QUOTE: Posted by BudKarr Posted: 19 Apr 2006, 13:33:09 Good Afternoon Captain Tom and all assembled! . . . . . A bit of European hobby photos for the bar on this Pike Perspectives afternoon: Fleischmann 4117 - Tender Loco Class 17 Fleischmann 4318 - Electric Loco Class E19.1 Fleischmann 4324 - Electric Loco Class 146 Fleischmann 4337 - Electric Loco Class Ae 3/6 Fleischmann 4903 - Passenger Train of the K.P. u. G.H. St. E. 4913 Passenger Train "90 Years of MITROPA" of the P. St. E. V. I do not take credit for retrieving these photos. My computer literate “roomie” does so well at this![swg] I will now enjoy a Southern Comfort on the rocks and a glass of white wine for my lady![tup] Enjoy the weekend, Gentlemen! BK in beautiful Alberta, Canada’s high mountain country!
QUOTE: Posted by LoveDomes Posted: 03 May 2006, 08:41:26 Good Morning Kapitan Tom and fellow travelers at the bar! . . . . . Now, to my submission. It is amazing just how much “reality” is crammed into articles written under the guise of “toy trains” and model railroading. Check this one out for not only the fascination with Lionel trains but to glean some factual info regarding the real-life prototypes. The following submission is from: QUOTE: LIONEL DIESEL LOCOMOTIVES Unlike most real railroads, Lionel was slow to embrace diesel locomotives. Prior to World War II, the only examples Lionel produced were the power units for the “M10000” streamliner and “Zephyr” replicas. All this chanted in 1948 when Lionel introduced its model of the F3 locomotive. In unusual arrangement, the tooling costs for the new model were shared jointly by General Motors (parent company of EMD - the Electro Motive Division, builders of the actual F3), Lionel, and the New York Central and Santa Fe railroads. The new diesel model was a sales hit, especially the Santa Fe. In its heyday, 125 of the gleaming red and silver units were produced each hour. This popularity paved the way for a succession of other locomotive models and paint schemes – some quite realistic, others purely fictitious. Reproduction and forgeries of many of the Lionel F-3s are rampant, and the listings below will hopefully help in distinguishing actual Lionel production from fakes. Most real “diesel” locomotives are actually diesel-electric. The diesel engine runs at a steady speed, turning a generator. The current produced is then fed to large motors, called traction motors, which are mounted in the locomotive’s trucks. American Locomotive Company (ALCO) was a longtime supplier of steam locomotives and was not about to let an upstart like General Motors get the upper hand. Initially teaming with General Electric, ALCO produced a broad range of models for different needs. Its model FA (Freight-A unit) was the equal of the EMD F3, and was about the same size in real life. Lionel, however, chose to offer its FA replica as O27 item, and it was substantially downsized from scale. Because the FA was the only ALCO diesel Lionel duplicated, many collectors use the name ALCO interchangeably with the model name FA. Other GM-built locomotives Lionel chose to duplicate were the NW-2 switcher and GP7 General Purpose diesels. Lionel also listed GP9 diesel models in its catalog, but in actuality these were merely replicas of GP7 diesels with dynamic brake housings. On a real locomotive dynamic braking is achieved by using the locomotive’s traction motors as generators when going downhill or slowing the train. The current produced is then dissipated through windings, generating heat, which is why the large housing and blower are required. Its purpose is to lessen the wear on the train’s service brakes. Longtime heavy-machinery builder Fairbanks-Morse had perfected an opposed-piston engine prior to WWII. During the war, hundreds of these were supplied for use in submarines and other Navy ships. Its high horsepower-to-weight ratio and compact size made it a natural for adaptation as a locomotive power plant, and F-M entered the locomotive market. The H24-66 (2,400 horsepower, two six-wheel trucks) “Train Master” locomotives were substantially more powerful than any other diesels on the market at the time. IT is not surprising that Lionel produced a model of these powerhouses. As with ALCO products, Lionel duplicated only one of the many models Fairbanks-Morse offered, resulting in collectors using the terms “Train Master,” F-M, and Fairbanks-Morse interchangeably. Lionel introduced a new style switcher to its product line in 1956 with the 44-ton GE switcher. Lionel’s version was not an accurate model because it was grossly oversized. Actual 44-ton switchers were created to doge a stipulation in a 1937 agreement with the Brotherhood of Locomotive Firemen and Enginemen. That agreement specified that a fireman would be required on any locomotive weighing 90,000 lbs or more. At 44 tons, the little GE was just under the limit. The F3 and ALCO models were of a style of locomotive sometimes referred to as “covered wagons.” This name came from the shape of the round-topped full-width car body of the locomotives. Lionel’s power units were all replicas of what was known as an “A” unit. A real “A” unit had the locomotive