"OUR" PLACE - SEE NEW THREAD!

[siberianmo]

G'day!

Well, wattyano! The return of BK to the mountains of Alberta and the bar! [yeah] Good to have you back amongst us and glad to know that your wedding trip was such a smashing success! Note that I've refrained from using the term, "Honeymoon," I do recall your thoughts on that . . . [swg]

Interesting run down on your thoughts and I'm sure the guys appreciate the fact that you took the time and made the effort to review the Posts before making comments! [tup] That's the way to do it! [tup] Regards to Lydia too! [swg]

Can't let the day pass without mention of our resident Monday thru Friday morning guy - coalminer3 CM3 "I'm not Shane! <grin> Good to see ya! [tup]

I'm not at all surprised at the numbers of people who model the ARR - it's a fantastic railroad, fer sure, fer sure! [tup] While waiting to board the southbound Denali Star in Fairbanks, we noticed a layout in progress occupying a portion of the Depot. I snapped a few Pix of it and will Post 'em at a later date - nice work and had some interesting conversations with a couple of the builders.

Regarding baseball in old New York City - in "my day" I used to watch the Giants at the Polo Grounds, especially when playing MY Dodgers from Brooklyn.

Saw some epoch games back then and was treated to watching perhaps the best three center fielders in the game at that time - Mantle with the Yankees - Mays with the Giants and Snider with the Dodgers. These guys 'did it' every day, time in and time out. Just super talented players - well before the term "super star" entered into the vocabulary.

Anyway, back to the hated Giants - Leo the Lip was the manager back then and he had quite a lineup. Alvin Dark at shortstop was no slouch, but compared to the competition - Rizutto of the Yanks and Reese with the Dodgers, he never quite topped them. Don Mueller (from St. Louis), a right fielder, was a "Dodger Killer" in those days - could always count on him to knock one out, especially in the Polo Grounds. Then there was the all-time despised Giant - Bobby Thomson (from Staten Island - born in Scotland) who destroyed the Bums of Brooklyn with one mighty swing in the 1951 NL playoffs. The famed "Shot heard 'round the world!" <arggggghhhhhhh>

Good to see ya and THANX for the round and quarters! [tup]

BK good eye! Nice to know some guys are actually reading the captions for the Pix! [swg] [tup]

Later!

Tom[4:-)] [oX)]

[BudKarr]

Hello Captain Tom and all assembled!

The best of intentions seemingly may go to waste on this Monday, for I do not see a soul in sight! Nothing to comment on, nor anything to contribute. Perhaps I am the wrong person to fill in for my "bookened" Lars in "his" timeframe. [%-)]

Actually, it is getting close to 3 PM where we are - 2 hours difference from the place where Lars is - and I just may have to adjust my checking in a bit, for generally we are out of the house in the afternoons. Today being an exception!

Should have mentioned it earlier, but did not think to. We were at game #6 of the Stanley Cup Finals in Edmonton the other night. What a raucus crowd and stunning comeback for the "Oilers" in the series. Tonight it gets settled down in Raleigh, NC - hard to envision hockey there! The old Hartford Whalers as I have been reminded several times. [swg] Back to Edmonton - Lydia has many, many friends and contacts there and we were given an opportunity we could not turn down - and took it. I can easily become a hockey fan - but of course ONLY with the outstanding seats we were provided with! <grin> Fineopportunity also for me as I got to "use" my pilot's license for real. Lydia was rather frightened . . . but settled in as long as things did not get "bumpy" - which of course they do in mountain country! [swg]

Did a bit more reviewing and came to the conclusion that trolleyboy Rob has either absconded with the "funds" from the upstairs bathtup (established by our former Chief Chef [C=:-)] Nick when Tom took his leave last year) OR he is suffering that malaise caused by a balky computer and/or connection. It does seem rather odd that the absences I have noted in my reviews seem to be weekend oriented. Undoubtedly the guy hanging from the trolley wire is missed around here . . So, Sir Rob wherever you may be - come on back! [tup]

Captain Tom I will have a nice tall gin & tonic with a twist and so will Lydia as we enjoy the surroundings of this fine place of yours.

Hope business picks up . . . .

BK in beautiful Alberta, Canada's high mountain country!

[siberianmo]

G'day!

Hey BK not to worry - you're doing just fine! Appreciate the effort to help out whenever the time permits. [tup]

Your observations are "spot on," we are indeed a changed and changing place. As in real life, change "happens!" [swg] I seriously doubt that we'll ever witness a return to those days when we had morning, noon, afternoon, evening and nighttime customers. Just isn't that way. So, again, don't worry about it and know that anyone who takes the time to make the effort is much appreciated 'round the best cyber bar in the Ether! [tup]

I checked the upstairs bathtub - the ca***ub - and it's still "functioning." [swg] So, wherever our Bar Chandler has disappeared to, hope he's enjoying himself. [swg]

Game Six, eh [?] Now that's something to envy! [wow] We made it to a Stanley Cup Playoff game a few times here and in Montreal - however, never the finals. What a treat! [tup] Game seven, pre-game show, is now on the tube - so I'll be curtailing this discussion in favor of that pretty soon!

We need to get passengerfan Al back on board to infuse some Classic Trains info into the joint . . . . [yeah]

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

Tom[4:-)] [oX)]

[trolleyboy]

Good evening Leon, I see that everything is functioning adequatly so I'll just grab meself a Keith's and pull out my stool for a moment or two.

Doug and Tom Wow what a photo spread yesterday gentlemen. a 5x[tup] does not begin to express what a wonderfull cross section of photo's those were.Always nuice to see the interior shots Doug, I do indeed know how difficult they are to come by, and have them turn out any where as near as good as yours did. [tup]

lars I greatly enjoyed rereading the RDC and Budd encores, thanks for resharing them with all of us here again. Leon a doantion to the lars box to allow the "domeman" several rounds once he returns again to the fold from his latest upstate andventures.

Speaking of returning to the Fold. Welcome back BK It's good to read the reassuring banter of our resident mountainman and his new bride. Sounds like a wonderfull trip was had, and a trip to game six as well [tup] truly a crowning glory to your honeymoon. Unfortunatly the Oilers did not fare so well tonight, still I will have to say that this yeasr final was the best I've seen for a good many years ( even though I don't believe the deep south's got much hope of sustaining the league indefinatly ) Nice to see two WHA rivals have at each other agian however. To put all fears asdide I have not had any technical difficulties ( knocking on my head to ward off any ) I've had a busy weekend giving full measure to both father's. I may however be a bit scare the next 3 weeks or so. I'm on vacation the first week of july and we will be spending sometime in the North Country. My return from the north the second week of July will find me eyeball deep in store renovations. At the moment I do not know how much how long or if it will impact my presance here. time unfortunatly will tell. Thanks for missing me however.

