"OUR" PLACE - SEE NEW THREAD!

[Anonymous]

Good morning all! Just popped in for my usual two light breakfasts, and to leave some reading material. I'll have to get back to you on the P&W Pete. I got that picture from a magazine several days ago, and it's already been shuffled to the bottom of the deck of magazines now. Here's the promised reading material though:

Century and Broadway Observations Roll On by Karl Zimmermann

In these official Pullman-Standard portraits, the Creek and View show distinctly different aesthetics: sleek for the New York Central, boxy for Pennsy. Note that Hickory Creek’s letterboard reads “Pullman,” with “New York Central” appearing in mall letters by the end door. In late 1949, however, the railroad’s name was placed on the letterboard. Pullman-Standard, Peter Tilp Collection.


When the Pennsylvania Railroad and New York Central planned to re-equip their flagship Broadway Limited and 20th Century Limited after World War II, each called on Pullman-Standard for a pair of distinguished and distinctive observation cars: Mountain View and Tower View for the Broadway, and Hickory Creek and Sandy Creek for the Century. Remarkably, all four of these cars still exist today, some43 years later (in 1991), and Sandy Creek and Mountain View remain very much operational.

No two railroads ever competed more fiercely than the Pennsylvania and New York Central, and nowhere was that competition more evident than in their premier New York-Chicago passenger service. This rivalry goes back at least to June 15, 1902, when the Central’s 20th Century Limited and PRR’s Pennsylvania Special (which in 1912 would become the Broad Way Limited, named for the railroad’s multi-track main line) were born. Thirty-six years later, on June 15, 1938, these acclaimed all-Pullman trains were renewed and unveiled simultaneously as stunning new streamliners. The Broadway (with its name by now written as one word) was styled by Raymond Loewy and the 20th Century by Henry Dreyfuss – two men who were arguably the most famous industrial designers in the world, head-to-head competitors like the Pennsy and the Central.

At the conclusion of World War II, the Pennsylvania and New York Central – in common with passenger-carrying railroads all across the United States – were eager to buff up their aging, war-weary streamliners. “Central has ordered enough all-room sleeping cars for 30 overnight dreamliners,” the company boasted in its advertising. In fact, both roads called on Pullman-Standard, the Budd Company, and American Car and Foundry for literally hundreds of new cars.

As company flagships, and the East’s most famous trains, the Broadway and the Century naturally received particular attention in this re-equipping craze. And as was traditional, their feature cars would be those carrying the markers. Thus, Pullman-Standard was called on to build two quite different pairs of sleeper-buffet lounge observations. Signature cars, they would become most clearly emblematic of the final versions of those great passenger trains.

Hickory Creek and Sandy Creek were ordered for the Century in December 1945, and Mountain View and Tower View for the Broadway the following month. However, these orders came amidst what would prove to be the last great boom in railroad-passenger-car building in America, so it was nearly three years before the new cars entered service. The Central’s cars hit the rails first, and with the most hoopla.



On September 15, 1948, General Dwight D. Eisenhower (then president of Columbia University) was the guest of honor at christening ceremonies for the all-new train, held at New York’s Grand Central Terminal. Eisenhower spoke against a backdrop of hickory Creek’s deep, rear-facing windows and distinctive logo since 1938, appearing on its dining-car china, on the famous red carpet advertisements. Two days later the new 20th Century Limited entered revenue service, with Hickory Creek rolling west on No. 25 and Sandy Creek on No. 26.

These Creek cars were truly unusual in appearance. A characteristic that set them apart from their 1938 Dreyfuss-designed predecessors, and most other lightweight observation cars, was the deep windows in the gracefully rounded tail-end that gave the cars the name “Lookout Lounges.” These generous windows combined with a raised floor, made easy viewing. (Central’s Budd-built Singing Brook, Sunrise Brook, and Wingate Brook – five double-bedroom buffet lounge observations like the Creek cars – had similarly large windows. This stainless-steel trio was originally assigned to the Southwestern Limited; Sunrise and Wingate Brook ended their NYC careers as back-up Century cars. Wingate Brook is currently owned by Kasten Railcar Services of Edwardsville, Illinois.)



This google video should put a smile on your face!

http://video.google.com/videoplay?docid=-7422206914832507554

[passengerfan]

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

Doug enjoyed the early start on the NYC Observations so will post what I have to go with your information.

[passengerfan]

Whoops forgot the article.

NEW YORK
CENTRAL
Streamlined Observations
by Al

The NYC systems first streamlined Observation was rebuilt by the roads Beech Grove Shops from heavyweight coach 2429 in June 1936. After the rebuilding and streamlining the car was named DETROIT and began operating on the rear of the new Streamlined MERCURY between Cleveland and Detroit round trip daily. The DETROIT featured 26 revenue Parlor seats and lounge type seating for 10 in the rounded observation end. This car Observation end featured a large expanse under glass ideal for viewing. The streamlined MERCURY nine-car train consist was designed by industrial designer Henry Dreyfuss who also designed the interiors of the cars, all work was completed by the NYC Beech Grove shops outside Indianapolis.

26 REVENUE SEAT PARLOR 10 SEAT LOUNGE OBSERVATION (Round) Rebuilt and streamlined by NYC Beech Grove Shops from heavyweight coach June 1936 Rebuilt and streamlined for MERCURY)

DETROIT

The NYC received four lightweight streamlined Observations from Pullman Standard for assignment to the four consists of the 1938 streamlined TWENTIETH CENTURY LIMITED from Pullman Standard in May 1938. All four were assigned ISLAND suffix names. The four ISLAND series Sleeper Lounge Observations were BEDLOES ISLAND, MANHATTAN ISLAND, PELEE ISLAND and THOUSAND ISLANDS. The interior configuration of the ISLAND series Observations was 1 Double Bedroom 1 Master Room Buffet 22 Seat Cocktail Lounge 8 Seat Lounge Observation. The cars operated in TWENTIETH CENTURY LIMITED service until September 1948 when they were replaced by new CREEK series cars from Pullman Standard.
All four ISLAND series Observations interiors were rebuilt in July 1946 to 4 Double Bedroom Buffet 22 Seat Cocktail Lounge 10 seat Lounge Observations, all four received new postwar two-tone gray paint at the same time.
In 1948 PELEE ISLAND and THOUSAND ISLANDS were assigned to the COMMODORE VANDERBILT. The other two ISLAND series cars were held as back ups at Chicago and New York for a second section of the COMMODORE VANDERBILT or TWENTIETH CENTURY LIMITED or as a replacement for the regularly assigned cars to these trains. All four cars were assigned 5-digit numbers in 1952 retaining their names as well. The numbers were as follows:
10640 BEDLOES ISLAND
10641 MANHATTAN ISLAND
10642 PELEE ISLAND
10643 THOUSAND ISLANDS
The NYC retired all four ISLAND series Observations in 1960 and sold three to the NdeM for further service.

1 DOUBLE BEDROOM 1 MASTER ROOM BUFFET 22 SEAT LOUNGE 8 SEAT LOUNGE OBSERVATIONS (Swallow - Tailed) Pullman Standard May 1938 Plan: 4079 Lot: 6547 (Built for and assigned to TWENTIETH CENTURY LIMITED)

BEDLOES ISLAND

MANHATTAN ISLAND

PELEE ISLAND

THOUSAND ISLANDS

New from Pullman Standard in July 1939 were the three RIVER series Sleeper Lounge Observations for the NYC. These three cars were assigned to the SOUTHWEST LIMITED between New York and St. Louis. Due to the distance traveled by this train three sets of equipment were required to provide daily service in both directions. The three Observations named GENESEE RIVER, MAUMEE RIVER and WABASH RIVER had interiors that featured 1 Compartment 2 Double Bedrooms 1 Drawing Room Buffet 22 seat Lounge 8 seat Lounge Observations. In July 1949 all three RIVER series Observations were replaced by postwar Budd built Observations in SOUTHWEST LIMITED service. The three cars were never assigned to any permanent train schedule after that and were somewhat orphans on the NYC being assigned to second sections of the SOUTHWEST LIMITED during peak travel periods. In 1952 the three RIVER series Sleeper Lounge Observations were assigned numbers as well as names by the NYC. The following numbers were assigned.
10650 GENESEE RIVER
10651 MAUMEE RIVER
10652 WABASH RIVER
In January 1956 the three RIVER series Observations were sold to the B&O who retained the cars NYC names after repainting but assigned the following B&O numbers to the cars.
7510 GENESEE RIVER
7511 MAUMEE RIVER
7512 WABASH RIVER
The B&O assigned all three cars to the NATIONAL LIMITED consists between Baltimore-Washington and St. Louis.

1 COMPARTMENT 2 DOUBLE BEDROOMS 1 DRAWING ROOM BUFFET 22 SEAT LOUNGE 8 SEAT LOUNGE OBSERVATIONS (Swallow - Tailed) Pullman Standard July 1939 Plan: 4082 Lot: 6567 (Built for and assigned to SOUTHWESTERN LIMITED)

GENESEE RIVER

MAUMEE RIVER

WABASH RIVER

The NYC was so pleased with the original MERCURY that they built a second consist at Beech Grove in October 1939 to extend MERCURY service to Chicago from Detroit. Eleven cars were rebuilt for the second MERCURY with one built for the original MERCURY giving the NYC two ten car streamliners. One of the MERCURY train sets traveled West from Cleveland to Detroit by way of Toledo each morning and after a lengthy layover in Detroit continued to Chicago. The second MERCURY traveled east from Chicago to Detroit and again after a lengthy layover continued on to Cleveland by way of Toledo.
The Parlor Observation of the second MERCURY was named CHICAGO. Both named Observations received a number as well beginning in 1952 1019 - DETROIT and 1020 CHICAGO.
Both cars were retired and scrapped in 1956. After WW II the NYC extended MERCURY service to Cincinnati from Cleveland but this was a new train set using postwar streamlined cars.

26 REVENUE SEAT PARLOR 10 SEAT LOUNGE OBSERVATION (Round) Rebuilt and streamlined by NYC Beech Grove shops from heavyweight coach October 1939 (Rebuilt and streamlined for assignment to MERCURY)

CHICAGO

In September 1940 NYC Beech Grove shops rebuilt and semi-streamlined two heavyweight Tavern Lounge Observations 53 and 56. The interiors were redecorated and modernized at the same time with 22-seat Tavern Lounge Bar 28 seat Lounge Observation. After completion of the work the two cars were assigned to the all coach PACEMAKERS between New York and Chicago overnight on a fast seventeen-hour schedule. The PACEMAKERS had entered service July 28, 1939 using heavyweight cars. These cars had Swallow tailed Observation ends but the roof remained Clerestory, thus the reason for their classification as semi-streamlined.

22 SEAT TAVERN LOUNGE BAR 28 SEAT LOUNGE OBSERVATIONS (Swallow Tailed) Rebuilt by Beech Grove Shops from Heavyweights September 1940 (Rebuilt for and assigned to PACEMAKERS)

53, 56

In March 1941 Beech Grove Shops fully streamlined one heavyweight Observation number 52 and gave the car a identical interior to the two built for the PACEMAKER consists. The streamlined 52 was assigned to the JAMES WHITCOMB RILEY the premier day train of the NYC between Cincinnati and Chicago. This was the last streamlined Observation rebuilt from a heavyweight by the NYC shops and the last rebuilt before WW II. The exterior of the car closely resembled those rebuilt for the MERCURY trains.

22 SEAT TAVERN LOUNGE BAR 28-SEAT LOUNGE OBSERVATION (Round) Rebuilt and streamlined from heavyweight by NYC Beech Grove Shops March 1941 (Rebuilt and streamlined for JAMES WHITCOMB RILEY)

52

Two final streamlined Observations were delivered before WW II to the NYC by the Budd Company these two cars were part of the new EMPIRE STATE EXPRESS. The EMPIRE STATE EXPRESS trains between Cleveland and New York with some cars operating between Detroit and New York joining or leaving the main EMPIRE STATE EXPRESS trains at Buffalo. The new trains were inaugurated December 7, 1941 the day Pearl Harbor was attacked and the U.S. was plunged into WW II. The all stainless steel consists of the EMPIRE STATE EXPRESS were built by Budd and all cars normally operated in the two train sets were named for former New York State governors. The two Observations were for the use of coach passengers and contained 34 seat Tavern lounge Bar 22 Seat Lounge Observations. The two Observations were named THEODORE ROOSEVELT and FRANKLIN D. ROOSEVELT. The two cars received numbers in 1952 as follows.
54 THEODORE ROOSEVELT
55 FRANKLIN D. ROOSEVELT
Both cars were retired by the NYC in 1958 and sold to the NdeM for further service.

34 SEAT TAVERN LOUNGE BAR 22 SEAT LOUNGE OBSERVATIONS (Round) Budd Company November 1941 (Built for and assigned to EMPIRE STATE EXPRESS)

THEODORE ROOSEVELT

FRANKLIN D. ROOSEVELT

In 1948 the PACEMAKERS were completely re-equipped with Budd built stainless steel cars. Prewar Observations 53 and 56 were replaced by new 22-seat Tavern Bar 21-seat Lounge 10 seat lounge Observations 48 and 49 delivered in February 1948. These were the last new Observations assigned to the PACEMAKERS and they were withdrawn in late 1957. Thereafter the two Observations were assigned to other trains but were not permanently assigned to any trains. In August 1960 both former PACEMAKER Observations were sold to the KCS and renumbered 44 and 45.
Two identical Observations 50 and 51 were delivered by Budd in February 1948 to the NYC with 50 being assigned to the postwar JAMES WHITCOMB RILEY and 51 being assigned to the new Cincinnati - Cleveland MERCURY. The 50 remained in JAMES WHITCOMB RILEY service until April 1959 the 51 was withdrawn from MERCURY service earlier. Both of these Observations were also sold to the KCS in August 1960 becoming their 46 and 47.

22-SEAT TAVERN LOUNGE BAR 21 SEAT LOUNGE 10 SEAT LOUNGE OBSERVATIONS (Swallow-Tailed) Budd Company February 1948 (Built for and assigned to PACEMAKERS - JAMES WHITCIOMB RILEY and OHIO MERCURY)

48 - 51

The two most famous postwar Observations built for the NYC were the two TWENTIETH CENTURY LIMITED Sleeper lounge Observations with the raised floor in the lounge area and larger windows in the Observation Room as well. These two cars named HICKORY CREEK and SANDY CREEK were delivered in August - September 1948 and featured 5 Double Bedrooms Buffet 23 seat Lounge Observations. In 1952 the NYC assigned numbers to the cars as follows.
10570 HICKORY CREEK
10571 SANDY CREEK
Both cars were renumbered in 1958 as follows.
10633 HICKORY CREEK
10634 SANDY CREEK
Both cars were retired in 1968 and sold privately.

5 DOUBLE BEDROOM BUFFET 23 SEAT PICTURE WINDOWED LOUNGE OBSERVATIONS (Swallow - Tailed) Pullman Standard August - September 1948 Plan: 4126 Lot: 6790 (Built for and assigned to TWENTIETH CENTURY LIMITED)

HICKORY CREEK

SANDY CREEK

The large NYC postwar orders for lightweight streamlined cars also included 13 Parlor Observations. These cars delivered by Budd between April and June 1948 featured interiors with 30 Parlor seats and a 12 seat Lounge Observation. These thirteen cars were numbered 58 - 70. These cars were assigned to the postwar MERCURY trains; TWILIGHT LIMITED between Detroit and Chicago, WOLVERINE between Detroit and Chicago, CINCINNATI SPECIAL, and LAURENTIAN between New York and Montreal operating over the NYC and D&H.