cab, with windshield and engineers controls near one end. Other units, known as “B” units, were produced by ALCO, EMD, and other builders. These locomotives lacked the cab and engineer positions, and were controlled by an engineer in the adjacent A unit. This type of arrangement is known as a multiple unit lash up and an infinite number of locomotives, both A and B units, could be connected and controlled this way. From the real railroad’s perspective, the advantage of the B unit was its lower cost because of the lack of expensive controls and cab fittings. Further, locomotive builders often used letters to designate various models, such as E, F, GP, H, FT, FA, etc. To add to this alphabet soup, Lionel created its own terminology for their diesel replicas. Power units had the suffix P added to the catalog number, dummy A units had the suffix T (for trailer), and B units – all of which were dummy – were assigned the suffix C, for center. Thus an A-B-A lashup of 2343 F3s would consist of a 2343P-2343C-2343T. ********************************* If you missed my previous submission on Lionel Steam locomotives it is on page 309, 19 April 2006 Until the next time! Lars
QUOTE: Originally posted by trolleyboy Classic Juice #8 The PCC The PCC car. The final of what I think were the major three tactics / car designs brought out to keep the riding public on the street railways, as opposed to busses or cars. The PCC or Presidents Conference Committee cars were designed by a committee of the 21largest streetcar companies of North America { Toronto , Philly . Clebveland , KC , St Louis , Chicago , and Detroit being amoung the designing presidents ) The company presidents got together in St Louis in 1934 to brainstorm and come up with a car design to compete with burgeoining compition from cars and busses also to modernize and maintain passenger levels in the final stages of the great depression. They wated to go with a car that could operate as a one man vehicle( coast saving) most older designs had been so converted at this point) utilizing the revolutionary Pay as you pass ( the farebox ) idea started by Peter Witt in the late teens. They also wanted a lighter weight, faster car ( the older wood and steel cars Witt's nearside's etc had heavy framing and were slow and in some designs rough riding ) which would be comfortable and warm and appealing to modern people. The cars ended up with a light weight unibidy design which as was envogue at the time streamlined with leather,padded upolstry in single an double seat sets the length of the car. Efficient electric in floor heating and a very quick 0 to 50 mph start up which would leave auto's and cars weighting in a dead start. These were the frist stret cars that could actually maintain a constant quick speed with which they could keep up with traffic. The cars were first put into production at the St Louis car company with the first units rolling off the assembly line in 1936. Pullman standard annd CC&F ( Canadain Car & Foundry of Montreal ) soon had licence to build the design as well. The first CC&F units rolled off the assembly line for the TTC in 1938. Our museum has air electric # 4000 the TTC'S original Candain prototype car. ( still operable as well ) The first batches of the cars had a definate art deco design very curvy and gracefull. They are also known as the airelectric PCC's meaning that the doors and brakes were air powered with the traction power and heaters being electric. In 1944 PS and St Louis car began building the all electric version's which featured as the name suggests all door brake and traction power being electric ( thus simplifying maintenance ) The later all electrics could be mu'd for train service on busy routes. Shaker heights in Cleveland Bloor and St clair in Toronto are two that come imediatly to mind. The PCC's certainly had staying power they were manufactured from 1936 straight through to 1951. many external changes ocured to the designs over the production spans. A few double ended cars, larger bus type windows, ommision of standee windows, and roof ventilation options, etc etc. Close to 6000 units were produce for the major Us and Canadian cities as well as several European city systems, in France , Belgium and Holland. The TTC even sold older airelectric cars to Alexandria and Cairo i Egypt. Several Us cities also sold off theiir cars to Turkey or other cities as they discontinued service or replaced with newer LRV's. At one point in 1965 the TTC webt all PCC sysrem wide with 400 cars they purchased new and the additional cars they bought used a refurbised from US cities finally topping out at 775 cars on the system. Today most PCC's are in musuems however San Fransisco's street railway runs several lines with just PCC cars bought mostly from Toronto & other cities as well. One thing with theirs are that they maintain the cars with their classic donner paintjobs so on San Fran you can see Baltimore,detroit ,Cleveland . PE just about everyone's liveries plying the streets still doing what they do best. Quick efficient point "A" to point "B" oublic transit. Rob