Tom Todays Canadian railway History was as always greatly appreciated. Covered alot of ground from tanks to record steam runs ( by my favourite locomotive type ) to the last steam on the old ONR ( an entire day run between timmins and North Bay [?][wow] ) times have a changed fer sure fer sure.

Ted Not to worry my friend more juice is a comming. I realize that it's the medacine that keeps you going <wink> Hopefully your friend Jack can be convince to join our merry band here. What instrument does he play [?][;)]Speaking of instruments, our local formal theater here in Brantford ( The Sanderson Centre ) Is bringing in Guy Lombardo's Royal Canadians in this October, we are endevering to get some seats for it.


Rob

[trolleyboy]

Well gentlemen,( and ladies ) it's time for another dose of the semi sureal.

WIERD TALES FROM THE BARN # 4 MISSHAPS ON THE MTC

As we all know streetcar companies by their nature have often had derailment or other problems that would effect their day to day operations. Here's a few examples of soem of the miscues that slowed down services on the MTC ( Montreal Tramways Co )Thesea are all old excerpts from the Montreal Gazette.

Enjoy Rob

Automobile didn't get the blame this time

Westbound tramway traffic on St James street near the intersection of Inspector was delayed 20 minutes yesterday morning when a horse, drawing snow for the city,partially slipped down a large manhole. Traffic and work was delayed while a Montreal Tramways Company towing car equipped with a hoist was pressed intio service and the horse lifted out.

Montreal Gazette Wed , January 12, 1944.

Someone is attaching stickers to posters advertising woman's wear so that part of the models body is covered. Attached mostly to the sweater- girl type of advertisement, the stickers are in French. Their message translated ; "Respect Womanhood" , " She is your wife " , "She is your sister" , " She is your mother " , " she is your fiancee ".
A spokesman for the Canadian Advertising Co, said last night; " Yes we know about it.There haven't been many stickers. Some crackpot I guess. There is nothing offensive about the cards. We promptly replace any that are defaced. "
Officials of the Sacred Heart League here could not be reached for comment. The stickers bear no identification as to their sponser or printer. It is believed that the person applying the stickers has placed his own interpretation on Quebec regulations that frown on nudity or semi nudity pictured or otherwise.

Montreal Gazette Fri January 14,1949

and one more for this installment. I figure that Tom and Lars will apprecaite this one.

Rene Richard of 6708 Cartier ST and Charles M Tremblay of 3604 Rouen St, both Montreal Tamways employees were admitted to St Luke hospital early yeasterday morning. They were suffering from cuts and other injuries alleged sustained during a streetcar fracus.
Police said that at the intersection of St Catharine St West and Atwater two unknown sailors refused to pay their fare and became abusive.No arrests were made. Constables Coupal and Poitras investigated and Pichard and Tremblay were able to return home after treatment.

Montreal Gazette Monday Nov 13, 1944


Rob

[EricX2000]

Good evening Leon, a cup of strong coffee please. Need something before I go to bed and make some short comments.

Ted - Snow is always a concern when you run a railroad and snow is what I miss the least after moving to Phoenix. Normally they use special snowplows to keep the track clean, but many times they need a snowplow on the regular trains, for instance when they hit snow and ice across the tracks at grade crossings put there by snowplows cleaning the roads. That Michelin Rail Car was on a demonstration tour in Sweden in the 1930’s but no railroad was interested. Like you they prefered steel-on-steel.

Tom - The Swedish Class Ra was indeed designed with F7 in mind. It was the first and, so far, only streamlined locomotive built for the Swedish State Railways. I saw your pictures from Denali (beautiful country) and I guess my question should have been if you took a tour into the park.

About the Canadian RR History, when was the first railroad opened in Canada? Was that the Windsor Branch Railway 1856?

BK - Nice meeting you, Sir! I am the new guy on the block. You know how Swedes are about that topic (the “meassage” on the passenger car)! I haven’t changed even after almost 14 years in Phoenix. Sorry about Edmonton’s loss tonight.

I am not sure if I will be able to make it here tomorrow night, but I should be back on Wednesday.

Eric

[Anonymous]

Good morning gents, and I'll please have have two light breakfasts. Did I ever mention that for the most part, I bike to work? Now that I've moved to Woodstock, my commute is about 12 miles instead of the 3 1/2 miles when I was in Lake in the Hills. That's why you see me here so early, if I get in at all.

Great photos at the end of Sunday Eric, and thanks for the significant Canadian rail events yesterday Tom. Good to see Rob pop in with a few tales from the barn, and believe me, I know what it can be like to see drunkin sailers in Chicago. Every once in a while, the Great Lakes Naval Training Base releases a few hundred of the trainees, who catch the train and pour into Olgilvie Station for a night on the town. They start the night pleasant, polite and sober, but hours later, many are completely smashed and fighting with each other. Al, you are completely right about that dining car belonging to the East Coast Line. It only has the Burlington name on it now because it was used in a film recently. But have no fear, it will be re re-named in the near future with its proper owner.

I still don't have a handle on where most of my train material is, but here's a small contribution to today's theme:





[:I] One night, a police officer was stalking out a particularly rowdy bar for possible violations of the driving under the influence laws. At closing time, he saw a fellow stumble out of the bar, trip on the curb, and try his keys on five different cars before he found his. Then, sat in the front seat fumbling around with his keys for several minutes. Everyone left the bar and drove off. Finally, he started his engine and began to pull away.

The police officer was waiting for him. He stopped the driver, read him his rights and administered the Breathalyzer test. The results showed a reading of 0.0. The puzzled officer demanded to know how that could be. The driver replied, "Tonight, I'm the Designated Decoy." [:I]

[siberianmo]

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


TUESDAY’s INFO & SUMMARY of POSTS


Tuesday once again! C’mon in – enjoy a cuppa freshly ground ‘n brewed coffee – a <light or <traditional breakfast from the Menu Board and one or two pastries from The Mentor Village Bakery!