30 SEAT PARLOR 12 SEAT LOUNGE OBSERVATIONS (Swallow-Tailed) Budd Company April - June 1948 (Built for and assigned to TWILIGHT LIMITED - WOLVERINE - CINCINNATI SPECIAL - LAURENTIAN)

58 - 70

Budd delivered seven 5 Double Bedroom Buffet 24 seat Lounge Observations to the NYC between May and July 1949. The first four of these cars featured standard windows throughout while the last three delivered were identical to the CREEK series cars built by Pullman Standard for the TWENTIETH CENTURY LIMITED in that they had the picture window lounge Observations. The only real difference in these cars was the Budd built cars remained in natural stainless steel finish.
The four with standard height lounge windows were BABBLING BROOK and BONNIE BROOK assigned to the Boston - Chicago NEW ENGLAND STATES. While FALL BROOK and PLUM BROOK were assigned to the OHIO STATE LIMITED operating between New York and Cincinnati.
The three high windowed Observations from Budd SINGING BROOK, SUNRISE BROOK and WINGATE BROOK were assigned to the SOUTHWESTERN LIMITED.
All seven Observations received numbers to go with their names in 1952 as follows.
10560 BABBLING BROOK
10561 BONNIE BROOK
10562 FALL BROOK
10563 PLUM BROOK
10564 SINGING BROOK
10565 SUNRISE BROOK
10566 WINGATE BROOK
The latter three cars were assigned new numbers in 1958 as follows.
10630 SINGING BROOK
10631 SUNRISE BROOK
10632 WINGATE BROOK
In 1959 NYC sold BABBLING BROOK, FALL BROOK, PLUM BROOK, and SINGING BROOK to the CPR who renamed them in the same order SEA VIEW, EAST VIEW, RIVER VIEW, and MOUNTAIN VIEW.
BONNIE BROOK were retired and sold privately in 1964 and WINGATE BROOK ended up sold to Amtrak through a third party with the Amtrak number 3260 assigned.

5 DOUBLE BEDROOM BUFFET 24 SEAT LOUNGE OBSERVATIONS (Swallow - Tailed Budd Company May - June 1949 Plan: 9506 Lot: 9664 - 023 (Built for and assigned to NEW ENGLAND STATES - OHIO STATE LIMITED)

BABBLING BROOK

BONNIE BROOK

FALL BROOK

PLUM BROOK

5 DOUBLE BEDROOM BUFFET 23 SEAT PICTURE WINDOW LOUNGE OBSERVATIONS (Swallow - Tailed) Budd Company June - July 1949 Plan: 9508 Lot: 9636 - 023 (Built for and assigned to SOUTHWEST LIMITED)

SINGING BROOK

SUNRISE BROOK

WINGATE BROOK

One final streamlined Observation owned by the NYC was the ROYAL CREST built by Pullman Standard in March 1950 for assignment to the ROYAL PALM. The ROYAL PALM was a Southern Train that operated north of Cincinnati over the NYC to Buffalo, Cleveland, Chicago and Detroit. The Observations were through cars between Jacksonville, Florida and Detroit. Identical ROYAL PALM Sleeper Lounge observations were owned by the Southern, Southern Subsidiary Cincinnati New Orleans Texas & Pacific, and the FEC all for ROYAL PALM service. Four identical cars built at the same time were delivered to the Southern for the CRESCENT LIMITED. All eight cars were delivered in February - March 1950. These Observations were similar to the Budd built cars the NYC operated in the SOUTHWESTERN LIMITED and was the only stainless steel Pullman Standard built Observation owned by the NYC. The ROYAL CREST must hold something of a record for brevity as it was destroyed in September 1950 at Wamsutter, Wyoming while operating on the markers end of a CITY OF LOS ANGELES consist that was rear-ended by a trailing passenger train in the fog.

5 DOUBLE BEDROOM BUFFET 23 SEAT PICTURE WINDOWED LOUNGE OBSERVATIONS (Swallow - Tailed) Pullman Standard March 1950 Plan: 4162 Lot: 6814 (Built for and assigned to ROYAL PALM)

NYC

ROYAL CREST

FEC

AZALEA
CNOT&P

3499 ROYAL PALM

SOU

2301 ROYAL COURT

TTFN Al

[siberianmo]

G'day Gents!

I'm baaaaaaaaaaaaack - but oh so far behind! [swg]

The Catch-up Summary for Monday is now in preparation . . . .

Must get to the reading and typing! Also E-mails are awaitin! <groan>

The return trip was awful - simply put me in a foul mood after one hulluva good time in Ontario, Canada (Toronto, Brantford and assorted other places!) Memories are made of this! (Dean Martin - circa 50s)

Boris Ring the bell - and let's have a round of OJ for the boyz! [swg]

Later! [tup]

Tom[4:-)] [oX)]

[coalminer3]

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

Lots of interesting material posted.

Al – Thanks again for CP and CN material. AND - observation car material which you posted while I was working on this offering; nothing like hitting refre***o see what's new!

Our “Steamed Proprietor provided us with “up-to-the-minute” posts on the Canadian Rendezvous. I can’t wait to see the newsreels at the Mentor Theatuh – as soon as the train delivers them. Seeing the pictures reminded me of the story of the Lindbergh films traveling via the PRR and being developed en route.

The movie offerings look good this week – there is a rr thread in the French Connection with the most righteous chase scene all around the New York Elevated. A Fish Called Wanda is one of the all-time greats as is Restless Knights.

Rob – A GP9 on a Class I – whoda thunk it?

Eric X2000 Thanks for the pictures of the Brill car.

Pete – Thanks for kind words and pictures as well.

Saved Barndad for last as he provided all sorts of historical and contemporary material as well. The CV post was most insightful. The CV 600 class locomotives were, indeed, all blt by Schenectady in 1927. They had 26x28 cylinders, 73” drivers, and a tractive force of 44,000 pounds. They carried numbers 600-603.

Regarding PRR electrification, the line between New York and Washington was electrified in a project which, by 1935 eventually cost almost $265 million (back when a dollar was worth something).

Work safe

[Anonymous]

"Lafayette, we are here!" Back from Toronto/Brantford after the best 3 days in recent memory. Tom and Rob are the greatest rail traveling buffs in all christendom. We did all we had planned and a whole lot more.[tup] For now, it is catch up time for me. I see "Our" Place is running on its' own momentum with many fine posts. I'll spend the rest of the day (off) for review and response. The air travel, to and from, was dreadful but "on time."[^] That is the best we can hope for anymore. Tom, I guess we can dispense with the light breakfast this a.m. since we did it "real time" yesterday. Rob, you and your lovely spouse are the host and hostess "with the mostest." Thank you both again for being such great chaperones for Tom and me. With out a doubt, Toronto is "where it's at" for rail adventuring. See all of you real soon. Happy rails, Ted

[siberianmo]

courtesy: www.viarail.ca

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


MONDAY’s INFO & SUMMARY of POSTS


We’re baaaaaaaaaack and it’s Monday! The 1st Annual ”Our” Place Classic Trains Rendezvous in Toronto is history and a good time was had by all! Check back on the previous page if you missed installment #1 of the Pix . . . .

Time for a cuppa Joe – some pastries from The Mentor Village Bakery and of course a selection from our Menu Board for a <light> or <traditional> breakfast! [swg] [tup]


Daily Wisdom

A man who hunts trouble in a saloon is apt to pass in his chips with sawdust in his beard.


Info for the Day:

Railroads from Yesteryear –
The Delaware and Hudson (D&H)
arrives Tuesday!


* Weekly Calendar:

Wednesday: Toy & Model Trains Day!
Thursday: Fish ‘n Chips Nite!
Friday: Pizza Nite! & Steak Nite!
Saturday: Steak ‘n Trimmin’s Nite! – and –
ENCORE! Saturday


MVP Award Winners

April 2006 . . . LoveDome Lars



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Comedy Corner


Aging


-- I've sure gotten old.! I've had two bypass surgeries, a hip replacement, new knees. Fought prostate cancer and diabetes. I'm half blind, can't hear anything quieter than a jet engine, take 40 different medications that make me dizzy, winded, and subject to blackouts. Have bouts with dementia. Have poor circulation; hardly feel my hands and feet anymore. Can't remember if I'm 85 or 92. Have lost all my friends.
But, thank God, I still have my driver's license

-- An elderly woman decided to prepare her will and told her preacher she had two final requests. First, she wanted to be cremated, and second, she wanted her ashes scattered over Wal-Mart.
"Wal-Mart?" the preacher exclaimed. "Why Wal-Mart?"
"Then I'll be sure my daughters visit me twice a week."

-- My memory's not as sharp as it used to be. Also, my memory's not as sharp as it used to be.


[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]



The Mentor Village Emporium Theatre

NOW SHOWING:

Double Features and Three Stooges Short Subject!

. . . Sunday, May 14th thru May 20th: A Fish Called Wanda (1988) starring: John Cleese, Jamie Lee Curtis, Kevin Kline & Michael Palin –and- The French Connection (1971) starring: Gene Hackman & Ray Scheider. SHORT: Restless Knights (1935).



SUMMARY

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

Thursday, May 11th

(1) siberianmo Tom Posted: 11 May 2006, 05:23:25 (328) Thursday’s Info & Summary

(2) barndad Doug Posted: 11 May 2006, 07:12:30 (328) Lionel Trainmaster, pt II & joke!

(3) siberianmo Tom Posted: 11 May 2006, 07:27:30 (328) Acknowledgments, etc.

(4) passengerfan Al Posted: 11 May 2006, 08:05:18 (328) Catch up & CB&Q streamlined head end cars

(5) coalminer3 CM3 Posted: 11 May 2006, 09:07:36 (328) WVA Report!

(6) passengerfan Al Posted: 11 May 2006, 09:08:56 (328) CB&Q streamlined dome cars

(7) pwolfe Pete Posted: 11 May 2006, 10:58:16 (328) Pete’s Epistle!

(8) trolleyboy Rob Posted: 11 May 2006, 11:17:08 (328) Encore! Rendezvous planning (siberianmo)

(9) trolleyboy Tom Posted: 11 May 2006, 11:21:22 (328) B’day Bash!

(10) pwolfe Pete Posted: 11 May 2006, 13:49:57 (328) Wolfman Speaks!

(11) barndad Doug Posted: 11 May 2006, 18:00:58 (328) Doug’s world!

(12) wanswheel Mike Posted: 11 May 2006, 18:04:06 (328) Mikes’ report!

(13) passengerfan Al Posted: 11 May 2006, 19:43:56 (328) CB&Q streamlined dining & lounge cars

(14) siberianmo Tom Posted: 11 May 2006, 22:45:01 (329) Comments from Brantford, Ontario, Canada!

Friday, May 12th

(1) siberianmo Tom Posted: 12 May 2006, 05:31:20 (329) 13th Month Anniversary!

(2) barndad Doug Posted: 12 May 2006, 05:50:06 (329) Streetcar Riot ‘n joke!

(3) passengerfan Al Posted: 12 May 2006, 06:52:25 (329) Streamlined CP dining & lounge cars

(4) trolleyboy Rob Posted: 12 May 2006, 07:04:34 (329) Daybreak report!

(5) coalminer3 CM3 Posted: 12 May 2006, 09:02:16 (329) WVA Report!

(6) Michaelson Jack Posted: 12 May 2006, 09:58:36 (329) Name game – black jack bee bo back . . .

(7) passengerfan Al Posted: 12 May 2006, 15:00:30 (329) Streamlined CNR dining & lounge cars

(8) pwolfe Pete Posted: 12 May 2006, 17:58:13 (329) Howling Wolf!

(9) barndad Doug Posted: 12 May 2006, 17:59:13 (329) A Mysterious Explosion & cartoon!

(10) siberianmo Tom Posted: 12 May 2006, 21:44:55 (329) Rendezvous in Toronto!

Saturday, May 13th

(1) barndad Doug Posted: 13 May 2006, 05:38:49 (329) ENCORE: Zephyr – Preserved Pioneer & Joke!

(2) siberianmo Tom Posted: 13 May 2006, 05:44:16 (329) ENCORE from Canada!: Mentor Village Gazette – Nov 17th, 2005

(3) passengerfan Al Posted: 13 May 2006, 09:46:35 (329) CN Streamlined coaches, pt I

(4) barndad Doug Posted: 13 May 2006, 10:32:42 (329) ENCORE: Burlington Zephyrs & Joke!

(5) passengerfan Al Posted: 13 May 2006, 10:50:40 (329) CN Streamlined coaches, pt II

(6) West Coast S Dave Posted: 13 May 2006, 12:23:45 (329) Left Coast Report!

(7) wanswheel Mike Posted: 13 May 2006, 16:40:49 (329) Family letter – URLs, etc.

(8) pwolfe Pete Posted: 13 May 2006, 16:41:52 (329) Pete’s SUMMARY of Posts!! [tup]

(9) barndad Doug Posted: 13 May 2006, 17:02:34 (329) ENCORE: Burlington Zephyrs, pt II ”Hoodoo engine” & 3 Pix!

(10) passengerfan Al Posted: 13 May 2006, 17:39:05 (330) CPR streamlined coaches

(11) West Coast S Dave Posted: 13 May 2006, 18:07:39 (330) The Widow Maker, etc.

(12) barndad Doug Posted: 13 May 2006, 20:18:10 (330) ENCORE: Caboose History & 3 Pix!

(13) wanswheel Mike Posted: 13 May 2006, 21:05:18 (330) Inclusive Post & URLs!

(14) siberianmo Tom Posted: 13 May 2006, 21:51:36 (330) ]Report from Canda!

(15) pwolfe Pete Posted: 13 May 2006, 22:20:28 (330) Wolfman’s howls!

May 14th

(1) trolleyboy Rob Posted: 14 May 2006, 00:40:28 (330) Count Robulla’s “take”

(2) trolleyboy Rob Posted: 14 May 2006, 00:47:04 (330) 4 Pix!

(3) barndad Doug Posted: 14 May 2006, 06:22:29 (330) 9 Pix!

(4) siberianmo Rob Posted: 14 May 2006, 07:04:13 (330) Now Playing at the Gazette!

(5) siberianmo Tom Posted: 14 May 2006, 08:12:55 (330) 12 Rendezvous Pix!

(6) barndad Doug Posted: 14 May 2006, 08:13:57 (330) 10 Pix!

(7) trolleyboy Rob Posted: 14 May 2006, 09:05:58 (330) 3 Pix

(8) pwolfe Pete Posted: 14 May 2006, 09:07:42 (330) 4 Pix!

(9) barndad Doug Posted: 14 May 2006, 09:33:17 (330) Rendezvous at “Our” Place!

(10) EricX2000 Eric Posted: 14 May 2006, 17:43:36 (330) Inclusive Post ‘n 3 Pix!

(11) EricX2000 Eric Posted: 14 May 2006, 17:56:04 (330) URL

(12) barndad Doug Posted: 14 May 2006, 20:00:32 (330) 6 Pix ‘n 3 humor!

(13) pwolfe Pete Posted: 14 May 2006, 23:45:05 (330) Nite Cap!




That’s it! [tup][;)]


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

[passengerfan]

Part two of the follow up to Barndad Dougs post this AM and then I'm off to the Doc's.

PENNSYLVANIA
Streamlined Observations
by Al

In May 1938 the PRR received seven lightweight streamlined Sleeper Lounge Observations from Pullman Standard to equip three trains. Three of these Observations featured interiors with 1 Double Bedroom 1 Compartment 2 Drawing Rooms Buffet 13 seat Cocktail Lounge 12 seat Lounge Observations. These three Observations received NARROWS suffix names JACK'S NARROWS, JUNIATA NARROWS, and LEWISTOWN NARROWS. These three Observations were assigned to the All - Pullman SPIRIT OF ST. LOUIS operating between New York and St. Louis daily. JACK"S NARROWS was renamed WAKE ISLAND in March 1942 in honor of the courageous American defenders of that Pacific Island that was eventually overrun by a much larger Japanese force.
These three cars were renamed in January - February 1949 as follows:

WILLIAM CHAMBERLIN PATTERSON originally JUNIATA NARROWS

JOHN EDGAR THOMPSON originally LEWISTOWN NARROWS

SAMUEL VAUGHN MERRICK ex WAKE ISLAND originally JACK"S NARROWS

At that time they were often assigned to the PENN TEXAS between New York and St. Louis.

1 DOUBLE BEDROOM 1 COMPARTMENT 2 DRAWING ROOM BUFFET 13 SEAT COCKTAIL LOUNGE 12 SEAT LOUNGE OBSERVATIONS (Swallow - Tailed) Pullman Standard May 1938 Plan: 4081 Lot: 6549 (Built for and assigned to SPIRIT OF ST. LOUIS)

JACK'S NARROWS

JUNIATA NARROWS

LEWISTOWN NARROWS

The other four lightweight streamlined Observations delivered at that time in May 1938 were similar to the NARROW series in outside appearance but their interiors revealed a big difference. For the four VIEW series Sleeper Lounge Observations interiors featured 1 Double Bedroom 2 Master Rooms Buffet 13 seat Cocktail Lounge 12 seat Lounge Observation. These the most deluxe of all PRR cars were for the BROADWAY LIMITED and LIBERTY LIMITED.
Those assigned to the BROADWAY LIMITED were METROPOLITAN VIEW and SKYLINE VIEW while FEDERAL VIEW and WASHINGTON VIEW were the two assigned to the LIBERTY LIMITED.

