dr. Zhivago.” Yogi’s replied, “What the H’s wrong with him now?”.
(yogi-ism)


Info for the Day:

Railroads from Yesteryear: Santa Fe arrives Tuesday! This will be the THEME for the DAY!

* Weekly Calendar:

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


SUMMARY

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

(1) barndad Doug Posted: 12 Feb 2006, 05:08:49 (244) 6 Pix & joke!

(2) barndad Doug Posted: 12 Feb 2006, 05:14:17 (244) 6 Pix & joke!

(3) siberianmo Tom Posted: 12 Feb 2006, 06:57:10 (244) Sunday’s Info & Summary

(4) siberianmo Tom Posted: 12 Feb 2006, 07:45:25 (244) Now Showing!

(5) passengerfan Al Posted: 12 Feb 2006, 08:06:56 (244) Anniversary comments

(6) barndad Doug Posted: 12 Feb 2006, 08:45:17 (244) 6 Pix & joke!

(7) siberianmo Tom Posted: 12 Feb 2006, 09:01:13 (244) 4 Pix from Pete!

(8) barndad Doug Posted: 12 Feb 2006, 09:36:10 (244) 7 Pix & Joke!

(9) siberianmo Tom Posted: 12 Feb 2006, 10:40:40 (244) 4 Pix from Ted!

(10) Trainnut484 Russell Posted: 12 Feb 2006, 11:01:46 (245) 13 Pix!

(11) Trainnut484 Russell Posted: 12 Feb 2006, 11:57:21 (245) 12 Pix!

(12) siberianmo Tom Posted: 12 Feb 2006, 12:06:27 (245) 14 Pix (in 5 segments) from Nick!

(13) Theodorebear Ted Posted: 12 Feb 2006, 13:19:26 (245) Anniversary & Pix comments

(14) siberianmo Tom Posted: 12 Feb 2006, 14:15:02 (245) 4 Pix from Pete!

(15) passengerfan Al Posted: 12 Feb 2006, 16:01:16 (245) Comments & MoPac dome cars

(16) Trainnut484 Russell Posted: 12 Feb 2006, 17:23:02 (245) Anniversary & Pix comments

(17) siberianmo Tom Posted: 12 Feb 2006, 17:31:07 (245) 4 Pix!

(18) pwolfe Pete Posted: 12 Feb 2006, 19:46:21 (245) Anniversary & Pix comments – Pix descriptions

(19) trolleyboy Rob Posted: 12 Feb 2006, 23:09:33 (245) Anniversary & Pix comments

(20) trolleyboy Rob Posted: 12 Feb 2006, 23:25:04 (245) [red[8 Pix![/red]



NOW SHOWING:

The Mentor Village Emporium Theatre
. . . . . Double Features, all of the time . . . . .

. . . Sunday, February 12th thru 18th: Bound for Glory (1976) starring: David Carradine, Ronny Cox & Melinda Dillon – and – Emperor of the North Pole (1973) starring: Lee Marvin, Ernest Borgnine & Keith Carradine.


That’s it! [tup][;)]

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

[siberianmo]

[tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup]


SOMETHING SPECIAL WILL BE POSTED CLOSE TO NOON TODAY –
WATCH FOR IT!


Tom[4:-)] [oX)]


[tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup]

[Anonymous]

Good morning Tom and friends! I'll take 1 1/2 light breakfasts please. Did you hear about the sandwich that went into a bar and ordered a drink? The bartender told said "no", because they didn't serve food!

But seriously folks, I thought we had another great pix day! Many thanks to Tom, Rus, Nick, Al, Lars, Ted, Pete, and Rob! This is going to be another long-hour work week for me, so I'm not sure how much I can be here, but here's the final part tof the cab series. Have a great day!

Cabs – by George Hart, from the pages of Oct. 1943 Railroad Magazine



Cab applied to Sante Fe 2-10-4 oil burner presents contrast to coal burning cab above. Oil feed lines take the place of stoker elevators. On what would be the coal gates of the conventional tender is a large bin, fed from above, and used to carry sand. A shovelful, thrown into the firebox when the engine is working under draft, serves to scour sooty flues.


The men who run trains aren’t the only ones who are interested in having a comfortable cab. Locomotive messengers – men assigned by builders to deliver the engines to their purchasers – are frequently obliged to make their home right in the engine cab. These men are experienced engineers who ride in the cabs of newly outshopped power as they ride in freight trains from Alco, Lima or Baldwin to destinations that are frequently the full breadth of the continent away. Even though the new engines travel as freight and the messenger never touches the throttle, he sits with his head out the window as though driving the train, constantly on the alert for sound or smell of something which indicates trouble to his precious charge.

As long as the journey lasts, the messenger remains with his locomotive, eating, sleeping and frequently cooking in the cab. Before such trips this housing is equipped with a rough bed of planks over which the attendant can spread his light mattress when he wants his “spot.” When the man wants to cook, he has a “canned heat” burner for the purpose.

No matter how comfortable an engine cab might be, few messengers or enginemen would care to pass their spare time in it. But to youngsters in the country over, it suggested the last word in romantic shelters a generation ago. “I recall,” writes an ardent railfan named C.W. Moody,”the wonderful day when my dad brought me home a full sized cab that he had just stripped from the Wheeling & Lake Erie’s No. 17, which was having a new one applied at his carpentry shop in Massillon, Ohio. We kids set out with a boiler backhead, seat-boxes, throttle and, of course, the inevitable whistle cord. I can’t tell you how many thousand imaginary miles we traveled in her dark green interior, but I’ll never forget the memory of those wonderful runs.”

In the early days the names of the engines used to be emblazoned under the window of the cab. The practice of naming engines has more or less died out, but the cab is still the accepted background for the engine number on most lines. The Southern Railway still has a few engines which bear names on the cab, the “handles” of company engineers. During the 1920’s the road conceived the idea of honoring its veteran enginemen by assigning them regular locomotives and painting their names on the cab. Naturally, the men were proud of the distinction of having their own engines. They adorned the interiors of the cab with Masonic emblems, bronze eagles, deer horns, and other talismans, s well as an occasional cheesecake picture. The practice began to die out when the “pooling” system inaugurated.

Through the years the engine cab has kept pace with every step in the modernization of motive power. One of the latest wrinkles is the aluminum cab, which helps keep down the weight on non-power producing parts. In 1938 the Aluminum Company of America built the first cab made completely of aluminum alloy for New York Central engine 5437. This cab was put together with steel rivets, but Alcoa later made similar cabs for the Central which were fusion welded, the latest method of joining light metal. Of course, such cabs are not to be confused with the engine crew’s quarters on duraluminum streamliners, since the latter are naturally made of the same metal as the rest of the engine.

The modern cab is the last word in comfort and convenience. Tightly joined to the adjacent tender and invisibly welded to the engine, it is a far cry from the flapping canvas awnings which pioneer railroad men erected to keep the sun and rain off their heads as they ventured out on the rails in the flimsy grasshopper engines of a hundred and more long years ago.

Engineer of C&NW – UP-SP’s City of San Francisco uses phone to call maintainer or trainmen


[:I] A biology graduate student went to Borneo to take some samples for his thesis work. He flew there, found a guide with a canoe to take him up the river to the remote site he where he would make his collections. About noon on the second day of travel up the river they began to hear drums. Being a city boy by nature, the biologist was disturbed by this. He asked the guide, "What are those drums?" The guide turned to him and said, "Drums OK, but VERY BAD when they stop."
Well the biologist settled down a little at this, and things went reasonably well for about two weeks. Then, just as they were packing up the camp to leave, the drums suddenly stopped! This hit the biologist like a ton of bricks (to coin a phrase), and he yelled at the guide,
" The Drums have stopped, What happens now?"
The guide crouched down, covered his head with his hands and said:
" Bass Solo" [:I]

[Anonymous]

Here's the start of another series!

Our Own Lingo by John A. Miller from Oct. 1943 Railroad Magazine

“Hose Jumper” is a temporary track arrangement bridging a fire hose laid across a street railway track. This one on the the PTC, Philadelphia, Pa.


“Get a couple of jumping irons!” yelled the night carhouse superintendent. “That last pulling split the switch at the end of the ladder. Call the pit man too! She busted her life guard on the blind side. Dog-gone these boobs from the extra list who work the trippers, anyway!”

To the casual passer-by this monologue is so much senseless jargon. But if you are an old electric railroader the situation is quite plain. You know that a car completing a trip in charge of a rather inexperienced motorman has become derailed at the head of one of the tracks leading into the barn, and the life-saving device under the front platform had been broken at the left. Naturally, the superintendent is calling for equipment to rerail the car and a mechanic to repair it.

All of which goes to show that electric railroading, like many other industries, has a picturesque lingo of its own. Some terms are more or less self-explanatory, such as near-side stop, pay-enter car, and dead man’s handle. Other terms (anti-creepers, bolster, pedestal jaws, etc.) are used in both steam and juice railroading. Still others are unique in the electric field. The last-named category includes overs and shorts, split-run, swinging load, and the like.

In some cases the same expression has different meanings among electric and steam men. I might mention, for instance, guard rail and box car. A steam railroader looking for a guard rail on a trolley system probably wouldn’t recognize the thing when he saw it. And a hundred box-cars (electric version) might pass him unobserved.

Getting back to the harassed superintendent with the derailed car, we find that jumping irons, often called rerailers, are heavy iron castings shaped somewhat like the sliced-off top of an orange. When laid on the pavement alongside the rails, they aid in getting derailed rolling stock on the track again by directing the wheels toward the flangeway. These are quite different from hose jumpers. The latter are rails arranged to make a temporary bridge over fire hose laid across a street railway track, thus permitting car operation to be maintained.

The superintendent who described the derailed car as pull-in was using a very old term which originated in the days when a car was hauled into the bar by the faithful nag which had been pulling it up and down the street all day. The following morning the car would become a pull-out as it left the barn. Sometimes a pull-in is a cripple being assisted home by another car after a road failure. This job of helping, however, is either pushing or towing, not pulling.

In this connection you should bear in mind that a tower wagon, despite the first three letters in its name, does no towing. It is an emergency vehicle, formerly horse-drawn but now an automobile truck, with a platform that can be extended upward to enable linemen to repair the overhead wires. Note, too that a pull-off is not a car being pulled off the road, but a wire used to hold the trolley wire in position on a curve by pulling away from the center or curvature.

The ladder to which the superintendent referred is a track layout in which a series of switches connect a group of parallel tracks with a single main stem. Because a ladder is usually built up of parts not used in the construction of ordinary track, it is known as special work,. The latter term is applied also to all sorts of switches, crossings, etc., that have to be specially built.

Splitting the switch is a difficulty that arises when the forward truck of a double-truck car takes the switch in one direction while the rear of the truck takes it in the other direction. Usually some movement of the switch tongue has occurred during the brief interval of time between the front and rear trucks reaching the switch point.

A run is a day’s work for a one-man car operator or a two-man car crew. It is identified by a run number, whereas the vehicle’s place on the timetable is identified by a train number as long as it stays on the road. Thus the car carrying train number 7 on the Broadway line might leave the south end of the line at 7:05, 8:05, 9:05 etc. This is unlike steam railroad practice, where additional trips made by the same equipment would carry different train numbers. Moreover, in a street railway system we might find train number 7 on the Broadway Line, on the Market Street line and also on the Mt. Pleasant line. A steam road would more likely designate them as, let us say, trains 7, 107 and 207.

Sometimes the run number and the train number coincide in whole or part. Train number 1 ordinarily would be assigned to the first regular car to pull out in the morning (disregarding trippers, which I will take up later). Run number 1 would normally be assigned to the first straight run on the timetable – i.e. the day’s work that began earliest. This might very well be on the first regular car, but not necessarily.

Many runs are continuous from the time of pulling out to the time of pulling in. These are called straight runs. On the other hand, the day’s work may be divided into two or more pieces, with time off between them. These are split runs or swing runs. They may be two-piece runs or three-piece runs, the interval between being swing time. The over-all time from pulling out to pulling in is called the spread. To assist the men in picking the day’s work they would like best, the timetable generally carries a run guide, which shows the times or reporting, times of relief and total platform time for which the company pays.

Circumstances may, of course, interfere with the operation of service strictly according to the timetable. Run 1 may be delayed by frozen air, freezing or moisture in the airbrake apparatus, and so pick up a swinging load where ordinarily it would carry only a second load. This may put the motorman so far off his time that he has to have a turn-back or a set-back. In the first case he will have to change over to another car going in the opposite direction that has been dispatched especially from the car house in charge of an extra man un Run 1 to get back on his regular schedule. On the other hand, a set-back simply places Run 1 on the schedule time of Run 2 and leaves the whole road running behind schedule until the cars pull in.