Daily Wisdom


If you ask me a question I don’t know, I’m not going to answer.
ENCORE! Yogi-ism



Info for the Day:


Railroads from Yesteryear –
New York, Chicago and St. Louis Railroad – Nickel Plate Road (NKP)
Arrives TODAY – watch for it!


* Weekly Calendar:


TODAY: RR Theme for the Day!
Wednesday: Toy ‘n 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
May – June . . To be announced


[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]


Comedy Corner

Yarns from the Barn
(from barndad Doug’s Posts)


[:I] There is this magician on a cruise ship, and every night he performs a show. After a couple of nights, the captain's parrot, who is always in attendance, has caught on to many of the tricks. He then begins to heckle the magician during the show by yelling out what's really going on. "It's in his sleeve, it's under his hat, his assistant has it." Well one night during the show, the ship hits an iceberg, and the only two survivors are the magician and the parrot, and both of them end up on the same peice of drift wood. For days they do nothing but eye each other angrily without speaking. Until one day the parrot looks at the magician and says "Okay, I give... where's the boat?" [:I]


[:I] Mr. Smith goes to the doctor’s office to collect his wife’s test results.
The receptionist says “I'm sorry, sir, but there has been a bit of a mix-up and we have a problem. When we sent the samples from your wife to the lab, the samples from another Mrs. Smith were sent as well, and we are now uncertain which one is your wife’s. Frankly, that’s either bad or terrible. One Mrs. Smith has tested positive for Alzheimer disease and the other for AIDS. We can’t tell which is your wife.”
Mr. Smith says “That's terrible! Can we take the test over?”
“Normally, yes." Says the receptionist, "But you belong to an HMO, and they won’t pay for these expensive tests more than once. The doctor recommends that you drop your wife off in the middle of town. If she finds her way home, don’t sleep with her.” [:I]


[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, June 18th thru June 24th: A League of Their Own (1992) starring: Tom Hanks, Geena Davis & Madonna – and – Memphis Belle (1990) starring: Matthew Modine, Eric Stoltz, Tate Donovan. SHORT: Three Little Bears (1935).

COMING ATTRACTIONS:

. . . Sunday, June 25th thru July 1st: Blazing Saddles (1974) starring: Gene Wilder, Cleavon Little & Slim Pickins – and – Fierce Creatures (1997) starring: John Cleese, Jamie Lee Curtis, Kevin Kline & Michael Palin. [teal] Ants in the Pantry (1936).


SUMMARY

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

(1) siberianmo Tom Posted: 19 Jun 2006, 07:14:19 (357) Monday’s Info & 19-Post Summary

(2) siberianmo Tom Posted: 19 Jun 2006, 07:16:20 (357) Something Special notice

(3) passengerfan Al Posted: 19 Jun 2006, 07:41:54 (357) AM Comments

(4) Theodorebear Ted Posted: 19 Jun 2006, 07:58:15 (357) Bearman’s Inclusive Gulf Coast Report!

(5) siberianmo Tom Posted: 19 Jun 2006, 08:11:30 (357) Acknowledgment ‘n Comments

(6) coalminer3 CM3 Posted: 19 Jun 2006, 09:44:14 (357) WVA Report ‘n Inclusive Post!

(7) siberianmo Tom Posted: 19 Jun 2006, 10:28:19 (357) Significant Events in Canadian RR History – June

(8) BudKarr BK Posted: 19 Jun 2006, 11:57:08 (357) He’s baaaaaaaaaack – the Mountain Report!

(9) siberianmo Tom Posted: 19 Jun 2006, 13:15:03 (357) Acknowledgments ‘n Comments

(10) BudKarr BK Posted: 19 Jun 2006, 16:02:35 (358) Pinch Hitting

(11) siberianmo Tom Posted: 19 Jun 2006, 19:06:41 (358) for BK ‘n comments

(12) trolleyboy Rob Posted: 19 Jun 2006, 23:21:55 (358) Count Robulla’s return ‘n Late Nite Inclusive Post!



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 –

New York, Chicago and St. Louis Railroad – Nickel Plate Road (NKP) –

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.

I'll be in and out today, so will try and post more later. Here's some NKP material from 1943 which will give you a snapshot of the railroad at that time.

CURRENT FACTS ABOUT TRAVEL

Passenger travel on the railroads is now twice what it was a year ago, and four times what it was in 1939. The railroads are doing their best to meet this great and sudden increase in the demand for service although they have just about the same number of passenger cars and engines which they had in 1939. The demand for steel and other materials essential to the war effort, practically precludes the construction of new equipment at this time.

Two million service man and women travel each month under military orders, This vast army requires more than half of all the sleeping cars and about one-third of all the coaches.

With the remaining equipment the railroads must mover service men traveling individually or in small groups; soldiers and sailors on furlough; families visiting service men in camps; business men and other workers traveling on urgent missions.

TO THOSE WHO FEEL THE NECESSITY OF TRAVEL

Plan trips for the less-crowded days of the week. Mid-week trains are preferable.
Carry a minimum a mount of baggage to conserves seating space.
Cancel reservations of Pullman space promptly if travel plans are changed.
Stagger vacations to avoid seasonal travel peaks.
Make room in dining car promptly after finishing meal, as others may be waiting.

The comforts of peacetime travel are of necessity subordinated to the needs of a nation at war and every true American faces this condition just as other wartime problems are met – with firmness and the resolve to do everything necessary to win the war and establish a victorious and lasting peace.

Nickel Plate Road - 1943


Nickel Plate Road Passenger Service – 1943
(Eastbound)

Train 6: Nickel Plate Limited: Chicago-Cleveland-Buffalo-Scranton-New York
Sleeping Cars
Chicago – Cleveland (3 cars): Single bedrooms, 18 roomettes, 14 sections
Chicago – New York: 12 section/drawing room (via DL&W Train 10; Buffalo – Hoboken)
Coaches (Ladies lounge): Chicago – New York
Diner Lounge: Chicago – Buffalo
Diner: Buffalo – Elmira

Dep. Chicago (La Salle St.) 1120 p.m. (CST) (NKP Train 6)
Arr. Cleveland 800 a.m.
Dep. Cleveland 815 a.m.
Arr. Buffalo 115 p.m. (Lackawanna Terminal)
Dep. Buffalo 545 p.m. (DL&W train 10)
Dep. Elmira 957p.m.
Dep. Scranton 125 a.m.
Arr. Hoboken 530 a.m.