1 DOUBLE BEDROOM 2 MASTER ROOMS BUFFET 13 SEAT COCKTAIL LOUNGE 12 SEAT LOUNGE OBSERVATIONS (Swallow - Tailed) Pullman Standard May 1938 (Built for and assigned to BROADWAY LIMITED and LIBERTY LIMITED)

FEDERAL VIEW

METROPOLITAN VIEW

SKYLINE VIEW

WASHINGTON VIEW

The PRR rebuilt 11 streamlined Observations from heavyweight coaches before WW II, and built five new lightweight streamlined Observations in February 1948 all at their Altoona shops.
The first of the Altoona built streamlined Observations 1120 and 1121 were rebuilt from heavyweight coaches 7777 and 8930 respectively in July 1939 and assigned to the new All Coach daily Chicago - New York streamlined TRAIL BLAZERS. Interiors of these two cars featured 28 Seat tavern Lounge Bar 25 seat Lounge Observations. They served in the TRAIL BLAZERS until February 1948.

28 SEAT TAVERN LOUNGE BAR 25 SEAT LOUNGE OBSERVATIONS (Swallow - Tailed) Rebuilt from heavyweight coaches by Altoona Shops July 1939 (Rebuilt and streamlined for assignment to the TRAIL BLAZERS)

1120, 1121

The next PRR train to receive rebuilt streamlined Observations was the JEFFERSONIAN a new all coach streamliner operating between New York and St. Louis. Due to the length of this trip the JEFFERSONIAN schedule at the time they were ordered required four sets of equipment for daily operation. But by the time the cars were actually delivered track work improvements had speeded up the schedule to the point where only three sets of equipment were required for daily operation. Altoona Shops completed Observations 1122 and 1123 in October 1940 and 1124, 1125 in November 1940. The interiors of these cars were identical to those of the TRAIL BLAZER Observations. The extra car 1125 was held in reserve at New York for either assignment to the TRAIL BLAZER or JEFFERSONIAN initially. Later this car was assigned to New York - Washington trains.

28 SEAT TAVERN LOUNGE BAR 25 SEAT LOUNGE OBSERVATIONS (Swallow - Tailed) Rebuilt from heavyweight coaches by Altoona Shops October - November 1940 (Rebuilt for and assigned to the JEFFERSONIANS)

1122 - 1125

The Budd Company delivered a seven-car coach streamliner to the PRR in December 1940 for a new every third day service between Chicago and Miami named the SOUTH WIND. The stainless steel streamliner was painted Tuscan red something that failed to please the builder Budd. The interior of the 1126 featured a Kitchen 16 seat Dinette 35 seat Lounge Observation. The 1126 spent its entire career assigned to the SOUTH WIND.

KITCHEN 16 SEAT DINETTE 35 SEAT LOUNGE OBSERVATIONS (Swallow - Tailed) Budd Company December 1940 (Built for and assigned to SOUTH WIND)

1126

In June 1941 Altoona Shops delivered two additional 28 seat Tavern Lounge Bar 25 seat Lounge Observations rebuilt from heavyweights to the road for assignment to New York - Washington trains. These cars were assigned to other trains from time to time; most often in second sections of the TRAIL BLAZER and JEFFERSONIAN during peak travel periods. Later these two became regulars in the RED BIRD between New York and Detroit.

28 SEAT TAVERN LOUNGE BUFFET 25 SEAT LOUNGE OBSERVATIONS (Swallow - Tailed) Rebuilt by Altoona Shops from heavyweight coaches June 1941 (Rebuilt and streamlined for assignment to General Service)

1127, 1128

The last prewar streamlined Observations were delivered to the road by their Altoona shops in March 1942 for General Service. These three cars were identical to the previous Observations delivered by Altoona. Whatever train they were assigned to they provided a touch of class.

28 SEAT TAVERN LOUNGE BAR 25 SEAT LOUNGE OBSERVATIONS (Swallow - Tailed) Rebuilt by Altoona shops from heavyweight coaches (Built for and assigned to General Service)

1129 - 1131

In January - February 1948 the PRR Altoona Shops delivered five completely new Observations with Blunt observation ends. These were the first new streamlined Observations ever built by Altoona Shops and the interiors were nearly identical to the prewar rebuilds from Altoona. The four cars carried on the prewar rebuild numbering sequence 1132 - 1136. These cars replaced prewar cars 1120 and 1121 in the TRAIL BLAZER, and 1122-1124 in the JEFFERSONIAN. The prewar cars were then assigned to other PRR trains.

28 SEAT TAVERN LOUNGE BAR 25 SEAT LOUNGE OBSERVATIONS (Blunt) Altoona Shops January - February 1948 (Built for and assigned to TRAIL BLAZER and JEFFERSONIAN)

1132 - 1136

In January 1949 the PRR received two 1 Double Bedroom 2 Master room Buffet 13 Seat Cocktail Lounge 12 Seat Lounge Observations from Pullman Standard for assignment to the BROADWAY LIMITED. The difference between MOUNTAIN VIEW and TOWER VIEW and the prewar cars was the Blunt Observation end to be found on all postwar PRR observations. With the BROADWAY LIMITED receiving the new postwar Observations the prewar METROPOLITAN VIEW and SKYLINE VIEW were assigned to the GENERAL.

1 DOUBLE BEDROOM 2 MASTER ROOMS BUFFET 13 SEAT COCKTAIL LOUNGE 12 SEAT LOUNGE OBSERVATIONS (Blunt) Pullman Standard January 1949 Plan: 4133 Lot: 6792 (Built for and assigned to BROADWAY LIMITED)

MOUNTAIN VIEW

TOWER VIEW

The PRR ordered seven postwar NARROWS series Observations with Blunt ends and had selected NARROW suffix names for the cars. But by the time of delivery the cars were instead named for important persons in PRR history. The intended NARROWS name and actual name are listed below.

THOMAS ALEXANDER SCOTT
Proposed name ALLEGHENY NARROWS

GEORGE BROOKE ROBERTS
Proposed name BRANDYWINE NARROWS

FRANK THOMSON
Proposed name CONEMAUGH NARROWS

ALEXANDER JOHNSTON CASSATT
Proposed name OHIO NARROWS

JAMES McCREA proposed name POTOMAC NARROWS

SAMUEL REA proposed name SCHUYLKILL NARROWS

WILLIAM WALLACE ATTERBURY proposed name SUSQUEHANNA NARROWS

THOMAS ALEXANDER SCOTT and ALEXANDER JOHNSTON CASSATT were assigned to the postwar LIBERTY LIMITED. This train was combined with the GENERAL west of Harrisburg beginning in 1958.
Between September 30, 1951 and 1958 the GENERAL was combined with the TRAIL BLAZER and the TRAIL BLAZER Observation brought up the markers. The coaches were moved forward and the coach Observations were dropped when the GENERAL and LIBERTY LIMITED were combined west of Harrisburg. Between Harrisburg and New York the GENERAL operated sans Observation after 1958.
The second train to receive these observations was the CINCINNATI LIMITED between New York and Cincinnati overnight. The two Observations assigned to the CINCINNATI LIMITED consists were SAMUEL REA and FRANK THOMSON. The LIBERTY LIMITED and CINCINNATI LIMITED lost their Observations April 29, 1956.
The third train assigned these Observations was the postwar SPIRIT OF ST. LOUIS, which acquired the remaining three GEORGE BROOK ROBERTS, JAMES McCREA, and WILLIAM WALLACE ATTERBURY. The CINCINNATI LIMITED was combined with the SPIRIT OF ST. LOUIS beginning April 29, 1956 the reason for the CINCINNATI LIMITED losing its Observations.
All seven of these Observations were sold to the NdeM in the late 1960's.

1 DOUBLE BEDROOM 1 COMPARTMENT 2 DRAWING ROOMS BUFFET 13 SEAT COCKTAIL LOUNGE 12 SEAT LOUNGE OBSERVATIONS (Blunt) Pullman Standard February - March 1949 Plan: 4132 Lot: 6792 (Built for and assigned to CINCINNATI LIMITED, LIBERTY LIMITED, and SPIRIT OF ST. LOUIS)

WILLIAM WALLACE ATTERBURY

ALEXANDER JOHNSTON CASSATT

JAMES McCREA

SAMUEL REA

GEORGE BROOKE ROBERTS

THOMAS ALEXANDER SCOTT

FRANK THOMSON

All operational Sleeper Lounge Observations were assigned numbers in 1950 to accommodate the accounting department. Although in actual fact the assigned numbers were not actually applied to the car sides, instead the accounting department cross-referenced the numbers from a list of car names. The following are the numbers assigned to all operational sleeper lounge Observations at that time.

8111 WILLIAM CHAMBERLIN
PATTERSON

8112 JOHN EDGAR THOMSON

8113 SAMUEL VAUGHN MERRICK

8114 FEDERAL VIEW

8115 METROPOLITAN VIEW

8116 SKYLINE VIEW

8117 WASHINGTON VIEW

8419 MOUNTAIN VIEW

8420 TOWER VIEW

8421 THOMAS ALEXANDER SCOTT

8422 GEORGE BROOKE ROBERTS

8423 FRANK THOMSON

8424 ALEXANDER JOHNSTON CASSATT

8425 JAMES McCREA

8426 SAMUEL REA

8427 WILLIAM WALLACE ATTERBURY

Having far more Observations then needed the PRR beginning in January 1957 began operating the following Sleeper Lounge Observations in Parlor Car service by simply assigning a 7100 series number to the cars for that service as follows.

JANUARY 1957

7150 SKYLINE VIEW

7151 WASHINGTON
VIEW

APRIL 1957

7152 WILLIAM CHAMBERLIN
PATTERSON

7153 SAMUEL
VAUGHN
MERRICK

NOVEMBER 1957

7154 ALEXANDER JOHNSTON
CASSATT

7155 WILLIAM WALLACE ATTERBURY

7156 FRANK THOMSON

7157 JAMES McCREA

7158 GEORGE BROOKE ROBERTS

The first four cars 7150 -7153 were sold to the NdeM by 1962 while the remaining five returned to Sleeper Lounge Observation status in June 1958 and returned to their 8400 series numbers.
The last four lightweight streamlined Observations built for the PRR were constructed by the Budd Company of Philadelphia. Most say they were the most attractive of the postwar Observations owned by the PRR. Two of the Observations were built for the all-new 14 car SENATORS operating in each direction daily between Washington and Boston via Penn Station New York. The other two were built for two all new 18-car CONGRESSIONALS operating twice-daily round trips between Washington and New York. Any rail historians believe these were the most attractive trains operated by the PRR. Only the letter board above the windows was painted Tuscan Red with Yellow Lettering, the rest of the cars remained in there fluted natural stainless steel finish.
The two Observations built for the SENATORS featured interiors with 14 Parlor Seats Telephone Room Buffet 25 seat Lounge Observation. As with all postwar PRR observations they were Blunt ended. Both of the cars for the SENATORS were numbered as well as named 7126 BENJAMIN FRANKLIN and 7127 MARTHA WASHINGTON.
The other two observations built for the CONGRESSIONAL consists featured interiors with 18 Parlor seats Buffet 25 seat Lounge Observations. These two cars were numbered and named 7128 GEORGE WASHINGTON and 7129 ALEXANDER HAMILTON.

14 REVENUE SEAT PARLOR TELEPHONE ROOM BUFFET 25 SEAT LOUNGE OBSERVATIONS (Blunt) Budd Company January 1952 Plan: 9528 Lot: 9628 - 110 (Built for and assigned to SENATORS)

7126 BENJAMIN FRANKLIN

7127 MARTHA WASHINGTON

18 REVENUE SEAT PARLOR BUFFET 25 SEAT LOUNGE OBSERVATIONS (Blunt) Budd Company January 1952 Plan: 9529 Lot: 9628 - 110 (Built for and assigned to CONGRESSIONALS)

7128 GEORGE WASHINGTON

7129 ALEXANDER HAMILTON

By the time of the PC merger few trains were still carrying Observations but both the CONGRESSIONALS and SENATORS were among the few. All four of these Budd built Observations operated in Amtrak service the two former SENATOR observations were actually purchased by Amtrak and the two CONGRESSIONAL Observations were leased for a couple of years.
The two CONGRESSIONAL observations after being returned to Conrail the two former CONGRESSIONAL observations were sold to the Southern Pacific for service as Railroad Police conveyances.

TTFN Al

[trolleyboy]

Good morning Sir Tom and the rest of the assorted guests. Well I think a number 3 and a tall oj to start everything in right diection this am [:D]

First things first aas they say Tom & Ted What can I say that hasn't been said. It was an honour and a privilage to meet you two fine gentlemen. The best three and a bit days ( minus the rush hour traffic [:O][swg] ) that I have had in a long time. Thanbk-you for comminfg up and sharing the experiance , the food ,the fun oh yeah and the trains.

Pete An extra thank-you agaion to you for helping keep the abr afloat in our absences, you and Doug and Al deserve a medal of some description [tup][;)][wow]. Thank-you for that marvelous tractuion magazine as well. I intend to read it until the cover falls off , once I get it back from Mrs trolleyboy that is LOL I think she took it to work to read during her break today. You must thank your " mate ' for sending along those fine narrpw guage steam photo's that you shared wioth us yesterday.

Al Wunnerfull series of strreamliners, the CN / CP ? NYC triumvertate truly great reading this morning and the last couple of days [tup]

Doug Again many thanks for the fine encores and photo's, you covered the gammot I must say, from arm pits to haunted engines to the NYC [wow][bow]

Eric Wow mate, what a great inclusive post ! Boris ring up a round for Eric, you thing from another world you [swg] VIA is still basing the bulk of their pasenegr power on the ol tried and true F40's, albeit rebuilt a few times over by this point, they will I'm sure keep a going for a few years yet. that old saying [if it ain't broke don't fix it comes to mind with them. An the old GP's still keep a soldiering on, just no real replacement available for them so they are rebuilt and keep cooking. Likely the best investment CN and CP ( who stll operate a large fleet ) ever made.

CM3 Hello to the coal fields LOL. Yup a class one actually 2 with GP9's still a hammering away CP still uses a large fleet of them system wide. Both railways keep their GP's in tip top shape with regular servicing and rebuilds. they have outlived most casses of endcab switchers. Both railways use them for industrial switching , hump yards, and transfer and road service where heavy tonnages and high speed are not required. Just no adequate replacemnents out there.

Tom Nice to see the first round of shots, and our rogues gallery shot on the station platform at Brantford did not break the forum software. LOL Even though I was there, I can't wait to see the rest of the pics. Maybe as a fill in between a Fish called wanda and Tne French Connection.

Ted You sir are of coarse welcome here anytime as is Tom ! Heather is still raving about the good time everyone had on Saturday. Oh and just for your honour, I have taught Boris how to play both the French horn and the Trombone ( he practices out behind the outhouse at night. We have found that Tex's rythmic tapping of his shell against the back wall of said structure makes a fine mertonome as well. Oh and also for your honour bangers and mash and extra full prune danish will be a regular feature in the kitchen of the bar. [swg]

Happy trails guys

Rob

[trolleyboy]

Al I see you popped back in with another fine PRR streamliner [tup]. Long live the Broadway Limited and it's race to Chi-town over the NYC and It's Twentieth Century LTD

CLASSIC DIESELS #23 DEISEL REBUILDS PT 3

Robot Cars

Another typical rebuild of older locomotives was to make them into radio control cars.These were often surplus "B" units.When Radiation Inc ( yes the companies real name ) Locotrol system became "thee" accepted remote control system for controlling unmanned mid or end of train units there were two accepted and common ways to install the sending and recieving units. One was to use a radio control car ( surplus B unit ) which would control any mu attached units via its control reciever. The ohter was to modify or order new and extended "snoot" nose in a new locomotive and install teh equipment there. ( SD 40-2's and 45-2's were commonly used this way )

Locotrol systems worked the same as conventional MU'ing of locomotives. The lead unit of the train would have the Locotrol transmitter in its cab or nose. It wiould radio a signal to the RC or Robot car which would be located witht eh unmanned helper engines mid train or at the end depending on the railroad. The Robot or RC car with teh reciever sent the command signals to the helper set via it's MU cable system. Thgis way the engineer can speed up slow down or dynamically brake his helper units separately from his lead set of locomotives. DCC for the real world if you will.