However, the car concerned in the mishap we are discussing was not a regular car running back and forth all day, but was only a tripper (a car making a single round trip to provide extra service during the rush hour). That is why it was in charge of a man from the extra list – a man, as in steam railroading, without sufficient seniority to rate a regular run. Had this vehicle had an assignment that called for making a series of trips on various lines where peak demands came at different times, it might have been called a sight-seeing car, because its operation afforded the crew such a good opportunity to become acquainted with the city.

“Special Work” on the Youngstown (Ohio) Municipal Railway, photographed in 1929


[:I] A tourist has been visiting Mexico for a week. He is leaving the next day and he still hasn't tried the food. He goes to a restaurant and sits down to order and then sees what the man next to him has. It looks very tasty.
The waiter comes to take his order and the tourist tells him he wants what the other man beside him is having. The waiter says there is no more left.
The tourist then asks him what the meal is and the waiter replies that it is the testicles from the bull that lost the bullfight earlier that morning. He tells the tourist that if he comes back tomorrow he'll save this meal for him.
The tourist thinks, "What the heck, it'll be my last day here," so he comes back the next day and the waiter has his food prepared for him when he comes.
The man eats the meal and thinks it is delicious. But he is confused about one thing. He calls the waiter over and asks him why his meal looked smaller than the meal the other man had the day before.
The waiter replies, "Oh, sorry sir, sometimes the bull wins." [:I]

[passengerfan]

Good Morning Tom and the rest of the gang. Time for my usual Crumpet and Coffee
Great Photo Sunday nice to hear from Doug,Russell, Lars, Rob, Pete, Ted and Nick.
Makes me wish my photo collection hadn't gone missing in one of my numerous moves.

PASSENGERFAN AL'S Streamliner Corner #60

COLORADO EAGLE MP-D&RGW Trains 11-12 June 21, 1942 St. Louis - Denver nightly 1021.1 miles each way 16 hours 40 minutes

The final new lightweight streamlined trains to enter service after the beginning of WW II were the two COLORADO EAGLE trains. The Missouri Pacific inaugurated the new COLORADO EAGLE on June 21, 1942 between St. Louis and Denver overnight in each direction. The COLORADO EAGLE operated over MP tracks from St. Louis to Pueblo, Colorado and from there to Denver over the Denver & Rio Grande Western using their train crews. The distance between St. Louis and Denver via the MP-D&RGW route was 1,021 miles and the schedule called for 18 hours 50 minutes westbound and 19 hours 30 minutes eastbound. This would be the fastest schedule between these city pairs until 1946 when the Union Pacific and Wabash began CITY OF ST. LOUIS service. Each of the two consists was comprised of seven lightweight cars pulled by an A-B pair of EMD E6 units. The train carried a modernized heavy-weight 8 Section 1 Drawing Room 3 Double Bedroom Sleeping Car painted to match the lightweight cars between Geneseo, Kansas and Denver in each direction nightly, this was a through car to and from Wichita brought to Geneseo and back by a stub train operation. The first five lightweight streamlined cars in each consist were Budd built and the two lightweight streamlined sleeping cars were Pullman Standard built cars. The complete train was painted in the Blue and Cream paint scheme of the Missouri Pacific Railroad.

7002 EMD E6A 2,000 HP Diesel Passenger Cab Unit

7002B EMD E6B 2,000 HP Diesel Passenger Booster Unit

703 Baggage Car

712 Baggage 30’Railway Post Office Car

733 56-Revenue Seat Coach

722 48-Revenue Seat Coach 3-Seat Grill 6-Crew Dormitory

742 CHEYENNE MOUNTAIN 24-Seat Dining 19-Seat Lounge Car

606 ARKANSAS RIVER 6-Sections 6-Roomettes 4-Double Bedroom Sleeping Car

608 EAGLE RIVER 6-Sections 6-Roomettes 4-Double Bedroom Sleeping Car

TEMPLE TOWER Heavyweight 8-Section 1 Compartment 3 Double Bedroom Sleeping Car

CONSIST TWO

7003 EMD E6A 2,000 HP Diesel Passenger Cab Unit

7003B EMD E6B 2,000 HP Diesel Passenger Booster Unit

704 Baggage Car

713 Baggage 30’Railway Post Office Car

734 56-Revenue Seat Coach

723 48-Revenue Seat Coach 3-Seat Grill 6-Crew Dormitory

743 SAN ISABEL 24-Seat Dining 19-Seat Lounge Car

607 COLORADO RIVER 6-Section 6-Roomette 4-Double Bedroom Sleeping Car

609 GUNNISON RIVER 6-Section 6-Roomette 4-Double Bedroom Sleeping Car

BEACON TOWER Heavyweight 8-Section 1-Compartment 3-Double Bedroom Sleeping Car

Heavyweight sleeping cars operated between Wichita and Denver added to the WB COLORADO EAGLE and set out by the EB COLORADO EAGLE Geneseo, Kansas

In June 1948 the COLORADO EAGLE received Budd Dome coaches, one per consist with an extra one operating between St. Louis and Kansas City only.

New 10-Roomette 6-Double Bedroom Sleeping cars arrived from Budd in September 1949. The four built for the COLORADO EAGLE trains were:

610 CANYON RIVER
611 CRYSTAL RIVER
612 ELK RIVER
613 ROARING RIVER

On April2, 1966 the COLORADO EAGLE trains made their final runs.

TTFN AL

[siberianmo]

Good Morning!

A blue sky mornin' here in mid-Continent USA - cold start with a warm-up expected. Brisk walk for Juneau as I thaw out at the keyboard![swg]

Another fine effort from our Pix-posters yesterday, as commented on in the SUMMARY.

I see barndad Doug is back with us for a Monday start - two informative Posts along with a couple of jokes to help start off the day.[tup][swg]

passengerfan Al has treated us all to Streamliner #30 and the MoPac Colorado Eagles. Nice livery and a huge part of railroading history where I am living. Lots of folks are still upset with the acquisition of that fine road by UP - logic and business concerns notwithstanding.

By the by - I was here yesterday too, Posting Pix![:(]

Good to see trolleyboy Rob return to the "fold" with his submissions yesterday. Now if we could only figure out what happened to nickinwestwales NIck (again!!)[swg]

Hope Lars is safe 'n sound in snowbound Staten Island, NYC![swg][tup]

Just a quick comment on our 10th Month Anniversary for "Our" Place - everyone who has contributed to keeping this thread going is to be commended. Boris Ring the bell and serve 'em all the OJ they can handle this AM![swg]

It shouldn't be hard to figure out who the people are (and have been) who participated in the manner expected of an interactive site. Two guys remain from that first day back on April 12th, 2005 - Al & Rob - so here's to you; have a mornin' pick-me-up on moi![tup][tup][tup]

A new series begins around NOON today - watch for it!

Tom[4:-)][oX)]

[siberianmo]

”Our” Place RR Book Relay!




Status report:

The first mailing was to Nick on Jan 23rd. Haven't received a confirmation of receipt, however, my guess is he has it and is so wrapped up in the pages that it has simply been "too much" for him to handle![swg]

There is STILL TIME to join in on this idea - ship me an Email with your address and I'll add you to the list of recipients.


Tom[4:-)] [oX)]

[siberianmo]

Good Mornin' Gang!

So, does anyone beleive in coincidences[?] Just received an Email from Sir Nick over in West Wales and he assures me all is well. Been up to his ears with the new band venture and life in general. The BOOK has been received (don't know when!) but he assures me it will be mailed to the next guy on the "list" - that's YOU, DOUG!

Coincidence OR power of the "pen"'[?][swg]

Later!

Tom[4:-)][oX)]

[coalminer3]

Good Morning Barkeep and All Present; coffee, please; round for the house and $ for the jukebox. 10th Anniversary? As Ol' Diz used to say, "Whod'a thunk it?" Yogi-isms, too. "And they give you cash, which is just as good as money."

I apologize for the long absence, but work trumps everything. We had a nice snowstorm here over the weekend; abt 8" with accompanying ice, etc. The K-9 Korps has enjoyed all of it; specially the big yellow dog who thinks he's emperor of the north.

Many intesting pictures and stories over the past few days. KCS survey, more Wabash material, and a survey of train wrecks (check out the Federal wreck shot a little more closely and you'll see all sorts of NH equipment in the basement of WUT.) The we have G scale layout shots outside - all provide inspiration. Many thanks.

Then we had Charlie on the MTA. Kendall Station is still with us (on the Red Line), but Scollay Square (presently Government Center) is long gone. Back in the day, however, it was full of all sorts of attractions for wayward sailors as it was not too far from the Boston NAvy Yard. There were many "entertainment" places and it was home for quite a few burly houses. Ann Corio was the main performer, but there were more than a few others.

Since we are talking abt. Charlie, here's an encore abt. the MTA back when Charlie was around.

Subway

Riding the subway was always an adventure. The Boston subway was old when I was growing up. There were not as many stations then (sit and read the stations marked on the glass map in the holder beside the car door; Harvard, Central, Kendall, Charles, Park St., Washington, South Station, Broadway, Andrew Columbia, Fields Corner, Shawmut, and Ashmont - that was it), and the trains only ran as far as Harvard Square, although the streetcars ran out to Arlington, but that’s another story for another time.

Most of the time we rode the bus to get to Harvard Square. This involved a walk to the corner, crossing there and waiting at the bus stop. There was not much of a sidewalk to stand on as the concrete, or what had been concrete was pretty well broken up. There was a lot of dirt and sand and a few tree roots sticking up, but that was about all. The traffic was much more interesting than trying to write my name in the dirt with the toe of my shoe and getting yelled at by my mother for “scuffing up your good shoes.” Trucks were, of course, smaller and noisier. I always looked for Macks, especially the ones with chain drive since they made a glorious racket as they rolled past. Lowbeds (which is what they were called then) with construction equipment were good, too. The bus would come in time and we’d get on, pay the fare and sit down. There was a fare box at the front of the bus which automatically counted the money as the passengers dropped it into the slot on the top of the box. It made a neat “blinka-blinka-blinka” money-counting sound.

After awhile, we’d cross the bridge at Fresh Pond that went over the Boston and Maine’s four-track main line. There was always something to see there, even if it was just a cut of freight cars, but usually I’d get lucky and see at least a switch engine pushing cars around, mostly for Bethlehem Steel which had a fabricating operation to the north and west of the bridge. The New England Brick Company, which burned in a spectacular fire one Halloween night when I was about 12 years old, was just to the west of the bridge, and the Dewey and Almy chemical plant glowered threateningly in the distance. The brick company stretched for several hundred feet along the B&M tracks and when it did burn it was a total loss. We could see the flames from the top of one of the hills in the neighborhood when we went out trick or treating and terrorizing the neighbors. Past the bridge was a rotary, and the bus slewed around there, thumped across a railroad siding that served a coal and lumber yard, and headed into Cambridge.

The buildings were different here, wooden triple deckers and brick commercial structures with stores on the ground floor and apartments above them.
I wondered what it would be like to live in a place where if you wanted something to cook for dinner all you had to do was go downstairs and buy it - not bad. The store windows were full of canned goods stacked in pyramids and there were usually placards or posters in the windows advertising the wonders that awaited within at incredibly low prices - this week only! One week faded into another, however, and the incredibly low prices remained from week to week. Some markets had outside displays of fruit and vegetables where customers could pick what they wanted and have it weighed, bagged and paid for; all outside. A lot of the stores had cloth awnings which the store owners raised or lowered by using a long wooden pole with a crank at one end. The storekeeper stuck the pole into a receptacle at one end of the awning and turned the crank at the bottom of the pole. ‘Round and ‘round it went and the awning rolled up or down. The parade of stores passed by the window, stores selling food, clothing, furniture, funeral parlors, flower shops, restaurants and package stores. In the alleys between the buildings were stacks of garbage cans and here and there a garage, radiator shop or a store that fixed radios, TV’s, or small appliances. Television was just starting to make its influence felt and the tops of many buildings had silvery TV antennas sprouting upward among the clotheslines.

A little closer to the end of the ride, we’d see the wires for the electric buses or “trackless trolleys” which ran through the center of Cambridge. The trackless trolleys were noiseless, but every so often a blue cracking arc of electricity between the overhead wire and the poles on the bus would remind me of what they ran on. Traffic was always heavy through here, but even a metropolitan Boston driver respected a Twin Coach product. Squeezing through a narrow space between a dark blue Plymouth station wagon, two bright yellow Checker taxis, and a coal truck, the bus braked to a stop, the driver opened the door and we were at Harvard Square.