QUOTE: Originally posted by trolleyboy The Nearside Car A Classic Juice tech story Since the beginning of public transportation, fare collection and how it was handled has always been a determining factor of car design.When horse cars were first introduced the driver handled the horses and the conductor collected the fares from the passengers as they entered the rear of the car and exited at the front. This is ( was known) as pay as you enter. ( PAYE ) This continued into the electrification of the street railways.The conductor would signakl the stop and starts for the motorman via bell signals.Howerevr because passengers entered at the rear of the car the motorman did not always have a clear view of them and accidents were unfortunatly common as the motorman would start off and passengers would grab for a handrail etc miss and fall. This resulted in injuries sometimes deaths and lawsuits against the company. To combat these problems and lawsuits, an English born Thomas E. Mitten ( who was the acting chairman of the executive commitee of Philladelphia Rapid Transit, initiated and oversaw the design of a new type of car.This car was ultimatly named the "Nearside" car.Passengers boarded and departed through the front doors on these cars, this gave the motorman much better control. The conductor sat behind the motorman and called out street names and destinations as well as still collecting the fairs and issuing the transfers.Passengers could still exit the car via the back doors if they wished In the days before the Nearsides the car would pull through the intersection to line up the back doors for the passengers to board. So they stopped on the farside of the intersection. Mitten's design called for the passengers to enter at the front, so the cars stopped on the "near" side of the intersection, hence the name. For political reasons trhe first cars of this design were built by J. G . Brill of Philladelphia. Both cars were sent to Buffalo and tested there for assesment as Buffalo's street railway was once served by Mitten as General manager. The first prototypes #6000 and 6001 were built in 1912. The standard specs for these cars was as follows 45' 6" in length over the anticlimbers.width of 8' 5" ,top of the rail to top of the roof 12' 0". The original design called for the use of Brill's maximum traction truck 33" driving ( powered ) wheels and the second axel with 22" non powered. IN typical Brill fashion the cars had a high arched roof for summer time ventilation. The Brill records show that slightly more than 2000 of these casr were built. Used by Buffalo,Chicago,Philladelphia,Atlantic City ,and Lincoln Nebraska. One of these cars was made for Canada for the British Columbia Electric Railway ( BCE ) in Vancouver. It was number 501 and was to be the prototype no more were ordered however. Philly not supprisingly had the largest fleet numbering 1500 cars The Nearside was the first of two major fare collection induced design changes for streetcars. the next happening in 1920 by peter Witt of Cleveland. That story will come later. Rob
QUOTE: Originally posted by BudKarr Good Day Gentlemen, Caveat: This was begun nearly two weeks ago. Interruptions have prevented me from completing this endeavor in a timely fashion. A Man Named Pullman There are volumes that have been written about George Mortimer Pullman (1831-1897) and the long lasting contributions his innovativeness of the railroad car and management of them made to North American railroading. Some highlights are in order: (1) Born into a Brockton, NY family of farmers and mechanics in 1831, it is appropriate to state that he was NOT the inventor of the sleeping car. That distinction, according to history, goes to the Cumberland Valley Railroad, who began operation of those types of cars several years before Pullman’s birth. (2) His first venture into the adult world was as a cabinet maker, turned contractor. The latter brought him to Chicago where he met a man named Benjamin Field, who would become a long time partner and associate in the rail car management, design and operation business. (3) The first railroad to adopt the Pullman-Field approach to sleeping cars was the Chicago, Alton & St. Louis Railroad in 1859 when they accepted the offer to have two of their coaches remodeled into sleepers. (4) In 1865, the largest and most costly car of the day was built by Pullman himself, appropriately named the Pioneer for the westward expansion of the railroads to the Pacific Coast. This car had the distinction of costing $20 thousand, about 5 times the cost of a coach, had 16 wheels, and 12 sections of sleeper units. IT was longer, wider and higher than the standard coaches of the day. In fact the Pioneer was used in President Lincoln’s funeral consist and required the stations along the way to make structural changes to their platforms in order to accommodate the passing train! The Pioneer was credited with having the first fold down berths, and while perhaps not the most luxurious in design and accommodations, was at least as well appointed. (5) By the end of 1866, every major railroad serving Chicago signed on the Pullman-Field sleeping car operation. Field decided that Pullman was better off on his own, and stepped aside. (6) Early