Old car body locomotives were ideally suited to conversion to RC cars because they had the neccessary MU cables and locomotive control train lines already attached. The RC equipmnet was installed in an insulated comnpartment inside the carbody and would take up little sapce so the old B unit could still be a "powered" locomotive. Burlington Northern, L&N, C&O, and the ATSF these railroads rebuilt mostly F3B's or F7B's. Candian Pacific , & BC Rail ( these roads called theirs robot cars ). The Canadian unts were built from FB2's and FM C-liner B u its The largest user of RC cars was the Southern, in their case they rebuilt boxcars to house the Locotrol equipment and installed the MU hookups in a freight car to lessen the weight of the extra locomotive in their trains. Everyone else converted B units

Most railroads today have decided to use onlyu certain calsses of locomotives as remote control units ( the equipmnet is much smaller now as well )this is because the success of high speed trains depends on a known response ie all the same type of locomotive, something a mixed bag of manufacterurs locomotives can't always do. GE and GM locomotives for instance can be MU'd together but speed and load rates of their traction motors are different and can cause difficulties in RC uses. Also the older B units have become old and are another piece of equipment to be maintained ( expensivly ) in the cost conscious railroading of today.There fore most of the purpose built and converted RC or Robot cars and locomotives have been retired.


Rob

[siberianmo]

G'day Gents!

Back behind the bar in my old familiar place – ah, life is good! [swg]

Been wonderin’ about how to approach the return and have decided against trying to comment on each ‘n every Post since I departed for our Rendezvous in Toronto. Far too much and perhaps far too boring for the gang.

THANX to all who took the time and made the effort to keep the place up ‘n running! Most appreciated and well done! [tup][tup][tup]

Sunday Photo Posting Day! looked to be a resounding success and in particular the efforts of barndad Doug certainly must take the Blue ribbon for excellence and innovation! [yeah][wow] [tup] That shot of ”Our” Place with the Fearsome Threesome out front is a work of genius! [swg] THANX!

ENCORE! Saturday was kept alive ‘n well and also deserves recognition to all who participated – although it appeared to be more of a “regular” interactive day – which is fine. Whatever floats your boats, Gents! Particular recognition to wanswheel Mike for the creativeness and on point topics ‘n URLs in his two Posts! [tup] [tup] THANX!

Thursday ‘n Friday were kept flowing along with extraordinary attention from Pete - Al ‘n Doug – well done, Gents! [tup] [tup] THANX!

Also wanted to mention the appearances of our two newest customers – Michaelson Jack ‘n EricX2000 Eric! Good to have you two on board and enjoyed reading your Posts! Sorry, Eric – no “service” on Sunday as the bar is CLOSED – even for iced tea! [swg] We slip the messages through the mail slots located on either set of front doors to the place.

Also, most of our Pix can be enlarged by “clicking” on them for those of you unfamiliar with the way they “work” on the Forums. There may be an occasional shot that doesn’t – but for the most part that’s the way to handle it!


I am not preparing a “report” as such on the Rendezvous. However, simply by following the day to day activities here at the bar, you’ll get the “skinny” as the Posts from Ted ‘n Rob come through. There will be more Pix, with the Lion’s share reserved for our Sunday Photo Posting Day!


Toronto was indeed a great place for our get together and having someone as knowledgeable and interested in railroading as Rob surely made our time there as complete as one could hope for. I must throw in my own 2 dozen or so visits to that fine city over the years – so there was little doubt we’d “see the sights” in terms of steel wheels on steel tracks! [swg]

Next up is St. Louis, Missouri, USA. As the weeks progress, I’ll be soliciting input from those planning on joining us for the 2nd Annual ”Our” Place Classic Trains Rendezvous thoughts regarding the activities and scheduling, although our consensus was to keep it in the spring. We’ll be sure to avoid any conflicts, such as Mother’s Day! <grin>

THANX to all who kept us financially in the BLACK through the generous purchasing of rounds - and providing quarters for our Coal Scuttle that "feeds" Herr Wurlitzer! [swg]

A huge THANX to my gal, Cindy for her willingness to fill in for me during my absence! Also to Leon the Night Man! for working longer shifts . . . .[tup] [tup] [tup]


Later, Gents!


Tom [4:-)] [oX)]

[Anonymous]

Well good afternoon gentlemen and the track gang lunch crowd. Tom, it looks as if this will be a sober, dry 4 day period for me. I have blood tests Wednesday at V.A. and must remain "green and clean" until that time.[V] SOoo, just the tonic without the Beefeater's Gin, if you please. I have progressed to your 3rd post on page 329 thus far. That is the one just before Barndad Doug's info. on the Pioneer Zephyr. [Aside] By the way folks, after meeting our "esteamed" Propprietor "one on one" in Toronto, I must say there is far more individual depth here than this Thread can allow.[tup] Someday we all 'gotta' meet up some where.

Al has really burned up some space with very valuable data on the sleek corrugated steel cars and diesels of Canadian origins, hasn't he? It kinda puts a whole new dimension on scrolling back to previous posts, doesn' it? Going back some distance, I want to thank Mike for the "on target" URL's on so many very diverse subjects. You must have copius files for reference on a vast scale. Are many of these Site references stored away from your Father's exlemplary career in railroading? Pete, you may have missed your "calling" judging from your spledid performance behind the bar. You have already befriended our resident "curiosity" Boris; a challege that has eluded me for over 13 months now.[:O] Barndad and Cm3, the narratives and anecdotal episodes of past dillemmas do not fall on deaf ears, beleive me. The coal and passenger trains of the Allegheny mts. to urban "civil disobedience" over Trolley fares; capture our attention for an era long gone now.[tup] Yes it was a different Country then and do you know what? I prefer those times to our present debacle of court cases arising from some sociopathe's infected hang nail.[2c]

A big howdy to Jack Michaelson and his expansive knowledge of domestic and European Road practices. You certainly are a welcome sight when you are able to share some of that "knowledge" with the enthusiastic and receptive group here at "Our" Place. WARNING: this "thread" could become addictive when taken over long periods of time.[^] Seriously Sir, please drop in any time. Oh yes, Boris is a cyber character of suspicious origins adopted by our bunch for a "lighter side" to the discussions. He also serves as bell "ringer" when a patron orders a "round" for the bar. Silly, right?

I must make this a "wrap" for the moment. My intentions is to get back in the "swim" very soon. Okay Boris, let's hear it for a round on me. THWACK!!! Gadfrey Daniel he missed and hit AWK'S tail feathers. Hey Nick [C=:-)], do you know how to make Bird's Nest Soup? Happy rails all.

[siberianmo]

Significant events in Canadian RR History during the month of May.


Caveat: Much of the information appearing was gathered from internet sources, with credit to “Colin Churcher’s Railway Pages” at http://www.railways.incanada.net/


* May 16th, 1853: The first train in Ontario runs between Toronto and Aurora on the Ontario Simcoe and Huron Railroad Union Company. The name was changed to Northern Railway of Canada on August 16, 1858 and it became part of the Northern and Northwestern Railway on June 6, 1879, now part of Canadian National. The first train was driven by W.T. Hackett who also took the first locomotive into Kansas City.


* May 20th, 1879: The Department of Railways and Canals comes into effect with a Minister having jurisdiction over all railways pertaining to the Dominion Government. Previously this function had been covered by the Department of Public Works.


* May 23rd, 1887: The CP main line is extended 12.2 miles along Burrard Inlet to Vancouver. The first train is pulled by Port Moody based locomotive No. 374, now preserved at the Vancouver Drake Street roundhouse.


* May 17th, 1908: Electric operation begins through the St. Clair Tunnel between Sarnia and Port Huron. This ended steam operation which had asphyxiated several crew members. A formal inspection and opening ceremony took place on November 12.


* May 6th, 1912: The body of C.M. Hays, President of the Grand Trunk and Grand Trunk Pacific Railways, who was lost in the Titanic disaster, was landed at Halifax by the Mackay-Bennett cable steamship Minia. It was immediately placed on a special GTR train which had been waiting at Halifax for several days and which reached Bonaventure station in Montreal May 7. The funeral took place the next day at Mount Royal Cemetery and the GTR offices were closed for a portion of the afternoon so that staff could attend.


* May 1st, 1915: Canadian Government Railways are formed to operate the Intercolonial and the National Transcontinental Railways.


* May 2nd, 1917: The Drayton-Acworth report is produced being the findings of two out of three members of a Royal Commission which was set up in 1916. Sir Henry L. Drayton was Chairman of the Board of Railway Commissioners for Canada while William Ackworth came from London. The third member, who produced a minority report, was Alfred H. Smith, President of the New York Central Railway. The report recommends that the Government take over the Grand Trunk, the Grand Trunk Pacific and the Canadian Northern companies and operate them as one system together with the Intercolonial and the National Transcontinental Railway. The recommendations are accepted by the Government.


* May 1st thru 4th, 1933: London, Midland and Scottish
Railway (UK) 4-6-0 steam locomotive Royal Scot with eight passenger cars en route to the Century of Progress Exhibition in Chicago is exhibited at: (numbers in brackets show numbers of visitors) May 1 - Montreal Windsor Station (16,979); May 2 - Ottawa
(11,870), May 3-4 – Toronto Exhibition Grounds (20,687); May 4 – Hamilton (3,631).


* May 17th, 1939: Royal Tour of Canada commences with the arrival of King George VI and Queen Elizabeth at Wolfe's Cove, Quebec on the Empress of Canada. The 12 car train, (five from CP, five from CN and the two vice-regal cars), in royal blue and aluminum, left Quebec City on May 18. A pilot train, carrying officials and the press, preceded the royal train by one hour and no other trains were permitted to travel within this period. The travel arrangements were shared by the two railways with CP being responsible for the westward journey to Victoria. CP used 4-6-4 locomotives 2850 and 2851 for the royal and pilot trains respectively, except for the Ottawa to Brighton, Ont, section, which was over CN track. 2850 hauled the royal train without change right through to Vancouver, a total distance of 3224 miles. Royal crowns were affixed to the running boards of both locomotives and these were eventually fitted to the entire class (2820-2864) which, following approval from their majesties, came to be known as Royal Hudsons.


* May 22nd, 1941: As part of the war effort, the first tank (Mark III) is produced at the Canadian Pacific Angus Shops, Montreal. On June 30 Montreal Locomotive Works produced the first M-3 (Modified) Cruiser tank.


* May 14th, 1955: A causeway is completed across the Strait of Canso between Cape Porcupine and Balache Point, Nova Scotia. This involved a 14 mile main line diversion for the rerouting of railway traffic linking directly Cape Breton Island with the mainland. Previous movements were by car ferry across the Strait of Canso. The line was officially opened on August 13.


* May 17th, 1957: Canadian National opens a 40 mile diversion of its Montréal to Toronto main line required in the construction of the St. Lawrence Seaway.


* May 2nd, 1960: For the first time, a Canadian National passenger train conveys piggyback flatcars conveying highway trailers. This was on train 44 from Saint John, NB to Moncton, NB.


* May 11th, 1961: Canadian National installs Canada's first hot axle box detector near Coteau, QC.


* May 24th, 1964: Canadian National commences operation of a new transcontinental passenger train called Panorama.


* May 23rd, 1967: “GO Transit" is inaugurated by the Province of Ontario between Pickering, Toronto, Oakville and Hamilton under an operating agreement with Canadian National.


* May 31st, 1972: The last day of the Morse code in Canadian railroading. Canadian National sent its last message at 12:38 pm, just 25 1/2 hours before Canadian Pacific tapped out its last telegram.


* May 5th, 1995: Official CN opening ceremony for a new tunnel between Sarnia, Ont and Port Huron, MI. The tunnel can handle full height double stack container cars.


* May 3rd, 1998: RaiLink-MacKenzie Northern takes over the operation of the CN line from Smith, AB to Hay River, NWT.


* May 2nd, 1999: Central Manitoba Railway takes over the operation of the former CN Pine Falls subdivisions.

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


Enjoy! [tup]

Tom[4:-)] [oX)]


Did you miss the previous four “Significant events in Canadian RR History”[?]
Click the URL:

(1) January, page 215:
http://www.trains.com/community/forum/topic.asp?page=215&TOPIC_ID=35270
(2) February, page 243:
http://www.trains.com/community/forum/topic.asp?page=243&TOPIC_ID=35270
(3) March, page 271:
http://www.trains.com/community/forum/topic.asp?page=271&TOPIC_ID=35270
(4) April, page 298:
http://www.trains.com/community/forum/topic.asp?page=298&TOPIC_ID=35270



waving flags credit to:www.3DFlags.com

[passengerfan]

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

Must Give the Western Railroads equal space with the mighty Pennsy and NYC.

GREAT
NORTHERN
Streamlined Observations
by Al

The Great Northern Railway owned a total of twenty-two streamlined Observations, six from Pullman Standard, nine from American Car & Foundry and seven were rebuilt from heavyweight cars in GN shops.
In anticipation of the new lightweight streamlined EMPIRE BUILDERS about to make their debut in February 1947 the GN shops semi-streamlined an old heavyweight car 990 a 56 revenue seat Coach and remodeled the interior for a connecting service with the EMPIRE BUILDER between Great Falls and Havre, Montana. This car 1059 ROBERT S. FORD would be considered a blunt observation with diaphragm. Above the diaphragm was a red mars light. The car was painted in Empire Builder colors and even carried the EMPIRE BUILDER name in its letter board centered above the windows. The interior of the 1059 ROBERT S. FORD was fitted with a 12 seat Dinette and 14 seat Parlor section. The car operated for several years as the EMPIRE BUILDER connection and it is unknown what became of the 1059 ROBERT S. FORD.
The first lightweight streamlined Observations delivered to the GN were the five RIVER series for assignment to the streamlined EMPIRE BUILDERS of 1947. These were Pullman Standard built, as were all cars in the 1947 EMPIRE BUILDERS. Each RIVER series car featured 2 Double Bedrooms 1 Drawing Room Buffet 14 seat Cocktail Lounge and 16-seat lounge Observation. These Swallow-tailed Observations were both numbered and named 1190 MISSISSIPPI RIVER, 1191 MISSOURI RIVER, 1192 FLATHEAD RIVER, 1193 KOOTENAI RIVER and the CB&Q owned 1194 MARIAS RIVER.
They entered EMPIRE BUILDER service beginning February 23, 1947 providing daily service between Chicago and Seattle by way of the Twin Cities. The EMPIRE BUILDER also served Portland with through cars to and from Chicago operated by the SP&S between Spokane and Portland. The RIVER series Observations were always assigned as through cars to Seattle.
On June 3, 1951 the RIVER series Observations along with the original 1947 EMPIRE BUILDER cars became the new WESTERN STAR a secondary train between Chicago and Seattle-Portland. On that same date new 15 cars EMPIRE BUILDER replaced the 12 car trains transferred to the WESTERN STAR. Due to the slower schedule of the WESTERN STAR a sixth consist was necessary to maintain daily service. With that in mind the GN received a sixth RIVER series Observation from Pullman Standard in December 1950 1197 PRIEST RIVER.
The six RIVER series Observations were rebuilt to COULEE series Observations between April and August 1955 with 4 Double Bedrooms 1 Compartment and six Roomettes. These became the only lightweight streamlined Observations to ever operate with Roomettes in revenue service. The COULEE series cars were then transferred to the EMPIRE BUILDERS and the MOUNTAIN series Observations from the 1951 EMPIRE BUILDERS were transferred to the WESTERN STAR.
Between December 1967 and February 1968 all five of the Great Northern owned COULEE series Observations were rebuilt to straight 68 revenue seat coaches. The CB&Q COULEE series car was sold privately in 1968.