The subway station was in the middle of Harvard Square. It was a low gray stone structure with a metal roof and some ornamental iron work. In red letters above the doors was a sign which said “Rapid Transit to All Points - Eight Minutes to Park Street.” People were always in a hurry there and it was hard to get a chance to take in all of the activity. You had a choice of walking down the stairs or riding a narrow wooden escalator to get to the station’s “lobby.” Here was a change booth and turnstiles. The process was quite simple - shove a dollar bill through the slot in the glass window and get some subway tokens and some change pushed back to you by the bored looking man sitting inside. Then take a token, put it in the slot in the turnstile and push your way through. Little kids rode for a nickel and had to reach up to drop their nickels into a change counter which was pretty similar to the one on the bus. That done, we went down the stairs to the platform and waited for the train.

Harvard Square Station was on two levels. The upper level, which allowed passengers quick access to buses and trackless trolleys without going outside, was for trains coming from Boston. Inbound (to Boston) passengers boarded their trains on the lower level. There was a single track on each level. The upper level went to the car barn (actually an open area for car storage) which was occupied a space near the Charles River between the Harvard University campus and Memorial Drive.

I always liked going by the yard when driving into Boston. Row on row of subway cars sat parked on the tracks waiting for their next trip. Sometimes, trains ran past the Harvard Square station to the yard to discharge passengers going to a football game at Harvard Stadium which was just across the Charles River. I remember walking by the yard a few times when going to the stadium with my father or uncle to see a football game. There was a cement and brick wall around the yard which had a few gaps in it and I wished I was taller so I could see more of the trains behind the wall. I could hear trains approaching the station from Boston as they pulled in above me and the entire station rumbled and shook with a deep, menacing, growl which was almost deafening because of the confined space in the station.

Just about all of the old Harvard Square station was ripped out in the late 60s and early 70s when the subway was extended from Harvard Square to Alewife, so what I’m about to describe no longer exists. As I mentioned, the subway line was single track with a high level platform to let people board and leave the trains quickly. The track resembled that of a regular railroad, except that a third rail was mounted outside the right rail. The third rail carried the electricity which powered the subway car’s traction motors. Every so often on the third rail was some white lettering which said “DANGER - THIRD RAIL DO NOT TOUCH!” I was concerned most of the time that I might fall off the platform, touch the third rail and be instantly fried, so I never got too close to the edge of the platform. Everyone knew of somebody that had been fried because they weren’t paying attention - never mind that there was no hard evidence of anyone ever being fried, except for a drunk in South Boston or some despondent person who threw themselves onto the tracks as the train pulled into the station, the thought of being electrocuted frying, swelling up and bursting into a million fragments was enough. The track was not really ballasted but sat in what appeared to be deep layers of grime, oily dirt, dust, candy wrappers and old newspapers; I suppose there were ties underneath that mess somewhere. The walls were dingy white porcelain tile and there were brightly colored advertising signs attached to them at intervals. Most of the signs I remember advertised Wrigley’s gum. Behind me was a brightly lighted newsstand which sold Boston papers, candy bars cigarettes and cigars (in those more innocent days), and magazines. The station itself was not well lighted. Rather there were a few bulbs that tried ineffectually to pierce the darkness. I found that I could see pretty well once I got used to it. I tried to get close enough to the edge of the platform so I could see up the track to where the tunnel coming from the car barn curved away, but not close enough so that I might fall off, wind up against the dreaded third rail and be fried - INSTANTLY!!!

After awhile I could hear a train coming. It sounded differently than did the ones on the upper level as the noise was not as deep. I could hear the wheels squealing around the curve from the yard and hear the hollow whistling sound of the brakes being applied as the motorman brought it closer to the station. Then, there it was - four red lights marking the corners of the lead car, the blue-uniformed motorman sitting in the cab with one hand on the controller. The train of dirty, green painted, steel cars clomped into the station and screeched to a stop. The wooden doors banged open and the passengers began boarding the train.

These cars were not luxurious, they were utilitarian in the best sense of the word since they had been built to last through years and years of hard service. The windows would be open if the weather was warm and I could smell the pungent sweet scent of oil and warm traction motors. A compressor cut in under one of the cars with an urgent “lunga, lunga, lunga” sound, and then cut off with a harsh snap of air under pressure. It would be time to leave pretty soon and I made sure to try and get a seat near an open window so I could see everything. One feature of these cars I remember was a map of the MTA system in a glass panel by the door. I wonder now and then how much one of those would bring if offered at a memorabilia auction. Enough of that, though, it was time to go. The doors banged shut, “snuuffaaa,” went the air brakes, the traction motors groaned into action and the train began moving forward slowly at first, then much faster. I don’t think we were really went all that fast, but the fact that the windows were open and we were in a tunnel gave the illusion of really moving rapidly. Central was the next stop, just a short distance from Harvard Square. The section of the line from Central to Kendall was about the longest stretch between stops and the train really moved along here. The noise was thrilling, palpable, and altogether wonderful. You truly could not, as my mother always said, “Hear yourself think.” The racket was redoubled whenever we met a train. The other train roared past us in a blur of lights. This was what it was all about - going some place fast.

Years later I read a passage in a novel by Thomas Wolfe in which the hero, tormented by a desire to be everywhere, see everything, and absorb all of life’s experience in the process, would ride the subway from Cambridge to Boston and see if he could hold his breath between stops - I did this when I was five years old and enthralled by Little Golden Books rather than the Sage of Asheville. The run from Central to Kendall was a long one, whether I held my breath or not.

I mentioned that I tried to sit by the window. Deciding which side to sit on was a tough decision. Inbound the left side was the track side which would allow me a closeup view of the trains we met. The right hand side of the train would give me a good view of the Boston skyline when the train exited the tunnel and climbed over the bridge from Cambridge to Boston. Most of the time I chose the left side because from there I could see a lot of industrial buildings and in the distance the smokestack of the Boston and Maine’s roundhouse at Mystic. Peering ahead I could see it was getting lighter as we got closer to the tunnel portal. A rush and a clank and we were out of the tunnel for a little while and back into the daylight.

Up we went across the bridge to the Charles Street station. A brief stop there and then back into the tunnel underneath the storied streets of Beacon Hill. The train swung around a right hand curve before plunging back into the darkness. On the left was the frowning hulk of the infamous Charles Street jail; an ancient facility even when I was young. A roast beef sandwich stand was on the street right beside the prison walls. Legend had it that their sandwiches were so bad that the inmates would throw them back over the wall when kind hearted folks tossed a bag of them into the prison yard. A quick glance out the window allowed me to sort of see into the jail before the train plunged back into the tunnel. Park Street Under was the next station and we often got off there to transfer to another train, but sometimes we rode to Washington Street which is where the big department stores were. Still other times, we rode to South Station when we were going to ride the New Haven Railroad; always a great adventure. Beyond South Station lay unknown territory. I explored that later when I was older and started riding the subway by myself.

Park Street was about the biggest station on the MTA system. It had two levels. The subway was on the lower level and streetcars ran on the upper level. Historically, the oldest section of the entire MTA system was the one that ran into the upper level at Park Street. Some of the old Type 5 cars were still around when I was small, but mostly I remember riding on PCC’s. The PCCs were painted traction orange with a stripe separating the orange-colored lower half of the car from the cream-colored upper part of the car. The PCC’s ran from overhead wire so there was no danger of getting fried on the third rail. The PCC cars also did not run from a high level platform as did the subway cars. Park Street was a little better lighted than some of the other subway stops. The PCCs ran underground and on the surface and would take you virtually anywhere you wanted to go in the city.

work safe

[siberianmo]

Hello!

CM3 - figured we'd see you today. Missed you and your always interesting Posts at the end of the week past.

Now that MTA subway piece was first given to us way back on June 17th, 2005 on page 28! Does it seem THAT long ago[?][swg] Time marches on, and on . . . .

Snow, ice, dogs, trains, a [i[]Wurlitzer[/i] and good conversation - that just about sez it all 'round here![swg] Thanx always for the round & quarters. Does appear that our [tea]Coal Scuttle[/teal] can use a "feeding!"<grin>

Kinda wonderin' when I'm going to see the first installment of your Pix for Photo Posting Sunday! No need to send 'em all at once - but the important thing is to get started as I'm really diggin' deep and finding few things "new" for the guys. Thanx!

While living in Boston, I didn't travel the subway all that often, but when I did it was hard NOT to make comparisons with the NYC system. No comparison. It's just what one has been "weaned on" I suppose. Now if Poor Charlie had found himself on the IRT - IND or BMT - he'd not only never have returned, he surely would've been mugged - at least three times and then some![swg]

Your accounting is something special and just as enjoyable as the first time 'round - thanx![tup][tup][tup]

Later!

Tom[4:-)][oX)]

[siberianmo]

A NEW SERIES! A NEW SERIES!

Canadian Railways of the Past

Number One: Canadian Northern Railway (CNoR)


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

Locale: Canada

Dates of operation: 1899 – 1918

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

Headquarters: Manitoba

The Canadian Northern Railway (CNoR) is a historic Canadian railway.

Manitoba beginnings

CNoR had its start in the independent branchlines that were being constructed in Manitoba in the 1880s and 1890s as a response to the monopoly exercised by Canadian Pacific Railway (CPR). Many of these branchlines were built with the sponsorship of the provincial government, which sought to subsidize local competition to the federally subsidized CPR; however, significant competition was also provided by the encroaching Northern Pacific Railway (NPR) from the south.

Two of these branchline contractors, William Mackenzie and Donald Mann, took control of the bankrupt Lake Manitoba Railway and Canal Company in January, 1896. Mackenzie and Mann expanded their enterprise in 1897 by building further north into Manitoba's Interlake district as well as east and west of Winnipeg. They also began building and buying lines south to connect the U.S. border at Pembina, North Dakota, and east to Ontario.

Connecting the Prairies to the Lakehead

The Canadian Northern Railway was established in 1899 and all railway companies owned by Mackenzie and Mann (primarily in Manitoba) were consolidated into the new entity. CNoR's first step toward competing directly with CPR came at the turn of the century with the decision to build a line linking the Prairie Provinces with Lake Superior at the harbour in Port Arthur-Fort William (modern Thunder Bay, Ontario) which would permit the shipping of western grain to European markets as well as the transport of eastern Canadian goods to the West. This line incorporated an existing CNoR line to Lake of the Woods and two local Ontario railways, the Port Arthur, Duluth and Western Railway and the Ontario and Rainy River Railway whose charters Mackenzie and Mann had acquired in 1897. To reach Port Arthur which became the lake terminus of the CNoR, the line extended south of Lake of the Woods into northern Minnesota before heading northeast through Rainy River District to the head of navigation on the Great Lakes. The Winnipeg-Port Arthur line was completed on December 30, 1901 with the last spike being driven just east of Atikokan station by Ontario's Commissioner of Crown Lands, Elihu J. Davis.

Throughout this time, Mackenzie and Mann had been busy expanding their prairie branch line network to feed the connection to Port Arthur. This network expanded in subsequent years to cover most parts of the prairies.

In 1914 the Canadian Northern Railway bought a 150 acre homestead north of Winnipeg on the shores of Lake Winnipeg. They purchased the land in order to develop a resort on Grand Beach.

Going it alone

In 1903 the federal government and Grand Trunk Railway (GTR) were seeking a 2nd transcontinental railway for Canada and approached Mackenzie and Mann to seek their co-operation. This effort was spurned and GTR and the federal government would go on to form a system composed of the Grand Trunk Pacific Railway (GTPR) and the National Transcontinental Railway (NTR).

Nationwide expansion

Mackenzie and Mann began their first significant expansion outside of the prairies with the purchase of Great Lakes steamships, railways into northern Quebec's Saguenay region and the acquisition of branchlines in southwestern Nova Scotia (the H&SW) and western Cape Breton Island. Other acquisitions were in southern Ontario and a connecting line was built from Toronto to Parry Sound.

In 1905, CNoR reached the newly formed provincial capital at Edmonton, Alberta. In 1908, a line was built east from a connection at Capreol, Ontario on the Toronto-Parry Sound line to Ottawa and on to Montreal. In 1910 a direct Toronto-Montreal line was built, as well as the start of construction on the line west of Edmonton through Yellowhead Pass to Vancouver, thanks to subsidies provided by the government of British Columbia. In 1911 federal funding was made available for completing the line from Montreal-Ottawa-Capreol-Port Arthur.