Train 8: Chicago-Cleveland-Buffalo-Newark-New York
Sleeping Cars
Chicago – New York: 10 section/drawing room/2 compartments
Buffalo – New York: 12 section/drawing room (in DL&W Train 2)
Diner Lounge: Chicago-Buffalo
Diner: Scranton-New York
Coaches: Chicago – Buffalo; Chicago – New York

Dep. Chicago (La Salle St.) 940 a.m. (CST) (NKP Train 8)
Arr. Cleveland 600 p.m.
Dep. Cleveland 610 p.m.
Arr. Buffalo 1010 p.m. (Lackawanna Terminal)
Dep. Buffalo 1030 p.m. (DL&W train 8)
Dep. Elmira 125 a.m.
Dep. Scranton 405 a.m.
Arr. Hoboken 809 a.m.

Train 10: St. Louis-Lima-Findlay-Cleveland
Sleeping Car
St. Louis – Cleveland: 8 section/observation lounge
Dining Service: St. Louis – Cleveland
Coaches: St. Louis – Cleveland

Dep. St. Louis 540 p.m. (CST)
Arr. Cleveland 935 a.m. (EST)
Nickel Plate Road Passenger Service (West) – 1943

Train 5: Nickel Plate Limited: New York-Scranton-Buffalo-Cleveland-Chicago
Sleeping Cars
New York – Chicago: 12 section/drawing room (from DL&W Train 3 at Buffalo)
Cleveland – Chicago (3 cars): Single bedrooms, 18 roomettes, 14 sections
Coach (Ladies Lounge): New York – Chicago
Diner: New York – Buffalo
Diner Lounge: Buffalo – Cleveland; Cleveland – Chicago

Dep. Hoboken 900 a.m. (DL&W Train 3)
Dep. Scranton 110 p.m.
Dep. Elmira 402 p.m.
Arr. Buffalo 705 p.m. (Lackawanna Terminal)
Dep. Buffalo 725 p.m. (NKP Train 5)
Arr. Cleveland 1159 p.m.
Dep. Cleveland 1215 a.m.
Arr. Chicago (La Salle St.) 733 a.m. (CST)

Train 7: The Westerner: New York-Newark-Scranton-Cleveland-Chicago
Sleeping Car
New York – Chicago: 10 section/drawing room
Diner: New York – Scranton
Diner Lounge: Buffalo – Chicago
Coaches: New York – Chicago (from DL&W Train 7 at Buffalo);
(Ladies Lounge) Buffalo – Chicago

Dep. Hoboken 700 p.m. (DL&W Train 7)
Dep. Scranton 1113 p.m.
Dep. Elmira 157 a.m.
Arr. Buffalo 450 a.m. (Lackawanna Terminal)
Dep. Buffalo 515 a.m.
Arr. Cleveland 930 a.m.
Dep. Cleveland 945 a.m.
Arr. Chicago (La Salle St.) 455 p.m. (CST)

Train 9: Cleveland-Findlay-Lima-St. Louis
Sleeping Car
Cleveland – St. Louis: 8 section/observation lounge
Dining Service: Cleveland – St. Louis
Coach: Cleveland – St. Louis

Dep. Cleveland 545 p.m. (EST)
Arr. St. Louis 825 a.m. (CST)


“Passengers holding tickets to or from New York City have a choice of five routes for arrival at or departure from Manhattan Island as follows: By ferry to or from West 23rd St., Christopher St., or Barclay St. without extra charge.

Hudson Tunnels to or from 33rd and 6th Ave (fare 10 cents), or to or from Hudson Terminal Building, Cortland St.) fare 8 cents.

Christopher St.; 14th St. at 6th Ave.; and 23rd St. at 6th Ave. may also be reached directly by tunnel. Trains are operated at frequent intervals, day and night.”

The NKP operated additional services.

Train 11 was a daily except Sunday mixed which departed Charleston at 550 a.m. with a 1037 a.m. arrival in East St. Louis.

Train 12 was a mixed train which ran daily except Saturday. It departed East St. Louis at 253 p.m. with an 815 p.m. arrival in Charleston.

Train 21 operated daily except Sunday between Lima and Peoria via Frankfort. This was a coaches only train which left Lima at 955 p.m. with a 515 p.m. arrival at Peoria. Box lunch service at Frankfort was available “on advance notice to the conductor.”

Train 22 ran daily except Sunday between Peoria and Lima via Frankfort. Departing Peoria at 7:30 a.m. it arrived in Lima (326.9 miles distant) at 645 p.m. Box lunch service at Frankfort was available “on advance notice to the conductor.”

The following NKP lines were freight service only.

Michigan City, IN – Indianapolis via La Porte, Kokomo, and Tipton.
Ft. Wayne, IN – Connersville, IN via Bluffton, Muncie, and New Castle.
New Castle – Rushville, IN
Sandusky, OH – Fostoria via Fremont
Frankfort, IN – Toledo via Kokomo, Bluffton, Delphos, and Maumee.

work safe

[siberianmo]

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


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


New York, Chicago and St. Louis Railroad – Nickel Plate Road (NKP)




Reporting marks: NKP

Locale: New York to Chicago, IL and St. Louis, MO

Dates of operation: 1881 – 1964

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

Headquarters: Cleveland, Ohio


The New York, Chicago and St. Louis Railroad (AAR reporting mark NKP), abbreviated NYC&St.L, was a railroad that operated in the mid-central United States. Commonly referred to as the Nickel Plate Road, the railroad served a large area, including trackage in the states of New York, Pennsylvania, Ohio, Indiana and Illinois. Its primary connections included Buffalo, New York, Chicago, Illinois, Cleveland, Ohio, Indianapolis, Indiana, St. Louis, Missouri and Toledo, Ohio.

The Nickel Plate Railroad was constructed in 1881 along the South Shore of the Great Lakes connecting Buffalo, New York and Chicago, Illinois to compete with the Lake Shore and Michigan Southern Railway. In 1964, the Nickel Plate Road and several other mid-western carriers were merged into Norfolk and Western Railway and the Nickel Plate Road was no more. The N&W was formed to be a more competitive and successful system serving 14 states and the Canadian province of Ontario on more than 7,000 miles (11,000 km) of railroad. The profitable N&W was itself combined with the Southern Railway, another profitable carrier, to form Norfolk Southern Corporation (NS) in 1982.