in the 1870s, 800 of Pullman’s cars operated over 30,00 miles of track in an association between his company and the ACL, CRI&P, DL&W, MP, NP, AT&SF and SP. It was to be that Pullman’s “Empire” would buy up the contracts of the association railroads, thereby providing him with the sole access desired. (7) Upon his untimely death in 1897, the heirs of the family took over and moved forward with the innovations many take for granted even to this day: (a) PULLMAN 12-1: Usually this heavyweight trailed the streamlined consist – with the exception of a heavyweight lounge car midway in the string. The car was a 12 section, 1 drawing room Pullman rather common back in the 40’s. (b) PULLMAN SECTION SLEEPER: Provided the most basic in terms of sleeping accommodations for the first class traveler. This arrangement may be posed an awkward situation for some, as complete strangers wound up sharing the unit. The protocol was passengers who purchased the upper-berths were obliged to sit in the rearward facing seats during daytime travel, whereas the lower berths entitled the passengers to the forward facing ones. The upper berth was without windows, and was accessed by a ladder. Heavy, dark curtains provided privacy for the sleepers in each unit. (c) THE ROOMETTE: A 1937 innovation provided the privacy and space demanded by the traveling public. These were smaller than double bedrooms, but much more affordable for the single traveler. By day, there was a wide, plush seat with a toilet facility. At night, the bed folded out of the wall, covering the toilet, but gave a window level, wall to wall, bed. This accommodation became the most popular following the end of WWII. (d) THE DOUBLE BEDROOM: This was the choice for traveling couples. With two beds, two collapsible day chairs and a fully accessible toilet (at all times), a cozy environment was provided for the train travelers. There were two types: (1) a couch that folded into a bed, crosswise to the rails, with a second bed folded down from the ceiling. (2) Then there were the fold down bunks parallel to the rails. (e) MASTER BEDROOM: Some referred to this as a “cousin” to the Drawing Room. Both featured three beds, but the difference was the fully enclosed shower in the Master Bedroom. The bunk beds were perpendicular to the rails, whereas the third bed was at window level and parallel to them. (f) PULLMAN RESTAURANT CAR: In the 1930s, Pullman converted many heavyweights into “Parlour – restaurant” or “restaurant-sleeper” cars. This was done to supplement the operating railroad’s usually full dining cars. Pullman’s own employees were assigned to these cars and they quickly became the “car of choice” for Pullman travelers. Elegance in dining was commonplace at these tables. (8) THE END: The Pullman Company ceased collecting money and staffing cars after December 31, 1968. Shortly thereafter the maintenance for the cars ended, thereby leaving the host railroads with a choice: staff them on their own, or discontinue the sleepers. POST SCRIPT: There is so much not said within this submission about this fine company. Those who created it, nurtured it and operated it have a place in railroad lore, just as well as those who staffed and maintained those wonderful Pullmans of days gone by. BK
QUOTE: JOHNNY CASH LYRICS "One Piece At A Time" Well I left Kentucky back in '49, and went to Detroit workin' on a 'ssembly line, The first year they had me putting wheels on Cadillacs. Every day I'd watch them beauties roll by, and sometimes I'd hang my head and cry 'Cos I always wanted me one that was long and black. One day I devised myself a plan that should be the envy of 'most any man. I'd sneak it out of there in a lunchbox, in my hand. Now getting caught meant getting fired, but I figured I'd have it all by the time I retired. I'd have me a car worth at least a hundred grand. I'd get it one piece at a time, And it wouldn't cost me a dime, You'll know it's me when I come through your town. I'm gonna ride around in style, I'm gonna drive everybody wild, 'Cos I'll have the only one there is around. So the very next day when I punched in with my big lunchbox and with help from my friend, I left that day with a lunchbox full of gear. I've never considered myself a thief, but GM wouldn't miss just one little piece, Especially if I strung it out over several years. The first day I got me a fuel pump, and the next day I got me an engine and a trunk. Then I got me a transmission and all the chrome. The little things I could get in my big lunchbox, like nuts and bolts and all four shocks. But the big stuff was snuck out in my buddy's mobile home. Now up to now my plan went alright, 'til we tried to put it all together one night, And that's when we noticed that something was definitely wrong. The transmission was a '53, and the motor turned out to be a '73, And when we tried to put in the bolts all the holes were gone. So we drilled it out so that it would fit, and with a little bit of help from an a-daptor kit We had that engine running just like a song. Now the headlights they was another sight, we had two on the left and one on the right But when we pulled out the switch all three