In 1912, with GTR and CPR holding the ideal southern routes around Mount Royal to downtown Montreal, CNoR started building a double-tracked mainline north by building the Mount Royal Tunnel under the mountain.

Obstacles in the Rockies

CNoR's initial expansion in the 1890s and 1900s had been relatively frugal, largely by acquiring bankrupt companies or finishing failed construction projects. By the 1910s, significant expenses were adding up from the construction north or Lake Superior and the Mount Royal Tunnel, but the largest costs were from building on "the wrong side" of the Thompson and Fraser rivers in the mountains of British Columbia. CPR already had trackage on the desirable eastern side, leading to the port of Vancouver, forcing CNoR to blast tunnels and ledges out of these canyons.

The most infamous construction folly on the CNoR in British Columbia happened in 1913 when blasting for a passage for the railway at Hells Gate triggered an enormous landslide which partially blocked the narrow swift-flowing Fraser River. The resulting damage to Pacific salmon runs took decades to reverse by the governmental construction of fishways.

In addition to difficult construction between Jasper and Vancouver, CNoR started construction west of Edmonton in 1910, fully two years later than GTPR, which had started construction east from Prince Rupert in the Skeena River, leading to Yellowhead Pass.

Bankruptcy and nationalization

The last spike of the CNoR transcontinental railway was driven January 23, 1915, at Basque, British Columbia. Freight and passenger service north of Lake Superior also started in 1915, resulting in a system between Montreal and Vancouver, with lines in Nova Scotia, Southern Ontario, Minnesota, and on Vancouver Island. Between 1915 and 1918, CNoR tried desperately to increase profits during the height of conflict in the First World War when the majority of wartime traffic was moving on CPR. The company was also saddled with ongoing construction costs associated with the Mount Royal Tunnel project.

CNoR was heavily indebted to banks and governments, and its profitable branchlines in the prairie provinces — "Canada's breadbasket" — would not generate enough revenue to cover construction costs in other areas. Unable to repay construction costs, the company requested financial aid. In exchange for funds, the federal government gained majority control of shares and CNoR was nationalized on September 6, 1918, when the directors of CNoR, including Mackenzie and Mann, resigned. The replacement board of directors appointed by the federal government forced CNoR to assume the management of federally-owned Canadian Government Railways (CGR). On December 20, 1918, a Privy Council order directed CNoR and CGR to be managed under the moniker Canadian National Railways (CNR) as a means to simplify funding and operations, although CNoR and CGR would not be formally merged and cease corporate existence until January 20, 1923, the date that CNR was formally consolidated. Legally, CNoR existed until 1956.

Remnants of CNoR today

Today, significant portions of the CNoR system survives under CN (as the CNR has been known since 1960); for example, the Mount Royal Tunnel and lines north to Saguenay, as well as most of the CN main line west from Toronto to Winnipeg, and from Yellowhead Pass southwest to Vancouver. The majority of CN's former CNoR branchline network across Canada has either been abandoned or sold to shortline operators. An important U.S. subsidiary of CNoR, the Duluth, Winnipeg and Pacific Railway forms part of a key CN connection between Chicago, Illinois and Winnipeg.

Retrieved from "http://en.wikipedia.org/wiki/Canadian_Northern_Railway"

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

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

Enjoy!

Tom [4:-)][oX)]

A NEW SERIES! A NEW SERIES!


Waving flag credits to: www.3Dflags.com

[LoveDomes]

Hi Tom

You were absolutely correct - my back IS aching today![swg] And I'm spending this day indoors - not quite what the grandkids wanted, but . . . .

As you know, we've had a whopper here in the NYC area. But now we are headed for a warm up, so the mess will just change in appearance. Hope that basement work we had done a few years ago holds up!!

How about a bottle of Schaefer's and a bowl of those pretzels! In the mood for some snack food.[swg]

Sweet! new series! Good idea. I'll bet we'll be treated to all kinds of info that many of us weren't aware of. This will have trolleyboy Rob all lathered up - he'll be your friend for eternity. Well, I suppose given the current state of affairs between the U.S. and Canada, we can use A friend![swg]

Nice offering by CM3 this morning. Always enjoy those Epistles with humor. Makes one just want to jump on a train heading for WVa - wellllllllllllll, maybe not.[swg]

Here's something just for you, Tom in two parts:

Domes - BY NAME
====================================

QUOTE: "Astra Domes" - General Motors
"Astra Domes" - UP

"Big Domes" - ATSF full domes
"Big Domes" - Auto Train ex ATSF cars

"Colorados" - Holland America Colorado Railcar "ultradomes"

"Dome Cars" - Amtrak
"Dome Cars" - N&W
"Dome Cars" - Southern
"Domeliners" - UP trains with dome cars(generic)
"Domes" - Holland America (generic to differentiate from 'colorados')

"Goldleaf Domes" - Rocky Mountaineer (honorary)
"Great Domes" - GN

"Hi-Level" or "High-Level" - ATSF "El Cap" lounges(honorary)
"Hi-Level" or "High-Level" - Amtrak ex-ATSF lounges(honorary)

"Lounge in the Sky" - NP rebuilt sleepers
"Luxury Domes" - Transcisco

"Maxi Domes" - Ferrovias Mexicanas ex US baggage cars cars
"Maxi Domes" - Auto Train ex UP cars
"Mini Domes" - Auto Train ex WP cars

"Park" cars - CP Rail observation domes
"Park" cars - VIA Rail observation domes
"Planetarium" dome - IGN
"Planetarium" domes - MP
"Planetarium" dome - T&P
"Pleasure Domes" - ATSF short domes
"Princess Domes" - Amtrak ex Princess Tours cars
"Princess Domes" - Princess Tours ex-MILW cars

"Scenadomes" - Holland America Westours
"Sceneramic Domes" - CN
"Scenic Domes" - CP Rail (all)
"Sightseer Lounges" - Amtrak Superliner lounges(honorary)
"Skyline" cars - CP Rail 'midtrain' domes
"Skyline" cars - VIA Rail 'midtrain' domes
"Skytops" - Milwaukee Road observations(honorary)
"Stairway to the Stars" - SP
"Strata Domes" - B&O
"Sun Lounges" - SAL(honorary)
"Super Domes" - Milwaukee Road

"Turbo Domes" - Amtrak for their UA Turbos
"Turbo Domes" - PC/USDOT (honorary)
"Turquoise Domes" - ATSF short domes(not official)

"Ultra Domes" - Princess Tours ex SP bi-levels

"Vista Domes" - Alaska RR
"Vista Domes" - C&O
"Vista Domes" - CB&Q (orginator of the term)
"Vista Domes" - D&RGW
"Vista Domes" - GN short domes
"Vista Domes" - IC
"Vista Domes" - NP short domes
"Vista Domes" - SCL
"Vista Domes" - SP&S
"Vista Domes" - Wabash
"Vista Domes" - WP

(from: www.trainweb.com)

As always, these are not intended to be all inclusive, but should suffice for the purposes of what we do here and over at your other tread![swg]

Next will the the listing by railroad![tup]

Until the next time!

Lars

[pwolfe]

Hi Tom and all.

A pint of the usual please.

TOM Glad you have heard from NICK.[tup]. Talking of coincedences I was reading CM3's Encore on the Boston Subway( one of the best articles on railroads I have read, including articles in magazines, if I may say) when instead of soccer on the Midlands radio they repeated Saturdays Network Gold programme so I got the second chance to hear MTA. this time being able to follow the words, thanks Tom. This a great radio show featuring the music from the 50s,60s, and 70s. A great way to get in the mood for a Saturday night out when I was in England [tup].

On the B.R pics you posted
#1 is one of the new Electrostar Electric Multiple Units which is at, I think, at the east side of London's Victoria station which served the Kent Coast lines. We rode one of these units on our visit and they seem good trains.

#2 one of Virgin's Pendileno tilting trains in Carlisle station.

#3 a Scotrail 170 D.M.U. at Edinburgh Waverley station in the new livery.

#4 On the Brighton( west side) of Victoria station. The car is a Driving Motor Van leading a Gatwick Express on the rear of the train would be a class 73 Electro-diesel loco. These trains have recenly been replaced by EMUs.

Another great series TOM. The CNoR. was a hard line to construct and the completion date was late compared to railroads on the other side of the pond. Although some of the branch lines have been lost, I guess the hardest section to be built is still in use today. [tup].

ROB thanks for the photos[tup]. Are there any locos in the Rio Grande livery still about today [?]. There was a loco in Conrail livery through Jeff City recently.

AL Good post on the Mo-Pac. The cars must have looked a fine sight running along the Missouri River.

Doug They were great articles on loco cabs. I wouln't mind having one off a steam loco in the yard, like the lads in the article, myself.
Thanks for the post on the Juice lingo I am getting to know the difference in terms between American and British railroad terms. [tup].

I'll have another pint and be off. PETE>

[Trainnut484]

Good afternoon Tom and all. I'll have a Miller Lite for now. Last week of this semester and finals are next week, so it's crush and ru***ime.

Rob, nice Chicago pix. It's always good to see a D&RGW pic. The CNW/UP one is great too.

Doug, I enjoyed the story about the locomotive messengers and riding in the cab on those imaginary miles. I myself would treasure an old cab.

Tom, glad you've heard from Nick. Is there anything new with BK?

Sorry if I've ignored someone, but I gotta get to some last school week shtuff. Take care,

Russell

[siberianmo]

Good Evening Guys!

Well, is it ME, or am I really paranoid these days (daze)[?] FIrst is was the Sunday Pix and now the Canadian Railways of the Past! Seems one of our guys doesn't think I exist 'round here.<geesh!> 'Nuf said . . .

G'day to Lars - Pete 'n Russell nice of y'all to stop by. Drink up boyz, there's plenty of $$$$ put up front by Lars 'n Ted for rounds on the house. (Gotta read back to find out when .....[swg])

Nice work with those Dome Names and I surely am looking forward to Part Deux![tup] Thanx, Lars! Given your situation in NYC these days (daze) I'm surprised (and pleased) that you're able to find the time to be with us.[tup][tup] Also thanx for the menion of the New Series! There are times when I wonder if these effortrs are 'reaching' the intended audience. Apparently "some," but not all. Have one on me!

Pete That's quite a Post of yours and I hope those who "need it" take the time to take a look at what being inclusive is all about.[tup][tup] Appreciate your mentioning the New Series as it is intended to porvide something new & different 'round here. So many of the efforts put forth by the guys just gets "absorbed" into cyber space - and that's a darned shame.

I don't know how you do it, Pete but coming up with descriptions for my Brit Pix really puts a new light on them. Thanx!! [tup][tup][tup]

Russell Always good to see ya and hope that you'll find some time to do other things aside from work and school. When I enrolled in college at the tender age of 50, and pursued a degree in 4 years, it was a piece of cake in that compared to working, school was a vacation for me. But, working AND going to school, now that's a totally different matter. Man has to do what man has to do, eh[?] Have one on me![tup]

You mentioned BK and the last I heard by Email is that his return was delayed one week - so this should be the week he returns to North America. Hope so.

Remember, Leon the Night Man will have the bar at 9 PM!

Later!

Tom[4:-)] [oX)]

[siberianmo]

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RAILROADS from YESTERYEAR – Santa Fe - arrives on Track #1 tomorrow in two parts. Watch for it!


Tom[4:-)] [oX)]


[tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup][tup]

[passengerfan]

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

Just received word from the California State Railroad Museum that on March 10, 2006 at 2:00 PM Rich Luckin will present his latest PBS style documentary "Dome Car Magic: A History of Railroad Dome Cars" and it notes that copies of all of his works will be available for sale. The only Problem I have with this is their is Winterail at the same time in Stockton. I certainly would like to get a DVD of this have already checked the Museum Web site and it is not yet available. Just thought I would let Tom and Lars Know who love domes as much as I. Well maybe I can figure outr someway to to two things in the same day. My boss is certainly goiung to like me taking that date off in the height of tax season.

TTFN AL

PS Can't wait for your Santa Fe posting in the morning I have a surprise too.

[siberianmo]

Evenin' Gents!

Just a couple of words before checking out . . . .

Al Thanx for the scoop on the PBS documentary on dome cars . . . surely something to watch for![tup][tup] Hope our station picks up on it.

I will Post the Santa Fe - Part I - right after the morning Summary then Part II around Noon.
Go ahead and Post after Part I - So, don't jump the gun, okay[?]