History

Background

The 25 years after the American Civil War more than doubled the existing American railroad track miles, changing the face of America forever. American railroads allowed products made in the East to be shipped to the expanding West less expensively than previously. This allowed for an economy of scale - larger, more efficient factories. The agricultural heartland of America was no longer confined to a market of single day's trip by wagon. Railroad and railroad construction became one of the largest industries during that era. By 1881, one out of 32 people in the United States was either employed by a railroad or engaged in railroad construction.

Starting about 1877, two great railroad developers, William H. Vanderbilt and Jay Gould, began competing for the railroad traffic along the south shore of the Great Lakes. By 1878 William Vanderbilt had a monopoly on rail traffic between Buffalo, New York; Cleveland, Ohio; Detroit, Michigan; and Chicago, Illinois, because he owned the only railroad between those cities - the Lake Shore and Michigan Southern Railway. In addition, he was the richest man in America at that time. By 1881 Jay Gould controlled about 15% of all U.S. railroad mileage, most of it west of the Mississippi River and he was considered the most ruthless financial operator in America. Gould's major railroad east of the Mississippi River was the 3350 mile (5400 km) Wabash, St. Louis and Pacific Railway (Wabash). The Wabash mainline ran from St. Louis, Missouri to Toledo, Ohio where it was forced to deliver its railroad traffic to William H. Vanderbilt's Lake Shore Railroad for deliver to the eastern United States.

Jay Gould and William Vanderbilt together oversaw all east-west rail traffic in the mid-west. The owners (the Seney Syndicate) of a 350-mile (560 km) railroad, the Lake Erie and Western Railroad, were interested in tapping new sources of revenue. The stage was set for the creation of the New York, Chicago and St. Louis Railroad.

Early years

The Seney Syndicate met at Seney's New York bank and organized the New York, Chicago and St. Louis Railway Company on 3 February 1881. The original proposal for the NYC&St.L was a 340-mile (550 km) railroad west from Cleveland, Ohio to Chicago, Illinois with a 325-mile (525 km) branch to St. Louis, Missouri.

On 13 April 1881 the New York, Chicago and St. Louis Railway Company bought the Buffalo, Cleveland and Chicago Railway, a railroad that been surveyed from the west side of Cleveland, Ohio to Buffalo, New York running parallel to Vanderbilt's Lake Shore and Michigan Southern Railway.

The idea of an east-west railroad across northern Ohio was very popular with the people of Ohio. They wanted to break the high freight rates charged by Jay Gould and William Henry Vanderbilt. No one was less popular in Ohio than William Vanderbilt since the 29 December 1876 collapse of Lake Shore and Michigan Southern Railway's Ashtabula River trestle, where 64 people had been injured and 92 were killed or died later from injuries.

Another reason for the popularity of the New York, Chicago and St. Louis Railway was the positive economic impact on cities that any new railroad went through at that time. During a newspaper war to attract the New York, Chicago and St. Louis the Norwalk, Ohio Chronicle Newspaper referred to the New York, Chicago and St. Louis as "... double-track nickel-plated railroad." The New York, Chicago and St. Louis adopted the nickname and it became better known as the Nickel Plate Road.

It was decided to start building along the surveyed route between Cleveland, Ohio and Buffalo, New York rather than build the branch to St. Louis, Missouri. Five hundred days later the Nickel Plate's 513-mile (825 km) single-track mainline from Buffalo, New York to Chicago, Illinois was complete. The railroad was estimated to require 90,000 long tons (80,000 metric tons) of steel rails, each weighing sixty pounds per yard (30 kg/m) and 1.5 million oak crossties. Additionally, the railroad required forty-nine major bridges. It was characterized by long sections of straight track, mild grades and impressive bridges. The Nickel Plate ran its first trains over the entire system on 16 October 1882.

During construction, Vanderbilt and Gould had watched with great interest. If either of them could acquire the Nickel Plate, they could end the threat to their railroads. If the Nickel Plate remained independent it would be able to create a substantial dent in both entrepreneurs' railroad earnings.

Vanderbilt tried to lower the value of the Nickel Plate by organizing a campaign to smear its reputation before a train ever ran on its tracks. If Vanderbilt was successful he could scare the Seney Syndicate into selling to him or drive the railroad company into bankruptcy. However, Vanderbilt's plan came with two important risks. If he slandered the line he risked chasing the Seney Syndicate into an alliance with Gould. The other risk was that his plan to smear the Nickel Plate's reputation might fail and it could quickly grow. Vanderbilt claimed the road was being built with substandard materials and it would use unsafe practices once completed. He succeeded in creating long-standing rumors about the line, but failed to devalue the company or scare the investors.

The cost of construction was higher than expected and the Seney Syndicate began to negotiate with Gould to purchase the railroad, but unlike Vanderbilt, Gould lacked the capital. Frustrated at the failing talks, Gould broke off negotiations and gave up on his attempt to break Vanderbilt.

The Lake Shore and Michigan Southern era

In early 1881, Vanderbilt could have had the New York, Chicago and St. Louis Railway (or Nickel Plate) for one million dollars. He realized if he allowed Jay Gould to gain control of the Nickel Plate his monopoly on rail traffic from Toledo, Ohio - east would be broken. He decided he would do anything to keep the Nickel Plate out of Gould's hands.

On 25 October 1882 (a few days after the first trains ran) the Seney Syndicate sold the Nickel Plate to Vanderbilt for 7.2 million dollars. Vanderbilt transferred it to his Lake Shore and Michigan Southern Railway. However, Vanderbilt had a problem: he could not run the business into the ground or it would fall into receivership and someone else would buy it. He could not close the Nickel Plate either because it cost a fortune to buy. So, the Nickel Plate Road did business, but just enough to keep it solvent. By the advent of the 1920s the Nickel Plate was an obscure line that earned its keep through the transfer of freight from other rail connections. During the same period Vanderbilt's Lake Shore and Michigan Southern prospered and expanded.

Vanderbilt kept most of the rail traffic on his Lake Shore and Michigan Southern. Fewer trains on the Nickel Plate meant that they could move faster, so that is the railroad traffic they went after. By 1888 the Nickel Plate had been dubbed "The Meat Express Line." Observers at Fort Wayne, Indiana reported six long meat trains every night and a couple of fruit trains during the day.

Vanderbilt consolidated many of his railroads into the New York Central Railroad. In 1915 Vanderbilt was found to be in violation of the federal antitrust laws because the New York Central had a controlling interest in the Nickel Plate. Over time the Nickel Plate had been reduced as a serious threat to competing lines and in return for operating concessions and access to certain stations, the New York Central sold the Nickel Plate to the Van Sweringen brothers of Cleveland, Ohio.