of 'em come on. The back end looked kinda funny too, but we put it together, and when we got through Well that's when we noticed that we only had one tail fin. About that time my wife walked out, and I could see in her eyes that she had her doubts. But she opened the door and said 'Honey, take me for a spin.' So we drove uptown just to get the tags, and I headed to ride on down main drag. I could hear everybody laughing for blocks around. But up there at the courthouse they didn't laugh, 'cos to type it up took the whole staff, And when they got through the title weighed sixty pounds. I got it one piece at a time And it didn't cost me a dime You'll know it's me when I come through your town I'm gonna ride around in style I'm gonna drive everybody wild 'Cos I'll have the only one there is around Uh, yeah red rider, this is the cotton mouth in the psycho-billy Cadillac come on, ho. This is the cotton mouth and nugatory on the cost of this mo-chine there, red rider You might say that I went right up to the factory and picked it up, it's cheaper that way. Er, what model is it? Well it's a '49, '50, '51, '52, '53, '54, '55, '56, '57, '58, '59 automobile. It's a '60, '61, '62, '63, '64, '65, '66, '67, '68 [to fade]
QUOTE: Posted by siberianmo Posted: 20 May 2005, 14:21:48 Canadian Rail Journey, Part III (initially Posed on page 15) The trip back to Montreal on Monday, May 9th, was aboard a similar VIA Rail consist to the one that brought me to Ottawa (4 LRC coaches powered by a Genesis P42 loco). The car was only 1/3rd full, whereas the morning train was packed. My only gripe with the outbound train to Montreal is that there was no opportunity to snap off a few pix …. Boarding call, followed by a “march” to the cars, very structured and organized to say the least. Departing the Ottawa station at 3:10 PM, Train #34 began the scheduled nearly 2 hour trip to Montreal. The ride was smooth and comfortable. Before I knew it, we were approaching Place Bonaventure and Montreal’s Central Station. Our early arrival (10 minutes) provided me with a little over an hour before boarding call for the “Ocean” and my return trip to Halifax. One thing of note on the way back from Ottawa was my observance of a N. de M. electrified locomotive sitting at one of the shops near downtown, on the south side of the mainline. This loco didn’t look “well” and my guess (since corroborated) is that it was there for maintenance. I didn’t have the time to snap off a photo, for before I knew it, there it was – and there it went! I still have to look twice when I see the N. de M. markings on rail cars – seeing more of ‘em these days as CP’s and CN’s empires expand. Once again, sitting within Montreal’s Central Station, listening to the sounds of the train announcements – chimes – bilingual announcements – the hustle and bustle of a real live train station all around me. Yes – this was and remains a special place for me and those of us who appreciate all aspects of passenger rail travel. The boarding for the Ocean took place precisely at 6 PM for those holding Easterly Class tickets (bedrooms). Proceeding down the escalator to the awaiting train, gleaming in the station lights, I found myself mesmerized once again with just how great those Budd stainless steel cars look and how well VIA Rail has maintained them. (Sure, some may find fault here and there, but my take on that is these very same people probably have “issues” with most things in life – perhaps even Santa Claus!) My single bedroom (Roomette) this time was at floor level and once getting my gear stowed, I proceeded to the next car, the Evangeline Park observation dome. The 11 car train was the same that brought me to Montreal in the morning – 2 FP40’s (#6441 & 6405) – one baggage, two coaches, one Skyline dome car, one dining car, five Chateau series bedroom cars and the Evangeline Park observation dome car. Car attendants were the same as well, “Joanne” in the Park car and “Al” in the Chateau Brule bedroom car adjacent to the Park car. Sitting up in the dome – front seat on the right side, I engaged in my familiar “routine” of watching the procession of commuter trains leaving with their cars full, heading off to their suburban destinations. On the right side were the electrified loco’s (out of sight as they had backed in) and on the far left were the trains powered by F40PH’s of Montreal commuter rail system, “AMT” – translated: Montreal Agency of Transportation. During my time in the dome, I did see on LRC consist arrive, powered by a Genesis P42 in that great VIA Rail livery. 