Theme for the day tomorrow will be Santa Fe! Hope you guys stick with it . . .

Leon the Night Man has the bar! Boris RIng the bell - drinks on me! Give 'em want they want, Leon!

Nite![zzz]

Tom[4:-)] [oX)]

[siberianmo]

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



TUESDAY’s INFO & SUMMARY of POSTS

Good Morning! The best way to start the day is here with us![tup] Some pastries from The Mentor Village Bakery along with a hot cuppa freshly brewed coffee “works” well! Then we have our <light> and <traditional> breakfasts from the Menu Board. So, c’mon and join us![tup]


Daily Wisdom

We were overwhelming underdogs.
(yogi-ism)


Info for the Day:

Railroads from Yesteryear: Santa Fe arrives tomorrow! This will be the THEME for the DAY!

* Weekly Calendar:

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


SUMMARY

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

(1) siberianmo Tom Posted: 13 Feb 2006, 05:22:56 (245) Monday’s Info & Summary

(2) barndad Doug Posted: 13 Feb 2006, 05:36:33 (245) G’mornin’ & Cabs – final & joke

(3) barndad Doug Posted: 13 Feb 2006, 05:43:13 (245) Our Own Lingo, part I & joke

(4) passengerfan Al Posted: 13 Feb 2006, 06:21:01 (245) Pix comments & Streamliner #60 – Colorado Eagle

(5) siberianmo Tom Posted: 13 Feb 2006, 07:50:31 (245) Acknowledgments, etc.

(6) siberianmo Tom Posted: 13 Feb 2006, 08:00:03 (245) RR Book Relay!

(7) siberianmo Tom Posted: 13 Feb 2006, 09:48:00 (245) Nick & RR book

(8) coalminer3 CM3 Posted: 13 Feb 2006, 10:14:35 (246) AM pick-us-up!

(9) siberianmo Tom Posted: 13 Feb 2006, 11:09:14 (246) reply to coalminer3

(10) siberianmo Tom Posted: 13 Feb 2006, 11:29:16 (246) CDN RWs of the Past #1 – CNoR

(11) LoveDomes Lars Posted: 13 Feb 2006, 15:17:20 (246) PM check-in & Dome Names,.Part I

(12) Trainnut484 Russell Posted: 13 Feb 2006, 17:03:52 (246) Almost Inclusive Post!

(13) pwolfe Pete Posted: 13 Feb 2006, 16:18:57 (246) Inclusive Post, etc.

(14) siberianmo Tom Posted: 13 Feb 2006, 18:19:55 (246) Acknowledgments, etc.

(15) siberianmo Tom Posted: 13 Feb 2006, 18:43:15 (246) RRs from Yesteryear – Ad

(16) passengerfan Al Posted: 13 Feb 2006, 19:38:19 (246) PM info

(17) siberianmo Tom Posted: 13 Feb 2006, 21:09:41 (246) [reply to passengerfan, etc.



NOW SHOWING:

The Mentor Village Emporium Theatre
. . . . . Double Features, all of the time . . . . .

. . . Sunday, February 12th thru 18th: Bound for Glory (1976) starring: David Carradine, Ronny Cox & Melinda Dillon – and – Emperor of the North Pole (1973) starring: Lee Marvin, Ernest Borgnine & Keith Carradine.


That’s it! [tup][;)]

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

[siberianmo]

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


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


Atchison, Topeka and Santa Fe Railway

PART I of II

Locale: Arizona, California, Colorado, Illinois, Iowa, Kansas, Louisiana, Missouri, Nebraska, New Mexico, Oklahoma, and Texas

Reporting marks:
ATSF

Dates of operation: 1859 – 1995

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

Headquarters: Chicago, Illinois

The Atchison, Topeka and Santa Fe Railway (AAR reporting mark ATSF), often abbreviated as Santa Fe, was one of the largest railroads in the United States. The company was first chartered in February 1859. Although the railway was named in part for the capital of New Mexico, its main line never reached there as the terrain made it too difficult to lay the necessary tracks (Santa Fe was ultimately served by a branch line from Lamy, New Mexico). The Santa Fe's first tracks reached the Kansas/Colorado state line in 1873, and connected to Pueblo, Colorado in 1876. In order to help fuel the railroad's profitability, the Santa Fe set up real estate offices and sold farm land from the land grants that the railroad was awarded by Congress; these new farms would create a demand for transportation (both freight and passenger service) that was, quite conveniently, offered by the Santa Fe.

History

Startup and initial growth

Cyrus K. Holliday, the first president of the railroad.

The railroad's charter, written single-handedly by Cyrus K. Holliday in January 1859, was approved by the state's governor on February 11 of that year as the Atchison and Topeka Railroad Company for the purpose of building a rail line from Topeka, Kansas, to Santa Fe, New Mexico, and then on to the Gulf of Mexico. On May 3, 1863, two years after Kansas gained statehood, the railroad changed names to more closely match the aspirations of its founder to the Atchison, Topeka and Santa Fe Railroad. The railroad broke ground in Topeka on October 30, 1868 and started building westward where one of the first construction tasks was to cross the Kaw River. The first section of track opened on April 26, 1869 (less than a month prior to completion of the First Transcontinental Railroad) with special trains between Topeka and Pauline. The distance was only 6 miles (10 km), but the Wakarusa Creek Picnic Special train took passengers over the route for celebration in Pauline.

Crews continued working westward, reaching Dodge City on September 5, 1872. With this connection, the Santa Fe was able to compete for cattle transportation with the Kansas Pacific Railway. Construction continued, and the Santa Fe opened the last section of track between Topeka and the Colorado/Kansas border on December 23, 1873. The Santa Fe's tracks reached Pueblo, Colorado on March 1, 1876. Serving Pueblo opened a number of new freight opportunities for the railroad as it now could haul coal from Colorado eastward.

(copied from public domain)
An ATSF passenger train in operation circa 1895.

Building across Kansas and eastern Colorado may have been technologically simple as there weren't many large natural obstacles in the way (certainly not as many as the railroad was about to encounter further west), but the Santa Fe found it almost economically impossible because of the sparse population in the area. To combat this problem, the Santa Fe set up real estate offices in the area and vigorously promoted settlement across Kansas on the land that was granted to the railroad by Congress in 1863. The Santa Fe offered discounted passenger fares to anyone who travelled west on the railroad to inspect the land; if the land was subsequently purchased by the traveller, the railroad applied the passenger's ticket price toward the sale of the land.

Now that the railroad had built across the plains and had a customer base providing income for the firm, it was time for the railroad to tackle the difficult terrain of the Rocky Mountains.

Crossing the Rockies, competition with the Rio Grande

Construction over the Rocky Mountains was slow, difficult and went as far as armed conflict with competitors such as the Denver and Rio Grande Railroad in Colorado and New Mexico, and after capturing Raton Pass, the Southern Pacific Railroad in Arizona and California.

The troubles for the railroad were more than just skirmishes with competitors. In the late 1880s, George C. Magoun, who had worked his way to become Chairman of the Board of Directors for the railroad, was progressively losing his own health. In 1889 the railroad's stock price, which was closely linked in the public's eye with the successes of the railroad's chairman, fell from nearly $140 per share to around $20 per share. Magoun's health continued to deteriorate along with the stock price and Magoun died on December 20, 1893. The Santa Fe entered receivership three days later on December 23, 1893, with J. W. Reinhart, John J. McCook and Joseph C. Wilson appointed as receivers.

Expansion through mergers

A brief look at some key figures comparing the railroad's extent between 1870 and 1945 shows just how much the railroad had grown:

…………………………………………….1870…………………1945

Gross operating revenue………………$182,580…………….$528,080,530
Total track length..……………………...62 miles (100 km)…..13,115 miles (21,107 km)
Freight carried……………………………98,920 tons………….59,565,100 tons
Passengers carried……………………..33,630……………….11,264,000
Locomotives owned………………………6..…………………….1,759
Unpowered rolling stock owned……….141…………………….81,974 freight cars
….………………………………………………………………….1,436 passenger cars

(Source: Santa Fe Railroad (1945), Along Your Way, Rand McNally, Chicago, Illinois).

The failed SPSF merger

The Southern Pacific Santa Fe Railroad (SPSF) was a proposed merger between the parent companies of the Southern Pacific and Santa Fe railroads announced on December 23, 1983. As a part of the joining of the two firms, all of the rail and non-rail assets owned by Santa Fe Industries and the Southern Pacific Transportation Company was placed under the control of a holding company, the Santa Fe–Southern Pacific Corporation. The merger was subsequently denied by the Interstate Commerce Commission (ICC) on the basis that it would create too many duplicate routes.

The companies were so confident that the merger would be approved they began repainting locomotives and non-revenue rolling stock in a new unified paint scheme. After the ICC's denial, railfans joked that SPSF really stood for "Shouldn't Paint So Fast". While the Southern Pacific was sold off, all of the California real estate holdings were consolidated in a new company, Catellus Development Corporation, making it the State's largest private land owner. Some time later, Catellus would purchase the Union Pacific Railroad's interest in the Los Angeles Union Passenger Terminal (LAUPT).

Merger into BNSF

On December 31, 1996 the ATSF merged with the Burlington Northern Railroad to form the Burlington Northern and Santa Fe Railway. Some of the challenges resulting from the joining of the two companies included the establishment of a common dispatching system, the unionization of Santa Fe's non-union dispatchers, and incorporating the Santa Fe's train identification codes throughout.

Company officers

Presidents of the Atchison, Topeka and Santa Fe Railway:

• Cyrus K. Holliday: 1860–1863
• Samuel C. Pomeroy: 1863–1868
• William F. Nast: September 1868
• H. C. Lord: 1868–1869
• Henry Keyes: 1869–1870
• Ginery Twichell: 1870–1873
• Henry Strong: 1873–1874
• Thomas Nickerson: 1874–1880
• T. Jefferson Coolidge: 1880–1881
• William Barstow Strong: 1881–1889
• Allen Manvel: 1889–1893
• Joseph Reinhart: 1893–1894
• Aldace F. Walker: 1894–1895
• Edward Payson Ripley: 1896–1920
• William Benson Storey: 1920–1933
• Samuel T. Bledsoe: 1933–1939
• Edward J. Engel: 1939–1944
• Fred G. Gurley: 1944–1958
• Ernest S. Marsh: 1958–1967
• John Shedd Reed: 1967–1986
• W. John Swartz: 1986–1989
• Mike Haverty: 1989–1995

Passenger train service

(copied per fair use clause of copyright laws)
Santa Fe No. 2A, an EMD E1 is shown pulling the Super Chief on the cover of the railroad's 1945 promotional publication "Along Your Way."

The Santa Fe was widely known for its passenger train service in the first half of the 20th century. The Santa Fe introduced many innovations in passenger rail travel, among these the "Pleasure Domes" of the Super Chief (billed as the "...only dome car[s] between Chicago and Los Angeles" when they were introduced in 1951) and the "Big Dome"-Lounge cars and double-decker "Hi-Level" cars of the El Capitan, which entered revenue service in 1954. The Santa Fe was among the first railroads to add dining cars to its passenger train consists in 1891, following the examples of the Northern Pacific and Union Pacific Railroads. Dining along the Santa Fe was often a memorable experience, whether it be on-board in a dining car, or at one of the many Harvey House restaurants that were strategically located throughout the system.

In general, the same train name was used for both directions of a particular train. The exceptions to this rule included the Chicagoan and Kansas Cityan trains (both names referred to the same service, but the Chicagoan was the eastbound version, while the Kansas Cityan was the westbound version), and the Eastern Express and West Texas Express. All of the Santa Fe's trains that terminated in Chicago did so at Dearborn Station. Trains terminating in Los Angeles arrived at Santa Fe's La Grande Station until May, 1939 when the Los Angeles Union Passenger Terminal (LAUPT) was opened.

To reach smaller communities, the railroad often operated Rail Diesel Cars (RDCs) for communities on the railroad, and bus connections were provided throughout the system via Santa Fe Trailways buses to other locations. These smaller trains generally were not named, only the train numbers were used to differentiate services.

Regular revenue trains

(copied per fair use clause of copyright laws)
The Santa Fe often adorned the ends of its observation cars with "drumhead" logos bearing the names of its trains. In terminals such as Dearborn Station, bumper posts carried the logos as well, a practice that continued long after the railroad removed observations from its roster.