2 DOUBLE BEDROOM 1 DRAWING ROOM BUFFET 14 SEAT COCKTAIL LOUNGE 16 SEAT LOUNGE OBSERVATIONS (Swallow-Tailed) Pullman Standard February 1947 Plan: 4109 Lot 6751 (Built for and assigned to EMPIRE BUILDER transferred to WESTERN STAR 1951)

1190 MISSISSIPPI RIVER

1191 MISSOURI RIVER

1192 FLATHEAD RIVER

1193 KOOTENAI RIVER

(CB&Q)

1194 MARIAS RIVER

2 DOUBLE BEDROOM 1 DRAWING ROOM BUFFET 14 SEAT COCKTAIL LOUNGE 16 SEAT LOUNGE OBSERVATION (Swallow-Tailed) Pullman Standard December 1950 Plan: 4109A Lot: 6878 (Built for and assigned to WESTERN STAR)

1197 PRIEST RIVER

4 DOUBLE BEDROOM 1 COMPARTMENT 6 ROOMETTES 16 SEAT LOUNGE OBSERVATIONS (Swallow-tailed) rebuilt by Pullman for the GN from RIVER series Observations as follows)

APRIL 1955

1190 CHOUTEAU COULEE originally GN 1190 MISSISSIPPI RIVER

MAY 1955

1193 ROCKY COULEE originally GN 1193 KOOTENAI RIVER

JUNE 1955

1191 TWELVE MILE COULEE originally GN 1191 MISSOURI RIVER

1197 GRAND COULEE originally GN 1197 PRIEST RIVER

JULY 1955

1194 TRAIL COULEE originally CB&Q 1194 MARIAS RIVER

AUGUST 1955

1192 CORRAL COULEE originally GN 1192 FLATHEAD RIVER

The Great Northern Mid-Century EMPIRE BUILDER 15 car train sets entered service June 3, 1951. The new EMPIRE BUILDERS featured a new MOUNTAIN series Observation built by American Car & Foundry. The forward part of these cars was occupied by a car attendants Roomette and two other Roomettes, one of these for the Pullman Conductor the other for the traveling Passenger Service Representative. After the Roomettes was a Buffet and a spacious 36 seat Lounge Observation with large picture windows around the lounge area. These cars were assigned MOUNTAIN suffix names and the GN received six of these cars. Only five were necessary for daily EMPIRE BUILDER service but the sixth was rotated in and out at St. Paul as the EMPIRE BUILDER traveled eastbound after being supplied for a round trip from St. Paul to St. Paul. One consist of the 1951 EMPIRE BUILDER was transferred to CB&Q ownership in September 1953 and the 1291 ST. NICHOLAS MOUNTAIN became the Observation transferred to the CB&Q. In August 1955 the MOUNTAIN series Observations were transferred to the WESTERN STAR and the COULEE series were assigned to the EMPIRE BUILDERS. The reason for the change was the EMPIRE BUILDER carried new DOMES and the Lounge space in the MOUNTAIN series wasn't needed as the full-length Great dome for Pullman passengers had more than ample lounge space and a larger Buffet. When the FAST MAIL and WESTERN STAR were combined the MOUNTAIN series Observations became a mid-train car without a diaphragm fitted for the trailing cars that were all storage mail cars anyway. In the final year of operation under the GN before the BN merger the MOUNTAIN series Observations not only operated in the FAST MAIL/WESTERN STAR but also ran in place of PORT series Observations in the INTERNATIONALS.

3 CREW ROOMETTE BUFFET 36 SEAT PICTURE WINDOW LOUNGE OBSERVATIONS (Swallow-Tailed) American Car & Foundry March 1951 (Built for and assigned to EMPIRE BUILDER transferred to WESTERN STAR in 1955)

GN

1290 APPEKUNNY MOUNTAIN

CB&Q

1291 ST. NICHOLAS MOUNTAIN

GN

1292 GOING-TO-THE-SUN MOUNTAIN

1293 CATHEDRAL MOUNTAIN

1294 TREMPALEAU MOUNTAIN

1295 LITTLE CHIEF MOUNTAIN

The three remaining new Observations purchased by the Great Northern were all from American Car & Foundry.
Two of these Observations were delivered as part of five car trains for service between Seattle and Vancouver, B.C. three times daily. This service was known as the INTERNATIONALS and the streamliners entered service June 18, 1950. The new INTERNATIONAL each had a Baggage 30' Railway Post Office Car, two 60 revenue seat Coaches, a 28 revenue seat Coach 24 seat Dining Car, and the last car was a PORT series Observation. The interior of the two PORT series Observations 1195 PORT OF SEATTLE and 1196 PORT OF VANCOUVER featured a Customs Office Buffet Parlor Bedroom 29 seat Parlor 4 seat Lounge Observation. The reason for the customs office was the trains crossed the border at Blaine - White Rock in each direction. Northbound the customs agents boarded the trains at Mt. Vernon, Washington and traveled with the train to Vancouver. Southbound they boarded the trains in Vancouver and disembarked at Mt. Vernon.

CUSTOMS OFFICE BUFFET PARLOR BEDROOM 29 REVENUE SEAT PARLOR 4 SEAT LOUNGE OBSERVATIONS (Swallow-tailed) American Car & Foundry May 1950 (Built for and assigned to INTERNATIONALS)

1195 PORT OF SEATTLE

1196 PORT OF VANCOUVER

The third streamlined train to enter service in 1950 was the RED RIVER between Grand Forks and St. Paul round trip daily. This five car streamlined train comprised of a Baggage 30' Railway Post Office Car, three 60 revenue seat Coaches, and the Observation 1147 RED RIVER. The interior of the 1147 RED RIVER featured 12 seat Dinette, 9 seat Coffee Shop Lunch Counter 14 seat Parlor and 2 seat Lounge Observation. In July 1968 1147 RED RIVER was rebuilt to a straight 68 revenue seat Coach retaining the number 1147 but the name Red RIVER was deleted at that time.

12 SEAT DINETTE 9 SEAT COFFEE SHOP LUNCH COUNTER KITCHEN 14 REVENUE SEAT PARLOR 2 SEAT LOUNGE OBSERVATION (Swallow-tailed) American Car & Foundry May 1950 (Built for and assigned to RED RIVER)

1147 RED RIVER

In April 1952 GN shops turned out two streamlined Observations for service bringing up the markers of the BADGER and GOPHER trains between the Twin Cities (St. Paul-Minneapolis) and Twin Ports (Duluth-Superior). These two Observations were rebuilt from heavyweight coaches and were among the first cars to have thermo-pane@ glass installed. The cars were originally built by Pullman as heavyweight Parlor cars and were named CORDELIA and NATALIE. Both were built in August 1926. The GN purchased the pair in 1942 for conversion to coaches. Not only did the GN shops equip the cars with new Thermo-pane@ windows during the rebuilding to streamline Observations but also installed new welded sides and observation end. New steel Dutch-doors were installed at the vestibule end complete with folding traps for the steps. A new smooth contour streamlined roof was installed as well. The Blunt Observation ends of the cars featured a window on either side of the center door with a window as well. Below the two windows on the rear were train name signs one displaying the name BADGER the other the name GOPHER. The interior of the two cars 1083 TWIN CITIES and 1084 TWIN PORTS featured a 10 seat Dinette Buffet 26 seat Parlor Lounge Observation. A few years after the trains entered service the two Observations had a diaphragm installed at the Observation end. Later the 1083 TWIN CITIES was rebuilt to Track Measuring car B-9. The 1084 TWIN PORTS was retired.

10 SEAT DINETTE BUFFET 26 REVENUE SEAT PARLOR OBSERVATIONS (Blunt) GN SHOPS rebuilt April 1952 (Rebuilt and streamlined for BADGER and GOPHER)

1083 TWIN CITIES

1084 TWIN PORTS

A third observation identical to the 1083 TWIN CITIES and TWIN PORTS was rebuilt and streamlined by GN shops in October 1954. This time a 1929 built Pullman Solarium Observation originally built for the EMPIRE BUILDER named DAVID C. SHEPARD was selected for rebuilding. This car was numbered 1085 and did not carry a name. The 1085 was assigned to the GN Seattle - Portland pool trains and when the GN dropped Parlor service on this route the car remained in Seattle being assigned to the INTERNATIONALS when one of their PORT series cars required more than just routine maintenance. The 1085 was rebuilt later to GN Business car B-2 DESCHUTES RIVER.

10 SEAT DINETTE BUFFET 26 REVENUE SEAT PARLOR OBSERVATION Rebuilt and Streamlined by GN shops from heavyweight car)

1085

The final two observations rebuilt and streamlined by GN shops were 1060 and 1061. These were rebuilt and streamlined for the CASCADIANS between Seattle and Spokane. These were rebuilt from heavyweight dining cars 1030 OREGON and 1031 WISCONSIN in 1954. There only claim to being Observations was the one end of these cars above the diaphragm had a red mars light installed and there were train sign boards mounted on the rear on either side of the diaphragm for the signs CASCADIAN. The interiors were extensively rebuilt and modernized having a kitchen 16 seat Café and 18 reserved coach seats. These seats were generally held for passengers traveling the entire distance between Seattle and Spokane. And sometimes these seats accommodated all of the passengers traveling that day especially in the final years of the CASCADIANS. In later years the cars were assigned to the DAKOTANS with the Dinette area increased to 20 seats and the Coach section seating increased to 24.

KITCHEN 16 SEAT DINETTE CAFÉ 18 RESERVED SEAT COACH OBSERVATIONS Rebuilt by GN shops from heavyweight Dining Cars 1954)

1060, 1061

TTFN Al

[wanswheel]

Hi Tom and everyone, a round for the house.

Ted and Tom and Rob, congratulations on making a good thing happen.

General of The Army Dwight D. Eisenhower with Mayor William O’Dwyer and the actress Beatrice Lillie, who was born in of all places, Toronto! http://www.railandcruisetravel.com/hc%20christening-mod.jpg

Eisenhower's remarks at 20th Century Limited ceremony, on September 15, 1948:

"To be here today, to witness this important event in the history of transportation, is of itself a great personal privilege. But for me there is additional satisfaction in the opportunity here afforded to pay a sincere tribute to the American railroads and the people who make them run.
During the recent war, I was well aware of the splendid job those roads - and the men and women who worked them - did in moving the personnel and the material of war across our continent toward their worldwide destinations.

In a much more direct way, I - and the command with which I served - had reason, every day, to appreciate the loyal and efficient service rendered by the railroad men in the Transportation Corps, thousands of them in the same Theater of War where I was stationed. Their magnificent efforts were essential to the victories our fighting men achieved; their skill and devotion did much to give those victories to the Allied peoples months ahead of the most optimistic estimates in 1941 and 1942. Frequently the time table of our offensives was written by these railroad men, turned soldiers.

After the Allied landings in North Africa in 1942, transport was a most critical problem. Roads were few and miserable; trucks to operate over them were, at the beginning, so scarce as to require rationing. We possessed a single track railroad winding through the mountains from Casablanca toward the front, but its daily capacity was only 900 tons - a driblet of supply with which to meet the flood of arms and metal the enemy was pouring into Tunisia from Sicily and Italy. The success of the campaign was seriously jeopardized by our inability to move men, supplies, and equipment.

Then the men of the Transportation Corps took over our rickety rail line and its battered equipment. Without the addition of a single boxcar or engine, they raised the daily delivery from 900 tons to 3000 tons. From this they went on to constantly greater accomplishments. What they could have done, had they possessed a train like this new Twentieth Century, is beyond my imagination.

That sort of pace they maintained through the Mediterranean and European campaigns until in a final magnificent gesture of American capacity for the impossible, they bridged the Rhine in 10 days - building a bridge the Germans would have taken months to duplicate - and across it rode American locomotives and trains into the heart of Germany.

All that is history now. Nevertheless, the spirit the men of the Transportation Corps manifested, the command they exercised over the tools of their trade, from mammoth locomotives and mile-long trains to the ingenious tricks that eliminated bottlenecks and cut so many complicated knots - these are still American assets.

The spirit of a nation alone is not enough to preserve its position or even its freedom. Physical and inventive strength in its industrial structure, able to produce and deliver at all times all that is needed for the security and betterment of its people - that too is essential. And beyond that is demanded the will never to be content with the imperfect, always to be seeking improvement and increase in the ability to do every job well. Consequently, I am pleased to be here to witness a concrete evidence of the railroad industry’s response to this twin necessity. For the Twentieth Century is more than merely a train. To America and to the world, it symbolizes the forward looking attitude, the daring, and the vision that have characterized our country and its people in all their undertakings.

Indeed it is a symbol of even a greater thing. It is a shining example of what can be accomplished by the partnership of ingenuity, brains, management, and labor when freely and voluntarily associated together for the accomplishment of a definite purpose. I earnestly believe that you see pictured here today the future of America.

Our security and our prosperity do not rest exclusively in the patriotism and intelligence and moral sturdiness of our people nor in any amount of armed might that we may mobilize. These must always be supplemented by industrial sufficiency and efficiency, and all must be bound together by the sense of partnership that springs from a common devotion to the nation and a common realization that only what is good for the United States as a whole can possibly be good for any individual or group of citizens within the nation.

I am proud to pay a soldier’s tribute to the men and women - all of them - in the industry that made possible the new Twentieth Century. Their accomplishment in this one field typifies what we can do throughout the length and breadth of this great land - what we will certainly do so long as we combine, by intelligent cooperation, our entire array of human and material assets to the benefit of America."

Doug, thanks for posting this picture of Ike
http://i30.photobucket.com/albums/c330/Barndad/20thCenturyII.jpg

Notice a radio station broadcasting the General's remarks is WINS.
Alan Freed spun Rock 'n' Roll just upstairs from the B & O Railroad.

1010 WINS
http://www.trainnet.org/Libraries/Lib003/B_O72.JPG
New York
http://www.trainnet.org/Libraries/Lib003/B_O89.JPG
Jersey City
http://www.trainnet.org/Libraries/Lib003/B_O_2.JPG
Skyline
http://www.trainnet.org/Libraries/Lib003/B_O_1.JPG
The Royal Blue
http://www.cvrma.org/pictures/MISC/dfrr4020_b&o_royalblue_1835_thomas_viaduct_jerseycity_nj1940.jpg

Pete, speaking of Gen. Eisenhower, I didn't know until today of a locomotive named for him
http://www.nationalrrmuseum.org/collections-exhibits/collections/eisenhower/image-008.php

CM3 got it right. The CV did have exactly four 4-8-2s from Schenectady. It's great that someone here has even heard of the CV. I'm guessing your excellent station would have to be on the route of the Amtrak Cardinal nowadays. Here's some erstwhile components of Mountain State scenery
http://www.cvrma.org/pictures/MISC/dfrr5_018_c&o_regional_hq_&_station_huntington_wv.jpg
http://www.cvrma.org/pictures/MISC/dfrr5_013_c&o_chesapeake_&_ohio_railroad.jpg

Al, the Reading's Crusader with the Budd Company cars destined for Canadian service perhaps?
http://www.cvrma.org/pictures/MISC/dfrr4021_reading_railroad_crusader_philadelphia_pa_1938.jpg

Eric, Phoenix in September is still pretty hot I bet.

Dave, if you happen to read this, 2 more pictures of that dangerous UP 7002.
Sidney, Nebraska, July 4, 1931
http://photoswest.org/photos/00017126/00017214.jpg
Cheyenne, Wyo., July 18, 1937
http://photoswest.org/photos/00017126/00017217.jpg

Tom, thank you for the compliments.

Ted, thank you as well.

Rob, you can't possibly know of Mortimer Snerd, way way before your time!
http://photoswest.org/photos/11005251/11005284.jpg

Tic-tac-toe
http://www.cvrma.org/pictures/MISC/dfrr4029_maryland_&_pennsylvania_rr_sharon_md_1955.jpg
Mike

[siberianmo]

G'day!