The Van Sweringen era

Oris Paxton Van Sweringen and his younger brother Mantis James Van Sweringen were real estate developers who constructed a rapid transit from their development at Shaker Heights, Ohio to downtown Cleveland. As early as 1909 the Van Sweringen brothers proposed a stub-end terminal on Public Square in downtown Cleveland. The Cleveland interurbans and traction companies were in favor of the new terminal and right-of-ways leading to it.

The Nickel Plate was the key. It transversed Cleveland from east to west, had a high level crossing of the Cuyahoga River Valley, and it was adjacent to the proposed terminal. The Nickel Plate also provided natural route to the proposed terminal for the Van Sweringen's rapid transit and the other traction lines.

Between 1890 and 1913 Cleveland had a four fold increase in population. Cleveland wanted to clean up the city and started many civic projects. Cleveland wanted to consolidate all of its railroad stations. The Lake Shore and Michigan Southern Railway, Pennsylvania Railroad, and Cleveland, Cincinnati, Chicago and St. Louis Railroad shared a crowded lakefront Union Station. The Erie Railroad, Baltimore and Ohio Railroad, Nickel Plate Road, and Lake Erie and Western Railroad all occupied separate stations on the north bluff of the Cuyahoga River, just south of downtown. The city also encouraged the railroads to build grade separation throughout the city. The Nickel Plate started a grade separation project on the East Side of Cleveland in 1909 and finished in 1913. Cleveland approved a bond issue in 1910 to "depress" the Nickel Plate through the most congested part of the West Side.

The Lake Shore and Michigan Southern Railway was controlled by the New York Central Railroad's Alfred H. Smith, a close friend of the Van Sweringens. He had guided the Van Sweringens and even financed their rapid transit to Shaker Heights. The Attorney General of the United States advised the New York Central that its control of the Lake Shore and Michigan Southern and the Nickel Plate was in violation of the Federal antitrust laws in late 1915. Alfred Smith called his friends, the Van Sweringens on 1 February 1916 and offered them the Nickel Plate. They bought it for 8.5 million dollars on 13 April 1916. They only put up a little over half a million dollars but they controlled 75% of Nickel Plate's voting stock.

The Van Sweringens had no intention of running the Nickel Plate. Alfred Smith was happy to give the Van Sweringens a vice-president of the New York Central, John Bernet, and some of his top men. Smith wanted to show that the Van Sweringens were not New York Central puppets, and the Nickel Plate needed to earn money to retire the $6.5 million in notes owed to the New York Central.

The end of an era: merger with N&W, Norfolk Southern



As the financial situation of American railroading continued to decline after World War II, the Nickel Plate Road together with the Wabash and several smaller carriers merged with the profitable Norfolk and Western on October 16, 1964.

N&W had merged with long-time rival Virginian Railway in the Pocahontas coal region in 1959, and grew through the mergers with other rail carriers including the Nickel Plate and Wabash railroads with operations in adjacent areas of the eastern United States to form a more competitive and successful system serving 14 states and a province of Canada on more than 7,000 miles of road.

The profitable N&W was itself combined with the Southern Railway, another profitable carrier, to form Norfolk Southern Corporation (NS) in 1982.

Chicago terminals

By 1897 the Nickel Plate had obtained trackage rights over the Lake Shore and Michigan Southern Railway from Grand Crossing to its own terminal on the east side of the LS&MS line to LaSalle Street Station, just north of Roosevelt Road (12th Street). By 1928 it used LaSalle.

Origin of the Nickel Plate nickname

The following is an excerpt from the book The Nickel Plate Road, A Short History of the New York, Chicago & St. Louis R.R. printed in 1954. The book is a record of an address given by Lynne L. White (a former president of the Nickel Plate) to the Newcomen Society of the United States, held in the ballroom of the Hotel Lawrence, Erie, Pa., November 11, 1954. Mr. White was guest of honor at this "1954 Lake Erie Dinner".

Through northern Ohio, already served by four railroads, location of the line developed intense rivalries among cities. Three routes were surveyed and communities along each proposed route vied in the raising of public subscriptions to donate rights-of-way. The road's general offices at Cleveland frequently were besieged by delegations hoping to bring about the routing of the line through their communities. During these inter-city rivalries was born the nickname for the New York, Chicago and St. Louis - The Nickel Plate Road - which rapidly became the name most commonly used.

Numerous legends have grown about when and how the name "Nickel Plate" was first applied. The accepted version is that it appeared first in an article in the Norwalk, Ohio, Chronicle of March 10, 1881. On that date the Chronicle reported the arrival of a party of engineers to make a survey for the "great New York and St. Louis double track, nickel plated railroad."

Later, while attempting to induce the company to build the line through Norwalk instead of Bellevue, Ohio, the Chronicle again referred to the road as "nickel plated" - a term regarded as indicative of the project's glittering prospects and substantial financial backing.

In 1882, the Nickel Plate recognized F.R. Loomis, owner and editor of the Norwalk Chronicle, as originator of the term and issued him Complimentary Pass No. 1.
Thus Norwalk named the road - but Bellevue finally got it.

References

• Hampton, Taylor (2001). The Nickel Plate Road: The history of a great railroad. Circulation Publishing and Marketing. ISBN 1928551173.

• Holland, Kevin J. (1999). Berkshires of the Nickel Plate Road. TLC Publishing, Virginia. ISBN 1883089395.

• Rehor, John A. (1994). The Nickel Plate story. Kalmbach Publishing Co., Waukesha, WI.

• Lynne L. White (1954) The Nickel Plate Road, A Short History of the New York, Chicago & St. Louis R.R. Newcomen Publication: Exton, Pennsylvania


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

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Information from Other Sources



Main Line Nickel Plate

It is said that the New York, Chicago & St. Louis Railroad Company was probably the only railroad in the United States built for cash in advance of the issue of stocks and bonds. The subscribers to the founding syndicate agreed to furni***he money in ten percent calls as fast as required. It was February 1881, that a party of aggressive men met in the office of George I. Seney, President of the Metropolitan National Bank of New York City. Among those in attendance was Columbus R. Cummings of Chicago, the first NKP president, Walston H. Brown, Calvin S. Brice, General San Thomas, and John G. Kennaday, who formed what was known to be the financial world as the Seney Syndicate. Later, others who participated included General D.W. Caldwell, Dan P. Ellis, and Hon. William Flemming.