The Santa Fe operated the following named trains on regular schedules:

• The Angel: San Francisco, California - Los Angeles, California - San Diego, California
• The Angelo: San Angelo, Texas - Fort Worth, Texas (on the GC&SF)
• The Antelope: Oklahoma City, Oklahoma - Kansas City, Missouri
• Atlantic Express: Los Angeles, California - Kansas City, Missouri (this was the eastbound version of the Los Angeles Express).
• California Express: Chicago, Illinois - Kansas City, Missouri - Los Angeles, California
• California Fast Mail: Chicago, Illinois - Los Angeles, California - San Francisco, California
• California Limited: Chicago, Illinois - San Francisco, California (via Los Angeles)
• California Special: Los Angeles, California - Clovis, New Mexico
• Cavern: Clovis, New Mexico - Carlsbad, New Mexico (connected with the Scout).
• Centennial State: Denver, Colorado - Chicago, Illinois
• Central Texas Express: Sweetwater, Texas - Lubbock, Texas
• Chicagoan: Kansas City, Missouri - Chicago, Illinois (this was the eastbound version of the Kansas Cityan passenger train).
• Chicago Express: Newton, Kansas - Chicago, Illinois
• Chicago Fast Mail: San Francisco, California - Los Angeles, California - Chicago, Illinois
• Chicago-Kansas City Flyer: Chicago, Illinois - Kansas City, Missouri
• The Chief: Chicago, Illinois - Los Angeles, California
• Eastern Express: Lubbock, Texas - Amarillo, Texas (this was the eastbound version of the West Texas Express).
• El Capitan: Chicago, Illinois - Los Angeles, California
• El Pasoan: El Paso, Texas - Albuquerque, New Mexico
• El Tovar: Los Angeles, California - Chicago, Illinois (via Belen)
• Fargo Fast Mail/Express: Belen, New Mexico - Amarillo, Texas - Kansas City, Missouri - Chicago, Illinois
• Fast Fifteen: Newton, Kansas - Galveston, Texas
• Fast Mail Express: San Francisco, California (via Los Angeles) - Chicago, Illinois
• Golden Gate: Oakland, California - Bakersfield, California
• Grand Canyon Limited: Chicago, Illinois - Los Angeles, California
• The Hopi: Los Angeles, California - Chicago, Illinois
• Kansas Cityan: Chicago, Illinois - Kansas City, Missouri (this was the westbound version of the Chicagoan passenger train).
• Kansas City Chief: Kansas City, Missouri - Chicago, Illinois
• Los Angeles Express: Chicago, Illinois - Los Angeles, California (this was the westbound version of the Atlantic Express).
• The Missionary: San Francisco, California - Belen, New Mexico - Amarillo, Texas - Kansas City, Missouri - Chicago, Illinois
• Navajo: Chicago, Illinois - San Francisco, California (via Los Angeles)

(copied under fair use clause; per Denver Public Library)
All streamlined and special trains were placed on public display on the Pacific Electric tracks adjacent to Los Angeles' Exposition Park. Ventriloquist Edgar Bergen and his "sidekick" Mortimer Snerd pose in the cab of Santa Fe #51L, an ALCO PA unit, to mark its delivery to the railroad in 1946.

• Oil Flyer: Kansas City, Missouri - Tulsa, Oklahoma
• Overland Limited: Chicago, Illinois - Los Angeles, California
• Phoenix Express: Los Angeles, California - Phoenix, Arizona
• The Ranger: Kansas City, Missouri - Chicago, Illinois
• The Saint: San Diego, California - Los Angeles, California - San Francisco, California
• San Diegan: Los Angeles, California - San Diego, California
• San Francisco Chief: San Francisco, California (via Los Angeles) - Chicago, Illinois
• San Francisco Express: Chicago, Illinois - San Francisco, California (via Los Angeles)
• Santa Fe de Luxe: Chicago, Illinois - Los Angeles, California - San Francisco, California
• Santa Fe Eight: Belen, New Mexico - Amarillo, Texas - Kansas City, Missouri - Chicago, Illinois
• The Scout: Chicago, Illinois - San Francisco, California (via Los Angeles)
• South Plains Express: Sweetwater, Texas - Lubbock, Texas
• Super Chief: Chicago, Illinois - Los Angeles, California
• The Texan: Houston, Texas - New Orleans, Louisiana (on the GC&SF between Houston and Galveston, then via the Missouri Pacific Railroad between Galveston and New Orleans).
• Texas Chief: Dallas, Texas - Chicago, Illinois
• Tourist Flyer: Chicago, Illinois - San Francisco, California (via Los Angeles)
• The Tulsan: Tulsa, Oklahoma - Chicago, Illinois
• Valley Flyer: Oakland, California - Bakersfield, California
• West Texas Express: Amarillo, Texas - Lubbock, Texas (this was the westbound version of the Eastern Express).

One-time and special trains

Occasionally, a special train was chartered to make a high-profile run over the Santa Fe's track. These specials were not included in the railroad's regular revenue service lineup, but were intended as one-time (and usually one-way) traversals of the railroad. Some of the more notable specials include:

• Cheney Special: Colton, California - Chicago, Illinois (a one-time train that ran in 1895 on behalf of B.P. Cheney, a director of the Santa Fe).
• Clark Special: Winslow, Arizona - Chicago, Illinois (a one-time train that ran in 1904 on behalf of Charles W. Clarke, the son of then Arizona senator William Andrew Clark).
• David B. Jones Special: Lake Forest, Illinois - Los Angeles, California (a one-time, record-breaking train that ran in 1923 on behalf of the president of the Mineral Point Zinc Company).
• Death Valley Scotty Special: Los Angeles, California - Chicago, Illinois (the most well-known of Santa Fe's "specials," also known as the Death Valley Coyote or Coyote Special; a one-time, record-breaking train that ran in 1905, essentially as a publicity stunt).
• H.P. Lowe Special: Chicago, Illinois - Los Angeles, California (a one-time, record-breaking train that ran in 1903 on behalf of the president of the Engineering Company of America).
• Huntington Special: Argentine, Kansas - Chicago, Illinois (a one-time train that ran in 1899 on behalf of Collis P. Huntington).
• Miss Nellie Bly Special: San Francisco, California - Chicago, Illinois (a one-time, record-breaking train that ran in 1890 on behalf of Nellie Bly, a reporter for the New York World newspaper).
• Peacock Special: Los Angeles, California - Chicago, Illinois (a one-time train that ran in 1900 on behalf of A.R. Peacock, vice-president of the Carnegie Steel & Iron Company).
• Wakarusa Creek Picnic Special: Topeka, Kansas - Pauline, Kansas (a one-time train that took picnickers on a 30-minute trip, at a speed of 14 miles-per-hour, to celebrate the official opening of the line on April 26, 1869).


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


End of PART I of II


Enjoy!

Tom [4:-)] [oX)]

Watch for PART II around NOON today!

[passengerfan]

Good Morning Tom and the rest of the gang. Time for coffee and a Crumpet.

Have waited with baited breath for the Santa Fe special. At last the first part is here and I am not disappointed.

As a special tribute for a special railroad todays Streamliner Corner is the most famous Santa Fe train of them all the SUPER CHIEF.This train has always held a special place in my heart. Appropriate that it be honored on Valentines day. It truly was the train of the stars.

PASSSENGERFAN AL'S STREAMLINER CORNER # 61

SUPER CHIEF
By Al

SUPER CHIEF AT&SF Trains 17-18 June 15, 1937 Chicago – Los Angeles weekly train each way 2,224 miles 39 hours 45 minutes

The Santa Fe’s most famous train the SUPER CHIEF made its first run as a lightweight streamlined diesel powered train on May 18, 1937. The new streamlined SUPER CHIEFS matching diesels with new War bonnet paint scheme, that later would become the most famous face in the diesel age were not ready for the inaugural trip. Instead two of the Box Cab Diesels that had been assigned to the heavyweight SUPER CHIEF were assigned for the streamlined SUPER CHIEFS inaugural trip. The SUPER CHIEF was an extra fare extra fast all sleeping car train between Chicago and Los Angeles sailing five times a month from both terminals. The SUPER CHIEF ran off the miles between Chicago and Los Angeles in 39-3/4 hours matching the time keeping of the C&NW – UP CITY OF LOS ANGELES Streamliner. But instead of using an articulated lightweight streamlined train with less than standard size equipment, the Santa Fe SUPER CHIEF was an eight car consist of standard dimension lightweight streamlined cars without articulation. The all Budd built stainless steel consist would be the only all lightweight streamlined sleeping car train built by Budd as Pullman would demand that if Railroads wished to operate sleeping cars in Pullman operation they would have to be built by Pullman Standard. This would later lead to a lawsuit against Pullman for monopolistic practices and they would be forced to sell the Pullman Sleeping Car operation to the operating Railroads themselves. This separated the car manufacturing division of Pullman Standard from the operating division of Pullman.
The Budd Company outdid themselves in the interior appointments of these beautiful stainless steel cars using exotic wood veneers from around the world tastefully decorated in keeping with the SUPER CHIEFS Southwestern Indian theme. The eight-car consist provided sleeping accommodations for 104 passengers per sailing in the four sleeping cars and sleeper lounge Observation of the SUPER CHIEF. The other cars in the consist were a Baggage Car, a 12 Crew Dormitory Barber Shop Bar 25 seat Lounge Car and a 36 seat Dining Car. The sleeping car capacity of the CITY OF LOS ANGELES was 84 but 66 of these were either upper or lower berths located in Sections, while the SUPER CHIEF only offered 32 spaces in upper and lower berths with all remaining car space in Bedrooms, Compartments, and Drawing Rooms. The SUPER CHIEF was truly a Super train and the $10.00 extra fare reflected this. The second Box Cab Unit listed in the inaugural train set was leased from EMC and was numbered 512 but Santa Fe renumbered it 1C while in Santa Fe service.

Except for the Diesels the SUPER CHIEF consist was constructed by the Budd Company of Philadelphia. For the SUPER CHIEFS inaugural run the diesel intended for the train were sidelined and the boxcab diesels built to pull the heavyweight SUPER CHIEF substituted..

CONSIST
Intended Inaugural Power
2A EMC E1A 1,800 HP Diesel Passenger Cab Unit

2B EMC E1B 1,800 HP Diesel Passenger Booster Unit

Actual Inaugural Power
1A EMC Boxcab 1,800 HP Diesel Passenger Unit

1C EMC Boxcab 1,800 HP Diesel Passenger Unit (This was an EMC Demonstrator numbered 512)

3430 Baggage Car

ISLETA 8-Section 1 Drawing Room 2 Compartment Sleeping Car

TAOS 6-Double Bedroom 2-Compartments 2-Drawing Room Sleeping Car

1370 ACOMA 12-Crew Dormitory Barber Shop Buffet 24-Seat Lounge Car

1474 COCHITI 36-Seat Dining Car

ORAIBI 6-Double Bedroom 2-Compartment 2-Drawing Room Sleeping Car

LAGUNA 8-Section 1-Drawing Room 2-Compartment Sleeping Car

NAVAJO 2-Drawing Room 1-Double Bedroom 3-Compartment 13-Seat Lounge Observation

In February 1938 the 3430 was withdrawn from the SUPER CHIEF and two new cars replaced it.

These two cars were trainlined in the following order directly behind the power.

1386 SAN CLEMENTE Baggage 5-Crew Dormitory Bar 30-Seat Lounge Car

TUBA 17-Roomette Sleeping Car

On February 26, 1938 the Santa Fe introduced a second SUPER CHIEF consist in order to provide twice weekly round trip service. Budd provided the feature cars and all sleeping cars were from Pullman Standard. The second SUPER CHIEF began service with sleeping cars borrowed from the CHIEF pool until those sleeping cars built for the SUPER CHIEF were completed in June and July 1938. The February SUPER CHIEF consist is shown first with the borrowed CHIEF sleeping cars followed by the SUPER CHIEF consist with the sleeping cars built for that train.