A hearty hello to Ted 'n Al 'n Mike along with a THANX for stopping by! [tup] [tup]

Appears as if you are back in "form," Al and from your words on a past Post, thinking of taking that Toronto trip after all. Good for you! [tup]

Ted Catch up is worth the effort - there's all kinds of "stuff" to enjoy! Remember, as we discussed, this time is for YOU - make the most of it! [tup] Also, go ahead and "imbibe" - after all we're talkling 'bout cyber space - cyber booze and cyber brew! Indulge, man, indulge - what's the harm[?] [swg]

Mike So much to make comment on with your outstandng submission. Let me just say that I thoroughly enjoyed the comments you provided from Gen. Eisenhower on the occasion of the 20th Century Ltd's 1948 ceremony at Grand Central Terminal. Wish I could say I was there - but wasn't! Anyway, one place I was at was WINS. Alan Freed came to NYC in September 1954 - I was a junior in high school at the time and had been listening to Rythm & Blues for about 2 years previous . . . Freed coined the term Rock 'n Roll and that's what it's been ever since. Of course it has "morphed" considerably from those days - now I call it Rock 'n Roar, with emphasis on the Roar! [swg]

Mortimer Snerd and Edgar Bergen arrived on scene in 1939. My guess is Mortimer remained "alive 'n well" long after the passing of Bergen in 1978 . . .

Okay guys, appreciate the interaction and hope to see a repeat in the AM!! [swg]

REMINDER:
Leon the Night Man takes the bar at 9 PM (Central!)

Later!

Tom [4:-)] [oX)]

[Anonymous]

Hi again to the members and patrons of "Our" Place. I'll take a rain check on the several rounds in the offing if I may. Tom, the pix of Rendesvous 2006 are outstanding and, as it appears from Doug's "dark room", so are the 3 of us. I would've missed the nuance but for the guy in the center having such a case of "knocked knees." Mike, the poignant shot of the youngster standing in awe of the steam loco could well be any of our senior members of that era. Taken as a total effort, the URL's are a very special addition to the variety and diversity of the Thread, thanks so much.[^]

Pete, Doug, Al, let me join the rest in the well deserved accolades for a first rate job in "pulling together" to make our favorite refuge cohesive and continuous. It's really remarkable how you guys "pinched hit" during Tom and Rob's absence.[tup] X infinity. I had better "strike while the iron is still hot" regarding the first Rendesvous, 2006. The awards ceremony at the St. George Arms was totally unexpected by Rob, Heather and me. I know we will always be reminded of the spendid time those 3 days brought to us both personally and intellectually. It makes the case for wider participation that much more compelling for the next Rendesvous. How often did one or the other of us say: wouldn't Al, Doug, Pete, Nick, CM3 (or any number of members) get a kick out seeing this or that prototype rolling stock. Hopefully, that will be a pipe dream come true next time.

So much has been covered on the Canadian passenger rail "connection," the U.P., the C.B.Q., W.P. Zephyrs and now N.Y.Central and Pensy varnish, that only repetition is left for a follow up. Being that tomorrow is an early start on the "treadmill to oblivion" for me, allow me to take early leave with the proviso of returning with more meaningful dialogue when I can get a handle on better time scheduling. For the present, here is a toast to everyone who makes this creation of Tom's the "jewel in the crown" among all other forums. Speaking of whom; guess what Thursday the 18th of May is? That's right, the blast of the year- -Cap'n Tom's 68 years young [bday] bash. From 7:00 p.m. Central til...we celebrate (after our own fashion) that "day of days" with as much pomp or debauchery as our imaginations can provide. Please keep this day in mind and don't be left out in the cold. So long for now and happy rails to all.

[pwolfe]

Hi Tom and all.

A pint of Bathams and a round please.

Great start to the week at the bar with DOUG's NYC and Pennsy observation cars. I had thought that the Broadway Limited was named after the New York throughfare not the four track main line.
It showed the standing the railroads had in those days with the President attending the launch of the new train.[^].
Loved the link to the swimming pool.

Then three great posts by AL on the Streamlined Observation Cars of the NYC Pennsey and the Great Northern[tup]. What is a Mars light by the way[?].

Observation Cars were not very common in the UK although two that were used on the Coronation the LNER non-stop run between London and Edinburgh have been preserved and are being renovated. The cars were known as beaver tails as they were shaped to match the streamlined front of Gresleys A4 pacifics that hauled the Coronation. The presevered cars were modified for use on the scenic West Highland Line in Scotland but it is hoped to have one of the cars in original condition.

CM3 I wonder if there will be any more large electrification of lines. Unfortunalty it seems to have fallen out of favor at the present time [V].

TED Glad to have you back at the bar[^][tup] although it sounds like Tom and your flights could have been better. I am not looking forward to my flight back to the old land.
Really glad you all had such a great time in Toronto.I hope we can all meet in St Louis next year. I totally agree on what you said on meeting Tom.
Yes BORIS and I get on quite well after he helped me brew the ales for the 1st anniversary of Our Place

ROB Glad you liked the RAIL mag. Alan sends me them about once a month along with some letters from over there. Alan is going to send some descriptions of the Narrow Guage locos this week, when he arrived back from the steam tour in Ireland it was the local Real Ale festival so the e-mail has been delayed [:-^].We also should get some pics of Irish Railways[tup]
Many thanks for the kind words and TED's but DOUG and Al kept the bar going.

Very Interesting on the RC Control of the helper locos using old locos to recieve the signal. The remote control loco at the rear of a long coal train was one of the first things I noticed on N.American railways. I wonder how the signal is kept through tunnels etc [?].

MIKE Thanks for the President Eisenhower speech I found it very interesting I will have something soon on the loco class with a engine named after the General.
Great Links again.

TOM Great to have you back behind the bar [tup][tup][tup].I dont think the bar was damaged too much mainly thanks to CINDY who has even the roughest track gang member eating out of her hand and of course there is LEON.
AWK and TEX pined a bit at first.

Thanks for Canadian RR history for May. Interesting how the driver of the first train in Ontario also drove the first one into Kansas City.
Where I worked in Rugby there was a chap who worked there who was an engine driver until steam finished, he told me that one of the stokers on the Royal Scot's tour of N. America became a locomotive inspector and passed out the new stokers.
On the Royal Scos return to the UK a new nameplate was fitted which told of the N.American tour and named the loco crew who accompanied her.
Royal Scot is being restored to working order at the present but in the re-built form when she acquired a tapered boiler.
Looking forward to the Delaware & Hudson tomorrow[tup]. PETE.

[Anonymous]

Good morning Tom and fellow train admirers. I'll have the usual two lite breakfasts, and some reading glasses to help me catch-up on all the material posted yesterday! Terrific Steamliners on the NYC, PRR and GN AL! Are you growing more fingers? Excellent piece on Eisenhower's 20th Century inauguration speech Mike. I still have to get the rest of that article typed! ANother nice post from Rob on the diesel rebuild series, and thanks for your comments. Thanks also to CM3, Peter and Ted for their comments as well.

Well, it's good to have the captain back at the helm, toting that barge after posting his bail, and posting more Canadian history. Glad to have you safe and back!

Here's a little something from me on today's theme:



The Delaware & Hudson under the presidency of Leonor F. Loree was a relentless innovator and explorer of the limits of steam technology. The culmination of a number of experiments was the No. 1403 shown here, designed by John Muhleld, named for Loree and built at Schenectady in 1933 by the American Locomotive Co.

The 4-8-0 had a very high boiler pressure, 500 pounds per square inch, and was equipped with a triple-expansion, opposed-cylinder drive. The high-pressure cylinder was beneath the engineer’s side of the cab, the medium-pressure cylinder beneath the fireman, and th two front cylinders operated at low pressure. All cylinders drove on the same driver, and all were regulated by rotary-cam poppet valve gear. When operated in simple mode on starting, with the tender booster (an appliance invented by the D&H) operating, this locomotive could exert 108,000 pounds of tractive effort, as much as many articulateds.

The heart of the D&H high-pressure experimentals was their modified water-tube boiler (strictly speaking, a water-tube firebox), a type standard in both ships and stationary power plants. But in railroad service, with rapidly and frequently fluctuating power demand, the water-tube type did not hold up as well as conventional fire-tube designs. The D&H experimentals exerted their power smoothly and efficiently, but the water-tube boilers needed frequent repair. A D&H veteran said, “every time we sent her out, a machine shop had to go with her.” None of D&H’s several high-pressure experiments were ever duplicated. Other railroads which tried water-tube boilers, notably Baltimore and Ohio, found similar results.

After Loree’s retirement in 1938, the railroad turned to much more conventional Alco 4-8-4 and 4-6-6-4 power to wind up the steam era. These locomotives shared little of the legacy of the experimentals except their clean external lines and, a D&H trademark, recessed headlights. This D&H photo was taken in March, 1935, at the road’s Colonie, N.Y. shop, just north of Albany.

[Anonymous]

Good Tuesday mornin' to one and all. Tom, the French Cream Horns are looking mighty good and a cuppa Juan Valdez should do it for me, thanks. Hey Pete, thank you so much for the "Steam Railway" issue of July-August 2003. I'm not nearly finished reading but the pix of the Stainer 'Pacific' #6201 Princess Elizabeth ahead of the Irish Mail is the cat's a...! [^] Also, '0149', 2-6-2 No. 69 hauling 4 double decker coaches on the Poznan-Wolsztyn in Poland is poetry in motion. More comments to follow and thank you again for the thoughtful gift. May I interject at this point that any folks who ever venture up Toronto way; the Raidial (traction) museum where Rob hangs his motorman's cap is "must see." P.C.C.'s, Jewett, both full and "half Witts" (Peter Witt) cars abound. And as Tom mentioned traction cars, box cabs and ROW work units languish in various states of restoration all about the attractive grounds. For me personally, it was nearly a spiritual revelation to ride the Witt cars again, these 60 years hence.[^] Cap'n Tom noticed the special stone work on a street section which one of the members has effected entirely "on his own." That friends, is dedication and the effect is alluring.[tup] Canadian rail: GO, Via is in "the best of hands" so far as I can tell. Street rail and the T.T.C. subway systemsare clean, effecient and inexpensive. Rob, "The Sound of Street Cars" L.P., which I'm listening to now, captures all the clanks, clinks and groans of that era to a "tee." I'll be using the sound track piped into the garage HO layout in addition to the steam era sounds already present. Mike the pix of the D. D. Eisenhower are the best to date I've seen, thanks. Imagine a President dedicating a new passenger train? I'll bet there are rheems of literature on the British counterparts to U.S. rail during W.W. II. And, all of those logistical nightmares along with being bombed 24/7 during the Blitz.[:O] It boggles one's mind.

"Duty calls," as the balance of this 5 day week grinds on. Tom, Im looking forward to Sunday Photo Posting Day and more digital wizardry from "Big T." Oh yes, I must speak to Nick [C=:-)] about the possibility of adding Bangers and Ma***o the menu on a regular basis; a great Anglo culinary tradition with surprising gastro intestinal side effects.[:I] Happy rails everyone.

[passengerfan]

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

My 1st contribution to todays D&H theme.

DELAWARE
&
HUDSON
Streamlined Coaches
by Al

The D&H LAURENTIAN and ADIRONDACK were the only two passenger trains to ever achieve streamliner status on that railroad. Both trains operated between Montreal and New York daily. Both trains operated into New York City from Albany over the New York Central later Penn Central. The D&H owned six American Car & Foundry built 76 revenue seat Coaches delivered new in the fall of 1939. These cars were classed as semi streamlined as they were built with double vestibules and the roofs of these cars tapered down at the ends. Post war the NYC in the late 1940s provided streamlined Parlor observations and Dining cars for the LAURENTIAN between New York City and Montreal.

76 REVENUE SEAT COACHES American Car & Foundry October – November, 1939 (Built for and assigned to LAURENTIAN)

201 – 206

The D&H would not purchase additional streamlined equipment of their own until October 1967 and those cars were purchased used from the Denver & Rio Grande Western who had originally purchased the cars from the large C&O order of 1950. Of the twelve cars purchased by the D&H five were 52 revenue seat Coaches. The Grande Gold and Black was replaced by D&H Blue and Yellow a paint scheme just as striking as there former paint scheme.

52 REVENUE SEAT COACHES Pullman Standard, 1950 (Sold to D&H in October, 1967 by D&RGW for service in LAURENTIAN and ADIRONDACK)

21 originally D&RGW 1241

22 originally D&RGW 1242

23 originally D&RGW 1243

24 originally D&RGW 1244

25 originally D&RGW 1245

Four used 68 revenue seat Coaches were purchased used from the Erie-Lackawanna in March 1970 and repainted and renumbered for D&H service.

68 REVENUE SEAT COACHES American Car & Foundry April – June 1949 (Sold to D&H by E-L in March, 1970 for General Service)

31 ex E-L 1302 originally DL&W 302

32 ex E-L 1303 originally DL&W 303

33 ex E-L 1309 originally DL&W 309

34 ex E-L 1313 originally DL&W 313

TTFN Al

[siberianmo]

courtesy: www.viarail.ca


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


TUESDAY’s INFO & SUMMARY of POSTS


It’s Tuesday! Join us for some fine pastries from The Mentor Village Baker – a selection from our Menu Board for a <light> or <traditional> breakfast – and a cuppa Joe![tup]


Daily Wisdom


Many a man would rather leave his hide on a fence than stay in a corral.



Info for the Day:

Railroads from Yesteryear –
Delaware and Hudson (D&H) arrives TODAY!


* Weekly Calendar:


TODAY: Fish ‘n Chips Nite!
Friday: Pizza Nite! & Steak Nite!
Saturday: Steak ‘n Trimmin’s Nite! – and –
ENCORE! Saturday



MVP Award Winners


April 2006 . . . LoveDome Lars



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Comedy Corner


SIGNS YOU HAVE GROWN UP!



1. You watch the Weather Channel.

2. Your friends marry and divorce instead of hook up and break up.

3. You go from 130 days of vacation time to 14.

4. Jeans and a sweater no longer qualify as "dressed up."

5. You're the one calling the police because those %&@# kids next door won't turn down the stereo.


[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]



The Mentor Village Emporium Theatre

NOW SHOWING:

Double Features and Three Stooges Short Subject!

. . . Sunday, May 14th thru May 20th: A Fish Called Wanda (1988) starring: John Cleese, Jamie Lee Curtis, Kevin Kline & Michael Palin –and- The French Connection (1971) starring: Gene Hackman & Ray Scheider. SHORT: Restless Knights (1935).



SUMMARY

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

(1) barndad Doug Posted: 15 May 2006, 05:56:54 (330) Century & Broadway observations, etc.

(2) passengerfan Al Posted: 15 May 2006, 07:59:29 (331) Left Coast visit

(3) passengerfan Al Posted: 15 May 2006, 08:05:24 (331) NYC streamlined obs

(4) siberianmo Tom Posted: 15 May 2006, 08:07:12 (331) Checking in!

(5) coalminer3 CM3 Posted: 15 May 2006, 08:16:46 (331) WVA Report!

(6) Theodorebear Ted Posted: 15 May 2006, 08:33:12 (331) Checking in!

(7) siberianmo Tom Posted: 15 May 2006, 08:41:57 (331) Monday’s Info & Catch-up Summary

(8) passengerfan Al Posted: 15 May 2006, 09:58:57 (331) PRR streamlined obs

(9) trolleyboy Rob Posted: 15 May 2006, 10:08:18 (331) Daylite Robulla’s Inclusive Post!

(10) trolleyboy Rob Posted: 15 May 2006, 10:41:54 (331) Classic Diesels #23 – Rebuilds #3

(11) siberianmo Tom Posted: 15 May 2006, 11:00:59 (331) Catch-up

(12) Theodorebear Ted Posted: 15 May 2006, 12:51:12 (331) Catch-up

(13) siberianmo Tom Posted: 15 May 2006, 15:54:18 (331) Events in Canadian RR History (May)

(14) passengerfan Al Posted: 15 May 2006, 16:01:45 (331) GN Streamlined obs

(15) wanswheel Mike Posted: 15 May 2006, 17:38:31 (331) Gen. Eisenhower & 20th Century Ltd, URLs, etc.

(16) siberianmo Tom Posted: 15 May 2006, 18:56:59 (331) Acknowledgments & Comments

(17) Theodorebear Ted Posted: 15 May 2006, 20:04:18 (331) Inclusive Post, etc.

(18) pwolfe Pete Posted: 15 May 2006, 20:57:10 (331) Inclusive Post, etc.



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]


Railroads from Yesteryear –

Delaware and Hudson (D&H) –

Arrives on track #1 at 10 AM 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]

[coalminer3]

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

Wanswheel – Station is in WV as you thought. I enjoyed the pictures you posted. The Huntington building still stands, although the Amtrak facility is on the other side of the tracks. Also enjoyed the picture of the C&O passenger train along New River – not too far from my fashionable(?) dwelling. The train was probably the Sportsman.