In 1880, a survey was made from St. Louis to Fort Wayne, Indiana, to connect with the Lake Erie & Western Railroad, of which Mr. Brice was President. The survey was purchased by the Syndicate and two new surveys made, one from Chicago to Fort Wayne, the other from Fort Wayne to Cleveland, originally intended as an eastern terminus of the road. It was finally determined to temporarily abandon the St. Louis branch and instead build from Cleveland to Buffalo.

Early in April 1881, Major Henry L. Merill, an experienced railroad builder, assumed charge of construction. Contracts were let for 45,000 tons of steel rails at $65.00 per ton. Right of way was secured as fast as the surveys were made. The first rails were laid between Arcadia and McComb, Ohio, and the road was practically finished by September 1882. The first train was run over the road October 22, 1882.

The Lake Shore & Michigan Southern, later a part of the New York Central System, quickly realized the value of the Nickel Plate Road as a competitor, purchased the road and held controlling interest in it until July 1916. The Van Sweringen brothers were looking for ways to expand their real estate business in Cleveland and bought the Nickel Plate to acquire a right-of-way for a new traction line. The Vans soon found how nice railroading was and in a matter of a few years became very powerful railroad barons.

On July 1, 1922, the Nickel Plate Road was operating 523 miles of track between Chicago and Buffalo. On this date the NKP secured control of the properties formerly operated, managed, and controlled by the Lake Erie & Western Railroad Co. The LE&W added 707 miles of track reaching from Sandusky, Ohio to Peoria, Illinois, with two branches in Indiana.

On July 15, 1922, another 453 miles were added to the system by affiliation with the cloverleaf (TStL&W RR) reaching from Toledo, Ohio to St. Louis, Missouri. Thus, the Nickel Plate became a 1683-mile system of trackage serving the industrial, agricultural, and distributing region between the Mississippi River on the west, the Great Lakes on the north, and the Niagara Frontier on the east, with close traffic arrangements and service to the New England States and the Atlantic Seaboard reached through connecting lines.

The Nickel Plate purchased its first fifteen Berkshire (2-8-4) steam locomotives in 1934. Until that time the NKP had never had a locomotive that was out of the ordinary. With the Berkshire, the NKP acquired an engine perfectly suited to its needs and virtually every 2-8-4 locomotive built afterwards was based on the very successful design of the 700's.

The 1940's found the Nickel Plate setting record after record with the Berkshires. An additional fifty-five were built during the War. In 1947, the Nickel Plate received its first diesel road engines from American Locomotive Co. . The streamlined diesels were affectionately called BLUEBIRDS and were the only motive power on the post 1900 Nickel Plate not painted black.

In 1949, the Nickel Plate leased the long sought Wheeling & Lake Erie Railway, which it had controlled for a number of years. The Wheeling gave the Nickel Plate a financially stable railroad that was a consistent money maker. With the addition of the W&LE, the stage was set for Nickel Plate's spectacular operational and financial performance of the 1950's.

from: www.nkphts.org/history.html


Photo Gallery from other sources


NY,C&St.L 2-8-4 #718/freight 1956
(courtesy: www.yesteryeardepot.com - foto credit: unknown)




NY,C&St.L 2-8-2 #749/freight, 1956
(courtesy: www.yesteryeardepot.com - foto credit: Paul Eilenburger)



Nickel Plate Alco PA #181 (foto credit: Howard W. Ameling)




Nickel Plate Alco PA #183 pulling train #8 eastbound out of Cleveland
(foto credit: Howard W. Ameling)



Enjoy!

Tom [4:-)] [oX)]



Did you miss any of the previous twenty[?] 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 Parts)
http://www.trains.com/community/forum/topic.asp?page=326&TOPIC_ID=35270
#19: Delaware & Hudson (D&H)
http://www.trains.com/community/forum/topic.asp?page=332&TOPIC_ID=35270
#20: Maine Central (MEC)
http://www.trains.com/community/forum/topic.asp?page=353&TOPIC_ID=35270

[BudKarr]

Good Morning Captain Tom and all assembled (wherever you may be!) –


I would like a tall cold OJ, a #3 from the Menu Board and a large mug of hot java, if you please! Chop, chop Boris! <grin>


Some are in mourning here in Alberta and perhaps some have contemplated drastic measures. When a Canadian team goes to the 7th game of the Stanley Cup finals and does not win it – well that is cause for concern in the land north of the 49th (even though much of the population is below that parallel . . .). Lots of grimacing, wrist wringing and the like on the tube and radio . . . almost comical (oooops) – hope Lydia does not see THAT! [swg]

Hockey in North Carolina, Florida, Georgia, Texas, Arizona and southern California surely makes no sense to me. But what do I know [?] It is all pretty much the same once it becomes a television sport. However, I can well imagine what it must be like attending a game in shorts when the outside temperatures are in the triple digits! <groan>

So, June 19th marks the END of the NHL activities for 2005-06 – some say RIP. I can understand that.


Yes, Eric – I do understand your comment regarding your homeland – sex and trains! <grin> One day we shall have to compare notes on two out of three! [swg]


While I have no primary, secondary or tertiary information regarding the Nickel Plate railroad, I have enjoyed the information provided thus far. As always, a fine effort from our leader and very appropriate follow-up from the man in West Virginia! [tup]


Good to see the return of our friend in Ontario. Only reason I bought it the absence up is that I am so accustomed to seeing your “signature trolley” that when pages go by without it, something surely shows up as “different.”

Sorry to learn of your impending absence and the bar will be the worse for it. No doubt it will survive, but as the core dwindles, so does the continuity. I wish my contributions could be more on point and certainly more often. That just is not in the cards, sad to say.


While I am here, however, I will do my best to be an active contributor:

Something for the crew from my lady. Lydia came up with the following offerings to bolster your “THEME DAY” here at the tavern by the tracks: (she says they do not enlarge)


Nickel Plate 1934 schedule cover




Nickel Plate 1944 schedule cover




Nickel Plate 1948 schedule cover




Nickel Plate – from the 1956 schedule




Nickel Plate – from the 1956 schedule




Nickel Plate 1961 schedule cover]



Enjoy the day, Gentlemen and I will try to return tomorrow.


BK in Alberta, Canada’s high mountain country!