3L EMC E1A 1,800 hp Diesel Passenger Cab Unit

3A EMC E1B 1,800 hp Diesel Passenger Booster Unit

1387 SAN ACACIA Baggage 5-Crew Dormitory Bar 30-Seat Club Lounge Car

CHINLE 17-Roomette Sleeping Car

WUPATKI 8-Section 2-Compartment 2-Double Bedroom Sleeping Car

KLETHLA 4-Compartment 2 Drawing Room 4-Double Bedroom Sleeping Car

1377 AGATHLA 12-Crew Dormitory Barber Shop Bar 24-Seat Club Lounge Car

1485 AWATOBI 36-Seat Dining Car

POLACCA 4-Compartment 2-Drawing
Room 4-Double Bedroom Sleeping Car

YAMPAI 8-Section 2 Compartment 2-Double Bedroom Sleeping Car

CHAISTLA 4-Drawing Room 1 –Double Bedroom 17-Seat Lounge Observation


CONSIST II 1938

3L EMC E1A 1,800 hp Diesel Passenger Cab Unit

3A EMC E1B 1,800 hp Diesel Passenger Booster Unit

1387 SAN ACACIA Baggage 5-Crew Dormitory Buffet 30-Seat Club Lounge Car

CHIMAYO 17-Roomette Sleeping Car

TALWIWI 8-Section 2-Compartment 2-Double Bedroom Sleeping Car

TCHIREGE 4-Compartment 2-Drawing Room 4-Double Bedroom Sleeping Car

1377 AGATHLA 12-Crew Dormitory Barber Shop Bar 24-Seat Club Lounge Car

1485 AWATOBI 36-seat Dining Car

TSANKAWI 4-Compartment 2-Drawing Room 4-Double Bedroom Sleeping Car

TYUONYI 8-Section 2-Compartment 2-Double Bedroom Sleeping Car

PUYE 4-Drawing Room 1-Double Bedroom 17-Seat Lounge Observation

The SUPER CHIEF became a daily operation in each direction between Chicago and Los Angeles on February 29, 1948. Unlike the competing Union Pacific CITY OF LOS ANGELES that used prewar lightweight sleeping cars when it went to daily operation the Santa Fe SUPER CHIEF began daily service with all new lightweight sleeping cars assigned. As for the feature cars several of these were borrowed from the CHIEF pool forcing the CHIEFS to operate with several heavyweight cars in there consists. It would be November – December, 1950 before the SUPER CHIEF would receive its new Dining Cars and Pleasure Dome Lounge Cars. There were three new types of Sleeping cars built for and assigned to the daily SUPER CHIEFS in 1948. The REGAL series were 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Cars. The BLUE series were 10 Roomette 2 Compartment 3 Double Bedroom Sleeping Cars and the VISTA series were 1 Double Bedroom 4 Drawing Room 17 seat Lounge Observations. Power for the postwar daily SUPER CHIEF train sets was EMD F3 A-B-B-A sets operating between Chicago and Los Angeles developing 6,000 hp total.

Example CONSIST

20L EMD F3A 1,500 HP Diesel Passenger Cab Unit

20A EMD F3B 1,500 HP Diesel Passenger Booster Unit

20B EMD F3B 1,500 HP Diesel Passenger Booster Unit

20C EMD F3A 1,500 HP Diesel Passenger Cab Unit

82 Baggage 30’Railway Post Office Car

1386 SAN CLEMENTE Baggage 5-Crew Dormitory Buffet 30-Seat Lounge Car

BLUE BAY 10-Roomette 2-Compartment 3-Double Bedroom Sleeping Car

BLUE BELL 10-Roomette 2-Compartment 3-Double Bedroom Sleeping Car

REGAL CENTER 4-Compartment 2-Drawing Room 4-Double Bedroom Sleeping Car

1390 Barber Shop Bar 27-Seat Lounge 12-Crew Dormitory Car

1484 36-Seat Dining Car

REGAL CITY 4-Compartment 2-Drawing Room 4-Double Bedroom Sleeping Car

REGAL CREEK 4-Compartment 2-Drawing Room 4-Double Bedroom Sleeping Car

BLUE FLAG 10-Roomette 2-Compartment 3-Double Bedroom Sleeping Car

VISTA CANYON 1-Double Bedroom 4-Drawing Room 17-Seat Lounge Observation

The Santa Fe replaced the 1948 sleeping cars with all new sleeping cars and Dormitory Buffet Lounge Cars in November 1950 and new Dining and Pleasure Dome Lounge cars followed in December 1950. This gave the Santa Fe SUPER CHIEF the distinction of being only the second Chicago – west coast streamliner to operate daily with domes. At this time only the VISTA-DOME CALIFORNIA ZEPHYR operated with domes to the west coast. The UP was operating domes between Seattle and Portland since September 1950 the former Train of Tomorrow cars in their trains 457-458. It would be two years before the Milwaukee Road OLYMPIAN HIAWATHA would operate domes daily from the Midwest to west coast.
Without a doubt the SUPER CHIEF was Super and the Santa Fe made sure it remained that way. The following is sample consist of Christmas 1950.

EXAMPLE CONSIST

40L EMD F7A 1,500 HP Diesel Passenger Cab Unit

40A EMD F7B 1,500 HP Diesel Passenger Booster Unit

40B EMD F7B 1,500 HP Diesel Passenger Booster Unit

40C EMD F7A 1,500 HP Diesel Passenger Cab Unit

82 Baggage 30’Railway Post Office Car

3408 Baggage Car

PINE ARROYO 10-Roomette 6-Double Bedroom Sleeping Car

PINE BEACH 10-Roomette 6-Double Bedroom Sleeping Car

REGAL ARMS 4-Compartment 2-Drawing Room 4-Double Bedroom Sleeping Car

500 10-Seat Turquoise Room 16-Seat Pleasure Dome 10-Seat Under Dome Lounge 18-Seat Lounge Car

600 36-Seat Dining Car

REGAL CORPS 4-Compartment 2-Drawing Room 4-Double Bedroom Sleeping Car

REGAL COURT 4-Compartment 2-Drawing Room 4-Double Bedroom Sleeping Car

PINE BELL 10-Roomette 6-Double Bedroom Sleeping Car

VISTA CANYON 1-Double Bedroom 4-Drawing Room 17-Seat Lounge Observation

[siberianmo]

THEME FOR THE DAY - Santa Fe

Santa Fe Trail and Santa Fe Route Map


Enjoy!

Tom[4:-)][oX)]

THEME FOR THE DAY - Santa Fe

[siberianmo]

THEME FOR THE DAY - Santa Fe

PASSENGER TRAIN NOSTALGIA #23

Here’s something to enjoy regarding the Santa Fe (AT&SF) from a 1950 advertisement in my personal collection.
first Posted on page 162


You arrive and depart Down-Town on the Santa Fe – not out in the country

When you’re gong somewhere, you want to be there when you arrive.

Go Santa Fe. You leave on your trip when you plan to leave.

You arrive relaxed, refreshed, at a convenient station right downtown, close to your hotel or office.

Travel Santa Fe and you choose accommodations to suit yourself. You get privacy as you like it. You have room to roam around when you want it. You enjoy wonderful Fred Harvey meals.

You be the judge. Go Santa Fe all the way!

Ride great trains through a great country

. . . . . . . . . . . . . . .Santa Fe . . . . . . . . . . . . . . .


Enjoy! [tup]

Tom[4:-)][oX)]

THEME FOR THE DAY - Santa Fe

[siberianmo]

THEME FOR THE DAY - Santa Fe

PASSENGER TRAIN NOSTALGIA #24

Here’s something to enjoy regarding the Santa Fe (AT&SF) from a 1951 advertisement in my personal collection.
first Posted on page 163


Enjoy the Pleasure Dome only dome car between Chicago and Los Angeles


. . . . . . . . . . . . . . . new Super Chief . . . . . . . . . .

. . . . . . . . . . . . . . . The restful observation lounge . . . . . . . . . . . . . . .
. . . . . . . . . . . . “top of the Super, next to the stars” . . .
. . . . . . is only one of many features you will enjoy on the . . . . . .
new Super Chief, the train that sets a new world standard
. . . . of travel. Daily between Chicago and Los Angeles. . . . .

. . . . . . . . . . . . . . .Santa Fe . . . . . . . . . . . . . . .


Enjoy! [tup]

Tom[4:-)][oX)]

THEME FOR THE DAY - Santa Fe

[Trainnut484]

Good morning Tom and gang. I'll have a cup of java for and a danish from the bakery if there's one still left. Great job on the Santa Fe theme and nostalgia pieces [tup]. What most people don't know is that the passenger train photo in the "Along Your Way" poster, and similar advertising posters, is a reversal of the actual image. The crewman leaning out the window is the Engineer, and was taken by the Santa Fe for publicity, and pictures of it hung in depots and offices all across the system.

Al, great job on the equipment listings [tup]

The Super Chief began service in 1935 with heavyweight cars. It was consolidated with the all-coach EL CAPITAN on Jan. 12, 1958, but retained the Super Chief's numbers and schedules. Thirty six years after inauguration, Super Chief service was transferred to Amtrak.

I would post a pic or two, but this computer I'm on is having a hiccup. The pics I posted on Sunday were done from the laptop. The wife has it now, which it's hers to begin with, for her class finals tonight.

Keep the Santa Fe theme comin'

Russell

[siberianmo]

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


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


Atchison, Topeka and Santa Fe Railway

PART II of II


Paint schemes & markings

Steam locomotives

(copied from public domain)
Santa Fe #5000, the 2-10-4 "Madame Queen," waits on a Ricardo, New Mexico siding to meet an eastbound train in March, 1943.


(courtesy: www.trainweb.com)
Santa Fe #3751, a restored 4-8-4 originally built by Baldwin Locomotive Works in 1927, passes through San Bernardino in January, 1999.

Diesel locomotives, passenger

(copied from public domain)
The 1926 Chief "drumhead" logo.

Santa Fe's first set of diesel-electric passenger locomotives was placed in service on the Super Chief in 1936, and consisted of a pair of blunt-nosed units (EMD 1800 hp B-B) designated as Nos. 1 and 1A. The upper portion of the sides and ends of the units were painted gold, while the lower section was a dark olive green color; an olive stripe also ran along the sides and widened as it crossed the front of the locomotive.

Riveted to the sides of the units were metal plaques bearing a large "Indian Head" logo, which owed its origin to the 1926 Chief "drumhead" logo. "Super Chief" was emblazoned on a plaque located on the front. The rooftop was light slate gray, rimmed by a red pinstripe. This unique combination of colors was referred to as the Golden Olive paint scheme. Before entering service, Sterling McDonald's General Motors "Styling Department" augmented the look with the addition of red and blue striping along both the sides and ends of the units in order to enhance their appearance.

In a little over a year the EMD E1 (a new and improved streamlined locomotive) would be pulling Super Chief and other passenger consists, resplendent in the now-famous Warbonnet paint scheme devised by Leland Knickerbocker of the GM "Art and Color Section." Reminiscent of a Native American ceremonial headdress, the scheme consisted of a red "bonnet" which wrapped around the front of the unit, that was bordered by a yellow stripe and black pinstripe. The extent of the bonnet varied according to the locomotive model, and was largely determined by the shape and length of the carbody. The remainder of the unit was either painted silver or was comprised of stainless steel panels.

All units wore a nose emblem consisting of an elongated yellow "Circle & Cross" emblem with integral "tabs" on the nose and the sides, outlined and accented with black pinstripes, with variances according to the locomotive model. "SANTA FE" was displayed on the horizontal limb of the cross in black, Art Deco-style lettering. This emblem has come to be known as the "cigar band" due to its uncanny resemblance to the same. On all but the "Erie-built" units (which were essentially run as a demonstrator set), U28CGs, U30CGs, and FP45s, a three-part yellow and black stripe ran up the nose behind the band.

A "Circle & Cross" motif (consisting of a yellow field, with red quadrants, outlined in black) was painted around the side windows on "as-delivered" E1 units. Similar designs were added to E3s, E6s, the DL109/110 locomotive set, and ATSF 1A after it was rebuilt and repainted. The sides of the units typically bore the words "SANTA FE" in black, 5"– or 9"–high extra extended Railroad Roman letters, as well as the "Indian Head" logo, with a few notable exceptions.

Railway identity on diesel locomotives in passenger service:

Loco Type.."Indian Head".."Circle & Cross".."Santa Fe"..Logotype…..Starting Year…..Comments

ATSF 1 and 1A Yes Yes* Yes No 1937 "Circle & Cross" added to No. 1 after rebuild in May, 1938

EMD E1, E3, and E6 Yes* Yes Yes No 1937 "Indian Head" added to B units at a later date

ALCO DL109/110 Yes* Yes Yes No 1941 No "Indian Head" on B unit

EMD FT Yes* No Yes No 1941 "Indian Head" added to B units at a later date

ALCO PA and PB Yes* No Yes No 1946 "Indian Head" added to B units at a later date

EMD F3 Yes* No Yes No 1946 "Indian Head" on B units only

FM Erie-built Yes* No Yes* No 1947 "Indian Head" and "SANTA FE" on A units only

EMD F7 Yes* No Yes* No 1949 "Indian Head" on B units only; "SANTA FE" added in 1954

EMD E8 Yes* No Yes No 1952 "Indian Head" on B units only

GE U28CG No No No Yes 1967 "Santa Fe" logotype in large, red "billboard"-style letters

GE U30CG No No Yes* No 1967 5"-high non-extended "SANTA FE" letters

EMD FP45 No No Yes* No 1967 9"-high "SANTA FE" letters

Source: Pelouze, Richard W. (1997). Trademarks of the Santa Fe Railway. The Santa Fe Railway Historical & Modeling Society, Inc., Highlands Ranch, CO. pp. 47–50.