As for The CV, it had better be there. Many happy memories of visits to that line from one end to the other.

Pete – I don’t know how much more electrification will occur in the U.S. Studies were done years ago abt. electrifying the PRR west from Harrisburg to Pittsburgh. There was also a study done about electrifying part of the SP. Nothing ever came of these ideas. The most recent project here was electrifying the former New Haven (now Amtrak NEC) between New Haven and Boston.

B4 I forget, I may have to post our ‘steamed proprietors birthday bash material a little early, but I sure don’t want to miss it, after all he’s done for us.........

Today is D&H day and we have already started.

Here’s a “captains of industry” post (I like doing these) regarding D&H coal loading facilities (with some pictures and other material as well). Check out the fallen flags in here. Also, there’s enough maritime material to keep the salt water folks happy as well.

NYO&W Coal Piers 1 and 2

Location: Weehawken, NJ

Railroad: NYO&W

Length of Pier: 650 feet outside berths, 400 feet middle slip

Type of Dumping Machines:

Two electric telescopic chutes for unloading coal into scows, lighters, deck lighters, barges and other open boats. Capacity 300-500 tons per hour per pier.

Ten conveyor belts (five on each pier) for unloading cars directly into ocean-going vessels (contracted for with outside stevedore). Capacity 500-700 tons per hour per pier.

Pier equipped with mechanical trimmers.

Draft: 34 ft. mean tide.

Notes: These piers are well suited for handling export coal into ocean-going vessels and for loading open boats and barges. The top deck of the trestle is 42 ft. at low tide and 38 ft. at high tide. The storage yard has a working capacity of 200 loaded cars and 350 cars dead storage.

Pier handled coal from mines on the NYO&W, D&H, Erie, L&WV, LNE, CRR of PA.

Check out the following site for additional information
http://www.nyow.org/marine.html

Jersey City Coal Pier 7

Location: Jersey City, NJ

Railroad CRR of NJ

Length of Pier: North side – 1,380 feet.

Can handle steamers with a capacity of up to 10 thousand tons. The pier can berth four steamers at one time, two at the north side of the pier and two at the south side of the pier.

Pier 7 is operated in conjunction with Pier 18, Jersey City, NJ. Coal is loaded into barges at pier 18 and towed to Pier 7, where outside stevedores transfer it by cranes and buckets into steamers...

Pier 18 facilities consist of two McMyler car dumpers with a capacity of 2,000 tons per hour. Three thawing sheds with a capacity of 60 cars and a steam lance thawing platform with a capacity of 26 cars expedites handling in winter months.

Coal handled from the following railroads: Anthracite – CRR of PA, DL&W, D&H, LNE, RDG, West Pittston and Exeter RR.

The McMyler Car dumper (aka Hulett unloader) is a fascinating beast. The following site will tell you some about Hulett – you can follow other links from here to look at the loaders. I know this focuses on the Great Lakes, but the technology was similar.

http://www.clevelandmemory.org/SpecColl/glihc/articles/ghhulbio.html

work safe

[siberianmo]

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


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


Delaware and Hudson Railway (D&H)





Reporting marks: DH

Locale: New York and Pennsylvania

Dates of operation: 1829 – present

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

Headquarters: Albany, New York



1886 map

The Delaware and Hudson Railway (D&H) (AAR reporting mark DH) is a subsidiary of the Canadian Pacific Railway, giving it access to New York City and other parts of the northeastern United States. It was formerly an important bridge line, connecting New York with Montreal, Quebec. The company started out as the Delaware and Hudson Canal, running from Kingston, New York on the Hudson River southwest to Port Jervis, New York on the Delaware River and beyond to the anthracite coal fields at Honesdale, Pennsylvania. The canal company later built a railroad, one of the first railroads in the United States, later known as the Delaware and Hudson Company and then the Delaware and Hudson Railroad until 1968. The railroad company has called itself "America's oldest continually operated transportation company".


Delaware and Hudson Canal

The Delaware and Hudson Canal Company was chartered by separate laws in the states of New York and Pennsylvania in 1823, allowing Maurice Wurts and his brother William to construct the canal. The New York law, passed April 23, 1823, incorporated "The President, Managers and Company of the Delaware and Hudson Canal Company", and the Pennsylvania law, passed March 13 of the same year, authorized the company "To Improve the Navigation of the Lackawaxen River". Ground was broken on July 13, 1825, and the canal was opened to navigation in October 1828. The line of the canal began at Rondout Creek at the location known as Creeklocks, between Kingston (where the creek fed into the Hudson River) and Rosendale. From there it proceeded southwest alongside Rondout Creek to Ellenville, continuing through the valley of the Sandburg Creek, Homowack Kill, Basher Kill and Neversink River to Port Jervis on the Delaware River. From there the canal ran northwest on the New York side of the Delaware River, crossing into Pennsylvania on Roebling's Delaware Aqueduct at Lackawaxen and running on the north bank of the Lackawaxen River to Honesdale.

To get the anthracite from the Wurts' mine in the Moosic Mountains near Carbondale to the canal at Honesdale, the canal company built a gravity railroad. The state of Pennsylvania authorized its construction on April 8, 1826. On August 8, 1829, the D&H's first locomotive, the Stourbridge Lion, made history as the first locomotive to run on rails in the United States.

Westward extensions of the railroad opened to new mines at Archibald in 1843, Valley Junction in 1858, Providence in 1860 and Scranton in 1863. Passenger service began west of Carbondale in 1860.

Delaware and Hudson Company

As railroads grew in popularity, the canal company recognized the importance of replacing the canal with a railroad. The first step of this was the Jefferson Railroad, a line from Carbondale north into New York, chartered in 1864, leased by the Erie Railway in 1869 and opened in 1872. This was a branch of the Erie Railway, running south from the main line at Lanesboro to Carbondale. Also built as part of this line was a continuation from the other side of the D&H's gravity railroad at Honesdale southeast to the Erie's Pennsylvania Coal Company railroad at Hawley. The Jefferson Railroad (and through it the Erie) obtained trackage rights over the D&H between its two sections, and the D&H obtained trackage rights to Lanesboro.

The other part of the main line was the Albany and Susquehanna Railroad, which the D&H leased on February 24, 1870, and the connecting Lackawanna and Susquehanna Railroad, chartered in 1867 and opened in 1872. The Albany and Susquehanna provided a line from Albany southwest to Binghamton, while the Lackawanna and Susquehanna split from that line at Nineveh, running south to the Jefferson Railroad at Lanesboro. Also leased in 1870 was the Schenectady and Duanesburg Railroad, connecting the Albany and Susquehanna at Duanesburg to Schenectady, opened in 1872 (as the Schenectady & Susquehanna Railroad until 1873).

In 1870 the Valley Railroad opened, providing a non-gravity line between Scranton and Carbondale.

On March 1, 1871 the D&H leased the Renssalaer and Saratoga Railroad Company, which, along with its leased lines, provided a network stretching north from Albany and Schenectady to Saratoga Springs, and continuing northeast to Rutland, Vermont, as well as an eastern route to Rutland via trackage rights over the Troy and Boston Railroad west of Eagle Bridge. The D&H also obtained a 1/4 interest in the Troy Union Railroad from this lease.

On March 1, 1873 the D&H got the New York and Canada Railroad chartered as a merger of the Whitehall and Plattsburgh Railroad and Montreal and Plattsburg Railroad, which had been owned by the Rutland Railroad. This provided an extension north from Whitehall to the border with Quebec, completed in 1875; a branch opened in 1876 to Rouses Point. Lines of the Grand Trunk Railway continued each of the two branches north to Montreal.

The D&H obtained trackage rights over the Lehigh and Susquehanna Railroad in 1886, extending the main line southwest from Scranton to Wilkes-Barre.

On July 11, 1889 the D&H bought the Adirondack Railway, a long branch line heading north from Saratoga Springs along the Hudson River.

The canal was last used on November 5, 1891, and the gravity railroad closed January 3, 1899. On April 28, 1899 the name was changed to the Delaware and Hudson Company to reflect the lack of a canal, which was sold in June of that year. Between Port Jackson and Ellenville, the right-of-way for the canal was used by the Ellenville and Kingston Railroad, a branch of the New York, Ontario and Western Railway, chartered in 1901 and opened in 1902.

In 1903 the D&H organized the Chateaugay and Lake Placid Railway as a consolidation of the Chateaugay Railroad, Chateaugay Railway and Saranac and Lake Placid Railway. In conjunction with the Plattsburgh and Dannemora Railroad, which had been leased by the Chateaugay Railroad, this formed a long branch from Plattsburgh west and south to Lake Placid.

In 1906 the D&H bought the Quebec Southern Railway and South Shore Railway, merging them into the Quebec, Montreal and Southern Railway. This line ran from St. Lambert, a suburb of Montreal, northeast to Fortierville, most of the way to Quebec City. The D&H sold that line to the Canadian National Railway in 1929.

The D&H incorporated the Napierville Junction Railway in 1906 to continue the line north from Rouses Point to St. Constant Junction near Montreal, Quebec, from which the D&H obtained trackage rights over the Grand Trunk Railway to Montreal. This line opened in 1907, forming part of the shortest route between New York City and Montreal.

In 1912 the D&H incorporated the Wilkes-Barre Connecting Railroad, providing a straighter connection between Scranton and Wilkes-Barre, opened in 1915.

On April 1, 1930 the property of the Delaware and Hudson Company was transferred to the Delaware and Hudson Railroad, incorporated December 1, 1928.

In 1938 the D&H started to act as a bridge line, carrying large amounts of freight between other connecting lines.

Delaware and Hudson Railway

In 1968 the company was reorganized as the Delaware and Hudson Railway, and was bought by Dereco, a holding company that also owned the Norfolk and Western Railway and Erie Lackawanna Railroad. Following the bankruptcy of numerous northeastern U.S. railroads in the 1970s, N&W abandoned Dereco and EL was placed in the federal government's nascent Consolidated Rail Corporation (Conrail), while D&H was again made an independent railroad. The creation of Conrail also saw D&H receive trackage rights over large parts of the Conrail system, which allowed D&H to operate as far south as Philadelphia and Washington, DC, using former Delaware, Lackawanna and Western Railroad and Lehigh Valley Railroad trackage.


Delaware and Hudson Baldwin "Sharknose" #1205 pauses next to one of the railroad's four restored ALCO PA units.
(courtesy: www.trainweb.com)

In 1984, Guilford Rail System purchased the D&H as part of a plan to operate a larger regional railroad from Maine and New Brunswick in the east, to New York and the midwest in the west, Montreal in the north, and the Philadelphia/Washington DC area in the south. For only $500,000, Guilford purchased the entire railroad, lock, stock and barrel. The price tag reflects the horrid financial shape and the condition of the physical plant. At the time of the purchase, the D&H was basically a disaster area with little freight traffic and relying on Federal and State money to keep operating. The plan did not come to fruition and Guilford declared the D&H bankrupt in 1988, abandoning its operation.

With the D&H in limbo, the federal government appointed the New York, Susquehanna and Western Railway to operate the D&H under subsidy until such time as a buyer could be found. Guilford claimed that the D&H had assets of $70M at the time of the bankruptcy. In 1991, the Canadian Pacific Railway purchased the D&H to give the transcontinental system a connection between Montreal and the New York City metropolitan area.

Under CPR, the D&H trackage was upgraded signficantly, although for a time, the D&H was again in limbo as CPR placed it and other money-losing trackage in the eastern U.S. and Canada into a separate operating company named St. Lawrence and Hudson Railway between 1996 and 2000. SL&H was merged back into CPR in recent years and the D&H connection to New York City is starting to prove its worth. The D&H is, and has been, a difficult money making venture for some time. Constructed as a coal hauling route, when that business declined it proved difficult to turn a profit. It operates in some of the most rural areas of New York State, and what few industrial customers it had in the Albany and Binghamton areas are long gone. Currently, the future is looking probably the best that the D&H has seen in a very long time. Along with the NYC connection, haulage agreements with other railroads are greatly increasing traffic. There are also major signal and track projects underway to modernize the D&H, suggesting that the future is bright for what is said to be America's Oldest Continuously Operated Transportation Company.

Nicknamed "The Bridge Line to New England," or just "The Bridge Line," the D&H has several unique spots in North American railroading history:

• A loyal customer of American Locomotive Company, as D&H served Alco's Schenectady, NY headquarters. D&H took part in the development of roller bearing side-rods and high pressure water tube boilers. It was also one of the early railroads to adopt 4-8-4 Northern locomotives for passenger trains, and 4-6-6-4 Challenger locomotives for freight trains.
• During the diesel era, the D&H became famous for its operation of 4 ex-Atchison, Topeka and Santa Fe Railway ALCO PA locomotives for its passenger trains, which were painted in the classic D&H blue and grey/silver with a yellow stripe. The railroad applied the same paint scheme to two Baldwin RF-16 locomotives it acquired from the Monongahela Railway in August, 1974.

Branches

• Baltimore Coal and Union Railroad
• Northern Coal and Iron Company
• Plymouth and Wilkes-Barre Railroad and Bridge
• Oak Point Link

Company officers

The presidents of the railway were as follows:

• Philip Hone - 1825-1826.
• John Bolton - 1826-1831.
• John Wurtz - 1831-1858.
• George Talbot Olyphant - 1858-1869.
• Thomas Dickson - 1869-1884.
• Robert M. Olyphant - 1884-1903.
• David Wilcox - 1903-1907.
• Leonor F. Loree - 1907-1938.
• Joseph H. Nuelle - 1938-1954.
• William White - 1954-1967.
• John P. Hiltz, Jr. - 1967.
• Frederick C. Dumaine, Jr. - 1967-1968.
• Frank Wells McCabe - 1968.
• John P. Fishwick - 1968-1970.
• Gregory W. Maxwell - 1970-1972.
• Carl B. Sterzing - 1972-1977.
• Selig Altschul - 1977.
• Charles E. Bertrand - 1977-1978.
• Kent Shoemaker - 1978-1982.

References

• Nobel E. Whitford, History of the Canal System of the State of New York - The Delaware and Hudson Canal (1906)
• Pennsylvania Trains - The Delaware and Hudson Canal Company
• Railroad History Database


Photo Gallery from other sources


D&H ALCO PA1 #19, Windsor Station, Montreal, Canada (foto credit: Gary Overfield)




D&H ALCO PA1 #18 (copyright: Corel Corp.)




D&H Alco RS2 (foto credit: Gary Overfield)




D&H Alco RS11 #5001 (foto credit: unknown)




D&H Alco C420 #410 (foto credit: Bill Mischler)




D&H EMD GP38-2 #7304 (foto credit: Bill Mischler)



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

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

Enjoy!

Tom [4:-)] [oX)]



Did you miss any of the previous eighteen[?] Click the URL:

#1: Baltimore & Ohio (B&O
http://www.trains.com/community/forum/topic.asp?page=233&TOPIC_ID=35270
#2: Chesapeake & Ohio (C&O)
http://www.trains.com/community/forum/topic.asp?page=234&TOPIC_ID=35270
#3: Pennsylvania (PRR)
http://www.trains.com/community/forum/topic.asp?page=237&TOPIC_ID=35270
#4: New York Central (NYC)
http://www.trains.com/community/forum/topic.asp?page=240&TOPIC_ID=35270
#5: New Haven (NYNH&H)
http://www.trains.com/community/forum/topic.asp?page=242&TOPIC_ID=35270
#6: Santa Fe (ATSF) (Two Parts)
http://www.trains.com/community/forum/topic.asp?page=246&TOPIC_ID=35270
#7: Southern Pacific (SP)
http://www.trains.com/community/forum/topic.asp?page=253&TOPIC_ID=35270
#8: Northern Pacific (NP)
http://www.trains.com/community/forum/topic.asp?page=259&TOPIC_ID=35270
#9: Coastline/Seaboard (ACL – SCL – SAL) (Two Parts)
http://www.trains.com/community/forum/topic.asp?page=267&TOPIC_ID=35270
#10: Southern Railway (SOU)
http://www.trains.com/community/forum/topic.asp?page=276&TOPIC_ID=35270
#11: Denver and Rio Grande Western (D&RG)
http://www.trains.com/community/forum/topic.asp?page=282&TOPIC_ID=35270
#12: Great Northern Railway (GN)
http://www.trains.com/community/forum/topic.asp?page=287&TOPIC_ID=35270
#13: Missouri Pacific (MP)
http://www.trains.com/community/forum/topic.asp?page=293&TOPIC_ID=35270
#14: Illinois Central (IC)
http://www.trains.com/community/forum/topic.asp?page=299&TOPIC_ID=35270
#15: Boston & Maine (B&M)
http://www.trains.com/community/forum/topic.asp?page=307&TOPIC_ID=35270
#16: Western Pacific (WP)
http://www.trains.com/community/forum/topic.asp?page=313&TOPIC_ID=35270
#17: Chicago, Burlington & Quincy (CB&Q)
http://www.trains.com/community/forum/topic.asp?page=320&TOPIC_ID=35270
#18: Burlington Zephyrs (Two PartsO
http://www.trains.com/community/forum/topic.asp?page=326&TOPIC_ID=35270

[trolleyboy]

Good morning Sir Tom abd all the ships at sea [swg]. I think a number 3 with an extra large coffee with just a touch of something speacial. ( gotta keep up BK's end while he's away ) What I have read of today's D&H extravaganza so far is it's usual top notch stuff.[tup] I will wade in later today as I haven't time to type it up B4 I head into work .So to the catch up commemnts for the end of yesterday and today so far.