6:30 PM arrived and the Ocean slowly left the station behind as once again daylight enveloped the train, giving new perspective to it all. Crossing the St. Lawrence on the Victoria Jubilee Bridge is always special. The Seaway below, with the ships heading off to their destinations, the automobiles, trucks and buses on the bridge, a passing commuter train to the left and of course the structure itself with a turnout to the right, over the water no less. Really is interesting to take it all in. On this evening, I decided to forgo the dining car experience for two reasons. First, the menu was the same as our Thursday, May 5th trip to Halifax and my Sunday, May 8th trip to Montreal. Enough! Second, I just wasn’t all that hungry – so a sandwich in the Park car dome, with a couple of Alexander Keith’s pale ales “worked” well for me. VIA Rail is about to undergo several changes to what many of their regular passengers have taken for granted. I posted a separate thread regarding these changes on two forums, and provided Email’s to several people who requested this insight. So, for anyone interested in what these changes are all about – check the previous posts on this thread, and you’ll find them.] Remaining in the Park car’s dome until about 10:30 PM, I finally gave in to the urge to sleep, and called it a day – a long, enjoyable day. I had accomplished that which was to be done – once again enjoyed the “light show” of the loco’s headlight playing games with the shadows of the night along with the assorted reflections of color bouncing off the rooflines of the cars before me. The signal lights changing, the illumination within the structures within view of the tracks and the occasional highway vehicle racing along in the night. Always captivates my interests ……. Tuesday morning, May 10th and the last leg of my “solo” rail trip would be coming to and end this day. The day began a bit on the overcast side, no rain, just somewhat gloomy. Up at 6:30 AM Atlantic Daylight Savings Time, and directly to the Park car dome. A couple of “shots” of juice, coffee and cookies (purchased at one of the shops within Montreal’s Central Station), provided me with the “start” I needed. “Joanne” was provided with her remuneration in the form of a new cookie supply for being so kind to me the day before.] More than one passenger asked about the “Continental breakfast,” only to be told it no longer is offered (as explained in one of my previous trip reports.) Unfortunately, it appears VIA Rail didn’t do a good job in keeping the passengers informed, especially those accustomed to this particular feature. Breakfast in the dining car was enjoyable, as always. Several people were commenting aloud with regard to the “missing” continental breakfast in the Park Car’s bullet lounge. It appears that good public relations was not enhanced by this move. At Campbellton, New Brunswick – about a 15 minute stop - two VIA Rail engineers boarded the train as passenger. They were operating Train #15 on Monday night heading towards Montreal when, according to the senior Engineer, a woman apparently committed suicide right in front of their locomotive. A 42 year old woman stopped her vehicle on the tracks at Nigadoo, NB and waited for the train to hit her. The Engineers were taken off the train for return to Moncton on our train, somewhat somber to say the least.. Needless to say, she died at the scene. If you’ve never witnessed the scenery in that part of New Brunswick, I find it to be worth the view. Lots of water – the Bay of Chaleur, rivers, inlets and lots of wooded areas, punctuated by a building or three now and then. Stopping at Miramichi, at Miramichi Bay, always perks my interests too. Formerly, Newcastle, the name change apparently was attributable to the mergers of several communities into what it is today. Anyway, for the duration of the stop, there always seems to be lots to look at. Arriving at Moncton, NB at 11:45 AM, it was time to stretch the aging legs, take some photo’s (again!) and just enjoy what looked like would be turning into a blue skies day after all. The best part of the trip, insofar as my choice in scenery was yet to come. Passing through Sackville, NB with the Bay of Fundy to the right, the prison to the left and then the historic Sackville Station to the right brought back many fond memories. Sackville happens to be the home of a good friend of mine and at least annually, I try to visit with him on a “turn around’ VIA Rail trip from Montreal. There’s about a 4 hour opportunity for a get together, then the westbound pulls in – thereby giving me a “two nighter” on the train, coupled with a brief reunion with my friend. Works well every time! Next stop was Amherst, NB – first station stop in Nova Scotia. That is followed by Springhill Junction (flag stop) and I always look for Anne Murray – but somehow our schedules just don’t ever coincide! Traveling eastward to Truro, the scenery is simply beautiful as the train takes to the ridge line of the mountains (“hills” to those of you in western provinces and states!). On this day, Train #15 passed us on the right, an all Renaissance consist heading to Montreal. From Truro to Halifax, nothing but blue skies and signs of lots of flooding from the torrential rains of recent days past. Passing by “Mom’s” house at Bedford Basin, my wife and mother-in-law were on the front porch, waving as the Park car zoomed by. Another picture taken and another “signal” given to fire up the Buick for the trip to the station in order to pick me up. Works every time! So, that’s about it. Leg #3 of my 4 part VIA Rail adventure came to an end at 4:45 PM ADST – 25 minutes late – but once again, as far as I’m concerned – on time! To be continued ……….
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