In later years, Santa Fe adapted the scheme to its gas-electric "doodlebug" units. The standard for all of Santa Fe's passenger locomotives, the Warbonnet is considered by many to be the most recognized corporate logo in the railroad industry. Early in the Amtrak Era, Santa Fe embarked on a program to paint over the red bonnet on its F units that were still engaged in hauling passenger consists with yellow (also called Yellowbonnets) or dark blue (nicknamed Bluebonnets) as it no longer wanted to project the image of a passenger carrier.

(courtesy: www.trainweb.com)
Santa Fe #300C, an EMD F7A unit photographed in 1972, wears the conventional Warbonnet scheme. Due to space limitations, the "Indian Head" logo was omitted from FTA/F3A/F7A units.


(copied from public domain)
An EMD F7B unit, photographed in December, 1976 carries the Santa Fe "Indian Head" logo. "SANTA FE" was added to FTB/F3B/F7B units, below and just behind the icon, in 1954.


(courtesy: www.trainweb.com)
A GE U28CG displays a variation in the standard Warbonnet passenger scheme. Note that the "Santa Fe" logotype is displayed in large, red "billboard"-style letters and the lack of yellow and black striping.


(copied from public domain)
Santa Fe #95, an EMD FP45 decked out in Warbonnet colors, including the traditional "cigar band" nose emblem. Its "as-delivered" paint job had "SANTA FE" in black, 9"-high Railroad Roman letters along each side.


Diesel locomotives, freight

(copied from public domain)
A museum restoration of Kennecott Copper Corporation #103 (an Alco model RS-2) now bears the #2098 and the AT&SF Zebra Stripe paint scheme.

Diesel locomotives used in freight service (with the exception of streamlined units) between 1934 and 1960 were painted black, with a thin white or silver accent stripe and diagonal white or silver stripes painted on the ends and cab sides to increase the visibility at grade crossings (typically referred to as the Zebra Stripe scheme). The letters "A.T.& S.F." were applied in a small font to the sides of the unit just above the accent stripe, with the standard blue and white "SANTA FE" logo below.

The years 1960 to 1972 saw non-streamlined freight locomotives sporting the Billboard color scheme (sometimes referred to as the Pinstripe scheme) wherein the units were predominantly dark blue with yellow ends and trim, with a single yellow accent pinstripe. The words "Santa Fe" were applied in yellow in a large serif font (logotype) to the sides of the locomotive below the accent stripe (save for yard switchers which displayed the "SANTA FE" in small yellow letters above the accent stripe, somewhat akin to the Zebra Stripe arrangement).


(courtesy: www.trainweb.com)
Santa Fe #543, a preserved FM H-12-44TS road switcher, displays the switcher version of the blue and yellow Billboard paint scheme in November, 1986.

From 1972 to 1996, and even on into the BNSF era, the company adopted a new paint scheme often known among railfans as the Yellowbonnet which placed more yellow on the locomotives (reminiscent of the company's retired Warbonnet scheme), the goal again to ensure higher visibility at grade crossings. The truck assemblies, previously colored black, now received silver paint.

In June, 1989 Santa Fe resurrected the Warbonnet and applied the scheme in a modified fashion to two EMD FP45 units, #5992 and #5998 (this time, displaying "Santa Fe" in large, "billboard"-style red letters across the side). The units were re-designated as #101 and #102 and reentered service on July 4, 1989 as part of the new "Super Fleet" (the first Santa Fe units to be so decorated for freight service). The six remaining FP45 units were thereafter similarly repainted and renumbered. From that point forward, all new locomotives wore the red and silver, and many retained this scheme after the Burlington Northern Santa Fe merger, some with "BNSF" displayed across their sides.

(courtesy: www.trainweb.com)
Santa Fe #3332, an EMD GP35, displays the blue and yellow Billboard freight color scheme as it climbs out of the Cajon Junction in 1977.


(courtesy: www.trainweb.com)
EMD FP45s, such as Santa Fe #5923 (shown here in 1972) wore the Billboard blue and yellow in much the same manner as Santa Fe's F units did.


(courtesy: www.trainweb.com)
Santa Fe #2509, a CF7 locomotive that has been repainted in the Yellowbonnet freight livery, pauses in Santa Ana, California in 1976.


(courtesy: www.trainweb.com)
A trio of General Electric "Dash 8" locomotives are resplendent in the silver and red Warbonnet paint scheme of the Santa Fe's "Super Fleet" (SRS) in October, 1994.


Several experimental and commemorative paint schemes emerged during the Santa Fe's diesel era. One combination was developed and partially implemented in anticipation of a merger between the parent companies of the Santa Fe and Southern Pacific (SP) railroads in 1984. The red, yellow, and black paint scheme (with large red block letters "SF" on the sides and ends of the units) of the proposed Southern Pacific Santa Fe Railroad (SPSF) has come to be somewhat derisively known among railfans as the Kodachrome livery due to the similarity in colors to the boxes containing slide film sold by the Eastman Kodak Company under the same name (Kodachrome film was one of the preferred brands in use by railfans). A common joke among railfans is that "SPSF" really stands for "Shouldn't Paint So Fast." Though the merger application was subsequently denied by the ICC, locomotives bearing this color scheme can still be found occasionally in lease service.

(courtesy: www.trainweb.com)
Santa Fe #9536 carries the experimental Kodachrome paint scheme in April, 1988.

(courtesy: www.trainweb.com)
Santa Fe #5704, one of five EMD model SD45-2s specially decorated in red, white, and blue to commemorate America's Bicentennial, leads the Super C high-speed intermodal train.

References:

Baker Library Historical Collections, Atchison, Topeka & Santa Fe Railroad Records, 1879-1896. Retrieved May 10, 2005.

Berkman, Pamela, ed. (1988). The History of the Atchison, Topeka & Santa Fe, Brompton Books Corp., Greenwich, CT. ISBN 0-517-63350-7.

Bryant, Jr., Keith L. (1974). History of the Atchison, Topeka and Santa Fe Railway, Trans-Anglo Books, Glendale, CA. ISBN 0-8032-6066-0.

The Cosmopolitan (February 1893), The Atchison Topeka & Santa Fe. Retrieved May 10, 2005.

Donaldson, Stephen E. and William A. Myers (1989). Rails through the Orange Groves, Volume One, Trans-Anglo Books, Glendale, CA. ISBN 87046-088-99.

Donaldson, Stephen E. and William A. Myers (1990). Rails through the Orange Groves, Volume Two, Trans-Anglo Books, Glendale, CA. ISBN 87046-094-3.

Duke, Donald and Stan Kistler (1963). Santa Fe...Steel Rails through California, Golden West Books, San Marino, CA.

Duke, Donald (1995). Santa Fe: The Railroad Gateway to the American West, Volume One, Golden West Books, San Marino, CA. ISBN 0-87095-110-6.

Duke, Donald (1997). Santa Fe: The Railroad Gateway to the American West, Volume Two, Golden West Books, San Marino, CA. ISBN 0-87095-110-6.

Foster, George H. and Peter C. Weiglin (1992). The Harvey House Cookbook: Memories of Dining along the Santa Fe Railroad, Longstreet Press, Atlanta, GA. ISBN 1-
56352-357-4.

Gibson, Elizabeth (July 16, 2002), The Old West - The Atchison, Topeka and Santa Fe (Part 1). Retrieved May 13, 2005.

Gibson, Elizabeth (July 23, 2002), The Old West - The Atchison, Topeka and Santa Fe (Part 2). Retrieved May 10, 2005.

Glischinski, Steve (1997). Santa Fe Railway, MBI Publishing Company, Osceola, WI. ISBN 0-7603-0380-0.

Hendrickson, Richard H. (1998). Santa Fe Railway Painting & Lettering Guide for Model Railroaders, Volume 1: Rolling Stock, The Santa Fe Railway Historical & Modeling Society, Inc., Highlands Ranch, CO.

Pelouze, Richard W. (1997). Trademarks of the Santa Fe Railway, The Santa Fe Railway Historical & Modeling Society, Inc., Highlands Ranch, CO.

Porterfield, James D. (1993). Dining by Rail: the History and Recipes of America's Golden Age of Railroading, St. Martin's Press, New York, NY. ISBN 0-312-18711-4.

Pratt School of Engineering, Duke University (2004), Alumni Profiles: W. John Swartz. Retrieved May 11, 2005.

Santa Fe Railroad (1945), Along Your Way, Rand McNally, Chicago, Illinois.

Santa Fe Railroad (November 29, 1942), Atchison, Topeka and Santa Fe Railway System Time Tables, Rand McNally and Company, Chicago, Illinois.

Serpico, Philip C. (1988). Santa Fé: Route to the Pacific, Hawthorne Printing Co., Gardena, CA. ISBN 0-88418-000-X.

Waters, Lawrence Leslie (1950). Steel Trails to Santa Fe, University of Kansas Press, Lawrence, Kansas.


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


End of PART II of II
***** ***** ***** ***** ***** ***** ***** ***** ***** ***** ***** ***** *****

Enjoy!

Tom [4:-)] [oX)]

Did you miss the previous five[?] Click the URL:

Baltimore & Ohio (B&O
#1: http://www.trains.com/community/forum/topic.asp?page=233&TOPIC_ID=35270
Chesapeake & Ohio (C&O)
#2: http://www.trains.com/community/forum/topic.asp?page=234&TOPIC_ID=35270
Pennsylvania (PRR)
#3: http://www.trains.com/community/forum/topic.asp?page=237&TOPIC_ID=35270
New York Central (NYC)
#4: http://www.trains.com/community/forum/topic.asp?page=240&TOPIC_ID=35270
New Haven (NYNH&H)
#5: http://www.trains.com/community/forum/topic.asp?page=242&TOPIC_ID=35270

[siberianmo]

THEME FOR THE DAY - Santa Fe

A song from the past

"On the Atchison, Topeka and the Santa Fe"

"On the Atchison, Topeka and the Santa Fe" was introduced by Judy Garland in the 1945 MGM film "The Harvey Girls". The song won an Oscar in 1946. It was also a big hit for Bing Crosby who recorded it Feb. 17, 1944, although the recording was not released until June 1945. But Johnny Mercer's recording was the biggest hit. It reached #1 in the summer of 1945.

- words by Johnny Mercer, music by Harry Warren
- lyrics as recorded by Judy Garland September 10, 1945 on Decca 23458 (78 r.p.m. single)


What a lovely trip
I'm feeling so fresh and alive
And I'm so glad to arrive
It's all so grand
It's easy to see you don't need a palace
To feel like Alice in Wonderland

Back in Ohio where I come from
I've done a lot of dreamin' and I've travelled some
But I never thought I'd see the day
When I ever took a ride on the Santa Fe
(wanna take a ride on the Santa Fe)

I would lean across my window sill
And hear the whistle echoin' across the hill
Then I'd watch the lights till they fade away
On the Atchison, Topeka and the Santa Fe

What a thrill (what a great big wonderful thrill)
With the wheels a-singin' "westward ho"
Right from the day I heard them start
'Cross the Kansas plains from New Mexico
I guess I've got a little gypsy in my heart

When I'm old and grey and settled down
If I ever get a chance to sneak away from town
Then I'll spend my busman's holiday
On the Atchison, Topeka and the Santa Fe

All aboard! (we came across the country lickety-split)
(rollin' ninety miles an hour)
I can't believe I'm here at last
Woo-oo-ooo!
(when you go travellin', it's best for you
to take the Atchison, Topeka and the Santa Fe!)
I can't believe that anything could go so fast

Then you pull that throttle, whistle blows
A-huffin' and a-puffin' and away she goes
All aboard for California*, hey!
On the Atchison (on the Atchison)
On the Atchison, Topeka (on the Atchison, Topeka)
On the Atchison, Topeka (on the Atchison, Topeka)
On the Atchison, Topeka and the Santa Fe!

------------------------------------------------------

*California pronounced "californ-eye-ay"
* * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * *

Enjoy!

Tom[4:-)] [oX)]

THEME FOR THE DAY - Santa Fe