Tom What can i say, loved yesterday's ongoing days in Candian railway history. [tup] Top flight effort as per usual. i will get aroud to a small write up on the Intercolonial and the CGR over the coarse of the summer. Todays's D&H piece is a winnah fer sure fer sure. It and the NYC are my personal fav US roads. I may aquire a few D&H Alco's to sun with my CP one's( just for colour ) They were one of the strogest supporters of Alco, rostering an almost exclusive fleet fight up until the GP38's were purchased. And that Blue and Grey Lightening strip scheme cannot ever be beaten IMHO quite the history there on that railroad for sure.

Ted Thank you for your boosting of the museum,I;m absolutley tickled that I was able to get you ther in person. Better still that the large Witt (2424 or " the beer car " was operable that day ) talk about serendipity. I'm glad that the LP will be usefull in your "sounding" of your garage empire.

Doug Fine info on the resorcefullness and inovation of the D&H. [wow][:o] the preasure on that locomotive is stunning to be sure,espeacially with a smaller locomotive like that. Also I think all computers need to be equiped with that control D extend deadline option [swg]. Thanks for grafting the three of us into the digital either as well. amazing taklent you have for that !

Mr CM3 I'm glad that you were able to "dig" out the info on the D&H's seemingly extensive coal operations, I knew that they handled coal traffic but I had not realized the scope of the operations.

Mike I loved the info on Ike informative as always. And you are right I had never heard of "Snerd" thanks for sharing that as well sir.

Pete I look forward to Alan's further info on those steamers. I can't answer your question definiativly on the + or -'s of the old LOCOTROL equipment in tunnels. I would imagine that the signals were fairly strong. I'm wondering if signal repeaters may have been used to boost the signals inside long tunnels ? Perhaps someone else may have the info required to answer that question.

Till later gents.

Rob

[siberianmo]

1st Annual ”Our” Place Classic Trains Rendezvous!
Toronto, Canada – May 11th – 14th, 2006



Thursday, May 11th: Arrival day –

Check-in at hotel, Brantford, Ontario





Evening social & dinner at the St. George Arms, St. George, Ontario
(Rob – Ted ‘n Tom)




Friday, May 12th: Official Rendezvous Day!
(Rob – Ted ‘n Tom)

- 9:03 AM VIA Rail #70 from Brantford to Toronto (Union Station)



- “Walk about” & brunch at Tim Horton’s



- 12: 13 PM GO Transit train #916 (Lakeshore Corridor) from Union Station to Pickering



- 1:00 PM GO Transit train #917 from Pickering to Union Station

- 2:00 – 4:00 PM: TTC subways (Yellow line) ‘n trolleys (Carlton Street line)



- 4:00 – 5:00 PM “Happy Hour!” (Union Station bistro)

- 5:15 PM VIA Rail #83 from Union Station to Brantford



Evening “business” meeting, awards ceremony, drinks ‘n dinner at the St. George Arms!



Saturday, May 13th: Extra day!
(Heather – Rob – Ted ‘n Tom)


- Late morning brunch followed by visits to the Halton County Steetcar and Electric Railway Museum and Canadian Warplane Heritage Museum, Hamilton, Ontario.







Evening awards ceremony for Heather, ‘n dinner at the St. George Arms!




Sunday, May 14th: Getaway Day!
(Ted ‘n Tom)

to Tampa


to St. Louis


Enjoy – we did! [tup]


Tom [4:-)] [oX)]

[siberianmo]

THEME for the DAY! - THEME for the DAY!
first Posted on page 119

Here’s another Passenger RR Fallen Flag for the gang from Classic American Railroads:

Delaware and Hudson (D&H)

Headquarters: Albany, NY

Route mileage in 1950: 765 – 2000: 1,381

Locomotives in 1963: Diesels – 153

Rolling stock in 1963: Freight cars – 9,394 Passenger cars – 55

Principal lines in 1950:

Albany-Troy-Mechanicville, NY – Montreal, QC (Napierville Junction Railway trackage Rouses Point, NY-Montreal)
Binghamton-Oswego, NY (Erie trackage)
Nineveh, NY-Wilkes Barre, PA
Hudson-Buttonwood Yard, PA
Delanson-Mechanicville, NY
Schenectady-Balston Spa, NY
Saratoga Springs-Tahawus, NY (U.S. Government trackage North Creek-Tahawus)
Troy-Castleton, VT (B&M trackage Troy-Eagle Bridge, NY)
Whitehall, NY-Rutland, VT
Plattsburg-Lyon Mountain, NY
Plattsburg-Ausable Forks, NY
Fort Ticonderoga-Ticonderoga, NY
Oneonta-Cooperstown, NY
Cobleskill-Cherry Valley, NY

Using CONRAIL trackage in 1976:

Oswego-Buffalo & Niagara Falls, NY
Wilkes Barre-Harrisburg,PA-Washington, DC
Scranton-Allentown, PA-Newark, NJ
Allentown-Philadelphia

Passenger trains of note:

Laurentian (New York-Albany-Montreal)
Montreal Limited (New York-Albany-Montreal)

Of note:
All cars south of Albany handled by NYC.

Enjoy! [tup]

Tom [4:-)] [oX)]



THEME for the DAY! - THEME for the DAY!

[wanswheel]

Hi Tom and everyone, a round for the house

Great Dates In Railroad History

1630 - A man named Beaumont laid rails on a highway in England to transport coal from the Newcastle mines. This is the first railroad known in history.

1765 - James Watt constructed his first steam engine at the Corson Iron Works, Glasgow, Scotland.

1776 - The first iron rails, of which we have a complete account, were cast with a perpendicular ledge instead of the flange on modern wheels.

1801 - A short line of track for a horse railroad was laid between Wandsworth and Croydon in the suburbs of London - the first chartered railroad on record.

1804 - The first attempt to utilize steam power on a railroad was made by a Cornishman named Trevithick, who ran a locomotive attached to several wagons in South Wales.

1827 - The first American railroad, from Quincy, Massachusetts, to the Neponset River, was completed.

1828 - Charles Carroll, the last surviving signer of the Declaration of Independence, laid, on July 4, the first rail of the Baltimore and Ohio Railroad.

1829 - The Stourbridge Lion, the first steam locomotive ever seen in America, had its trial trip over the line of the Delaware and Hudson Canal and Railroad Company. In England, Stephenson's locomotive, The Rocket, won the prize of $2,500 offered by the directors of the Liverpool and Manchester Railway.

1830 - The first section of the Baltimore and Ohio Railroad, fifteen miles in length, was opened. Over it Peter Cooper ran his little locomotive, Tom Thumb, to prove that engines could be used on curves. The Best Friend, the first locomotive built in America for actual service, began regularly to haul freight on the South Carolina Railroad.

1842 - The whole of the Boston and Albany was completed, the first road to be operated as an important through route. The New York Central route to Buffalo was opened, though the various companies along the line were not consolidated until eleven years later.

1844 - With the aid of the government, Professor Morse built his pioneer telegraph line between Baltimore and Washington.

1846 - The Pennsylvania Railroad was chartered.

1853 - Eleven railroads were consolidated into the New York Central.

1854 - The Mississippi River was first reached by the Chicago and Rock Island Road.

1858 - Railroad building was pushed as far West as the Missouri River, the Hannibal and St. Joseph reaching that river.

1868 - George Westinghouse invented the air-brake.

1869 - The Union and Central Pacific lines were joined, making a through railroad route from the Atlantic to the Pacific.

1870 - The Chicago and Omaha pool was formed, the first pool on a large scale in the history of American railroading.

1887 - The Interstate Commerce Commission was established to have supervision over railroad rates.

1901 - The Northern Securities Company was organized to control the transcontinental railroads.

1904 - The United States Supreme Court, by a decision of five to four, held that the Northern Securities Company was in restraint of trade and was therefore illegal.

1906 - The Hepburn bill was passed by Congress, increasing the size and powers of the Interstate Commerce Commission.

Also lifted from The Railroad Man's Magazine of October 1906 is this excerpt from
Birth of the Locomotive by Edward B. Mitchell

For many years there stood in a rough shed in Honesdale, Pennsylvania, an old engine, an object of terror to the children of the neighborhood and of curiosity to visitors. It was the famous Stourbridge Lion, the first locomotive ever run in America. Brought over from England in 1829 by the Delaware and Hudson Canal Company, it was run for two or three miles over the railroad connecting the company's coal-mines with Honesdale, the terminus of the canal, and then retired permanently from service. With the Stourbridge Lion itself the directors found no fault. It was the weakness of the track which prohibited its use.

On the road there was a great deal of wooden trestle-work, built not to sustain locomotives, but horse-cars. Over the Lackawaxen Creek, for instance, this trestle was thirty feet high, with a curve of three hundred and fifty or four hundred feet radius. So, flimsy was the construction of a great part of this road - timber rails with an iron top taking the place of our modern steel - that engineers estimated that it would not be safe for an engine with more than a ton and a quarter weight on each wheel. From the inexperience of the builders it resulted that the Stourbridge Lion actually put a weight of nearly two tons on each wheel, and the locomotive had consequently to be withdrawn.

This disappointment was a great one, not only to the officials of the company but to the whole country-side, which had expected the "wonderful machine" to work marvels for the prosperity of that section. Its trial, indeed, was made the occasion of a public holiday. At first it had been intended to run the Lion for the first time on July 4, 1829, but as the railroad was not completed in time the experiment was postponed to August 8.

On that day a large crowd was on hand see Horatio Allen, the assistant engineer of the company, who had purchased the engine in England, start the locomotive. After running it back and forth a number of times over a short stretch of track, Allen headed for the high trestle over the Lackawaxen Creek.

He took no one with him, for it was considered not at all improbable that the Lion would either plunge through the trestle-work or leave the track at the curve. What actually happened has been described by Allen in a speech on the occasion of the completion of the New York and Erie Railroad in 1831.

"As I placed my hand on the throttle-handle I was undecided whether I would move slowly or with a fair degree of speed; but, believing that the road would prove safe, and preferring, if we did go down, to go down handsomely and without any evidence of timidity, I started with considerable velocity, passed the curve over the creek safely, and was soon out of hearing of the cheers of the large assemblage present. At the end of two or three miles I reversed the valves and returned without accident to the place of starting, having thus made the first railroad trip by locomotive on the Western Hemisphere."

Built by Foster, Rastrick and Company of Stourbridge, England
www.bridge-line.org/blhs/stourbridge_lion.html

Saratoga Springs, August 12, 1932
http://photoswest.org/photos/00007251/00007311.jpg

Real Oldie
http://www.cvrma.org/pictures/D&H/d&h447_camel-rutland.jpg

A little newer, April 14, 1933 at Montreal
http://www.cvrma.org/pictures/D&H/d&h609.jpg

The Laurentian at Troy, June 1932
http://www.cvrma.org/pictures/D&H/d&h652.jpg

Windsor, NY Aug. 1937
http://www.cvrma.org/pictures/D&H/d&h918.jpg

Probably at Binghampton
http://www.cvrma.org/pictures/D&H/d&h604.jpg

Binghampton, NY May 1948
http://www.cvrma.org/pictures/D&H/d&h1608.jpg

Montreal 1950
http://www.cvrma.org/pictures/MISC/dfrr5_042_d&h_montreal_ltd_windsor_ontario_station_1950.jpg

Laurentian 1950s
http://www.cvrma.org/pictures/MISC/dfrr5_041_d&h_laurentian_limited_albany_ny_&_2_nyc_trains.jpg

Laurentian 1969
http://www.cvrma.org/pictures/MISC/dfrr5_044_d&h_laurentian_lake_champlain_1969.jpg

Freight
http://www.cvrma.org/pictures/MISC/dfrr5_047_d&h_local_freight_west_waterford_ny_1971.jpg

Rouses Point
http://photos.nerail.org/showpic/?photo=2005071009524311347.jpg&byrail%3A14%3ADelaware_&_Hudson

Exit ramp
http://photos.nerail.org/showpic/?photo=200507251631219024.jpg&byrail%3A9%3ADelaware_&_Hudson

The Bridge Line
http://photos.nerail.org/showpic/?photo=2004072814132311163.jpg&byrail%3A20%

Caboose
http://photos.nerail.org/showpic/?photo=2004122919554223841.jpg&byrail%3A20%3ADelaware_&_Hudson

CM3, thanks for the links. The Hulett unloader is fun to look at. A machine to fit Cleveland. They like things large there, Terminal Tower, Municipal Stadium, Nike missile launcher
http://ech.cwru.edu/Resource/Image/N03.jpg

[pwolfe]

Hi Tom an all.

A pint of Bathams and a round for another good Theme day on the Delaware & Hudson [tup].

DOUG Interesting post and pic on the water tube boiler #1403. It sounds as though it was as successful as the LNER's water tube loco, known as the Hush-Hush as it was kept secret as it was being built. Its running number was 10000 and was the only 4-6-4 to run in the UK. A link to it is.
http://www.lner.info/locos/W/w1.shtml
CM 3 thanks for the update on the US electrification.
Those Hulett Ore Unloaders are mighty machines. I hope the ones at Cleveland Ohio are preserved and not dismantled as they are saying they might be.

TOM Great read the D&H. With its beginings in the canals and the first line to have a steam loco, the Stourbridge Lion. I dont think that many locos were constructed at Stourbridge a town about 10 miles south-west of Birmingham, which has a shuttle from the town to the junction on the Worcester to B'ham line, all of 3/4s of a mile long. A single car DMU runs the service it takes longer for the driver to change ends than do the journey. There is also a great Bathams pub in the town.
Those Alco PA1s look superb in that livery, how well that blue on the front of the locos suits the class.[wow][yeah].
Liked the encore and thanks AL for the stramliner car info[tup].

Great Brantford pics. The St George looks a marvellous place loved the sign Hearty Meals on the window. Do you know what the Imported Drafts were when you was there[?]. The model of the waiter seen through the widow has a double at a pub in the town of Keighley Yorkshire UK.

TED You are most welcome to the Steam railway mag, it was left here during one of my earlier visits and must have been destined to finish up in good hands.[tup].Great description of Rob's museum, and the story of Britains railways during WW11 is indeed a fascinating one.

ROB Alan has sent some details of the photos[:O].
Page 330 the first two are at Woody Bay on the much lameted Barnstable & Lynton narrow guage Railway in Devon, which was owned by the Sothern Railway and closed in the 1930s. It was a much loved line and preservationists have re built a short section of the line. The pics on October 2nd 2005 was their first gala day the locos Darent and Bronlwyd from Bressingham museum in Norfolk. The second loco was used I believe in the slate quarries of North Wales during its working life.
The 2nd two photos are at the Devon Railway Center at Bickleigh on the former Exe Valley line which joined the Great Western West of England Main Line at Tiverton Junction.
The steam loco is an O&K loco which they are hoping to steam this year.

Well Tom I'll have another Bathams, and have a look at MIKES's post. PETE.