[trolleyboy]

Good afternoon gentlemen. Tom I think I'll go for a lars speacial sandwich in the meantime, I will just say that I'm quite impressed by Tom's marvelous array of NKP info and CM3's aand Dougs contributions as well. Even BK's timetable covers are right on tact for what we all hope to accomplish around here. Like BK I have not alot to offer to the disscussion of the NKP. Truly ojne of the remarkable midwest / eastern roads however. Their signature Berkshire Locomotives were truly one of their key additions to heavy mainline railroading. Imn canada the only railroad that rostered these beaste were the two 201,and 202 that the TH&B stabled. They were also a heavy alco diesel user over the years as these beautifull PA's that Tom posted the shots of can attest to. No doubt our resident passenger guru will hopefully lower some "bluebird " information upon us to round out the festivities for today.

BK Thanks for the contribution, most likley more than I will be able to come up with on the NKP proper. Many a railfan will agressibvly collect the old paper colectables of their favourite railways. be them timetables rulebooks you name it. I always though that the artwork was generally iof high quality that the railroads placed on the covers of these documents, indeed some like the CPR had an official photographer to provide these services. An example of the pride in the job now for the most part lost to the new generation of superrailways <ugh> As I said yesterday I'm not sure how much time I will miss around here over the upcomming weeks, perhaps none, I just wanted to warn my group of friens here at th bar that I may be somewhat scarce and that no search parties are required ( unless they are composed of a Swedish bikini team eh Eric )

Tom A masterfull presentation as always,even covered the rapid transit and interurban connections through Cleveland [tup] The Shaker heights line was a thing of beauty, in the end it was train coupled PCC's usually running in three unit sets, and over a mostly private ROW which has a garden like setting truly wonderfull.

CM3 Ah yes I knew that you would be drawn to the flame of the NKP and you did not disapoint sir. Great on theme and on topic information. It was interesting to note that the NKP had some freight only districts right from the get go. A lesson the other railways could have learned. Perhaps it would have saved the mainline passenger trains of each company, if they all had not wasted time and money on lines with little if no passenger revenue. I wonder how many railroads's passenger revenues or at least the books for the passenger money pool were adversly affected by poor planning. I know I'm off on a tangent in coulda shoulda woulda land sorry. Boris ring up a round for my transgression [tup][:D]

I will se if I have anything extra to add to the NKP discussion. I shall pop back in a bit.

Rob

[siberianmo]

G'day Gents!

A “steamer” here in mid-continent USA with temps heading into the mid-90s (F). <ugh> Got the “south forty” mowed early this AM – began at 7:30, which is early for outside work – but just gotta beat the heat! <groan>


And so the “hockey wars” have come to a conclusion with the Hurricanes victorious for Lord Stanley’s cup. Congrats to all who supported that bunch . . . [tup] Hockey in mid-June doesn’t “compute” in my aging brain. [tdn] Anyway, if anyone has ever visited the Hockey Hall of Fame in Toronto (whether the new or old digs) it is a treat for hockey fans. I have some Pix of the “sweaters” worn by the old WHA teams – and it’s a kick to see all of those names and logos from days gone by. It was mentioned by Rob that two former WHA teams squared off last night. Well, perhaps it should be phrased just a tad differently – the franchises did, the teams are long gone. The New England Whalers who became the Hartford Whalers against the Edmonton Oilers. The latter surely occupies a special place at the “Hall” given their successes in the Gretzky era. A URL for nostalgia:
http://www.geocities.com/Pipeline/5206/


Some acknowledgments are in order:

Count Robulla has returned with not one, but two Posts! [tup] [tup] [tup] Good to see ya! The place just isn’t quite the same without you . . . . Email sent.

I can relate more to the “stickers” feature in your WTB #4 – fighting on trolleys [?] Not me – never, ever! Fighting in bars [?] Absolutely! [swg]

My sympathy to the horse! <groan> A “man hole,” how about a “horse hole!” <snicker>


Eric Always good to have you with us – even though you seem to thrive on coffee! By the by, did you know we charge $5 per cup if that’s all one drinks here at the “tavern by the tracks” (a new moniker picked up from BK!!) Sorry – but if one drinks coffee with a meal – it’s free. If one orders only a soft drink or coffee – five bucks. We gotta keep those registers (Cashinator ‘n Tilla) ka-chinging away! [swg]

We did take a tour into Denali, it’s really the only way one is permitted to get into the wilderness – other than back packing. The restrictions are many and the control is great. The park is larger than the state of Massachusetts and only has 90 miles of paved road. So there’s no way any tour is going to get one to everything and every place within it.

There are off-road tours and helicopter and fixed wing tours. Ours was a relatively short (4 hour) excursion, but certainly well worth it for the experience. An awesome place.

First railroad in Canada [?] This may be of some help:

QUOTE: 1832, February 25 - Incorporation of the Champlain and St. Lawrence Railroad to build from Dorchester, now St-Jean, to a point on the St. Lawrence River at or near Laprairie. This is the first Canadian railroad charter.
1836, March - Incorporation by the Legislature of New Brunswick of the St. Andrews and Quebec Rail Road Company to build from St. Andrews to lower Canada. This is the oldest charter of a Canadian Pacific constituent. Operation was not commenced until spring, 1851.
1836, July 21 - Champlain and St. Lawrence Railroad opened. This was Canada's first public railroad. The inaugural train was pulled by the locomotive the "Dorchester". In 1857 the Champlain and St. Lawrence became part of the Montreal and Champlain Railroad which was leased to the Grand Trunk in 1864 and now forms part of the Canadian National system.

from: http://www.railways.incanada.net


And another reference to sailors fighting in Doug’s Post! What is this, a conspiracy to drag down the image of “sailorhood” [?] Watchitbuster, the ACLU will be knockin’ at your door! <ooooooooooooooh>

Good to see ya this fine day and I appreciate your THEME: NKP input! [tup]

Can’t even begin to think about biking 12 miles one-way to work. Now that’s a new definition to pedaling one’s posterior! [swg]


CM3 “Shane” always appreciate your visits and that is a fine contribution you’ve made to our THEME: NKP for this day! [tup] [tup] [tup] Quarters and round “helps” too! [swg] Hope you make it back . . . .

In one of those ads you provided, I can just imagine ANY company today urging the public to make sacrifices for the war effort. Ha. Different times, different society, different values. We ARE at war, our Armed Forces members are dying and wounded, but aside from the naysayers in the media, it seems life goes on. Hardly any mention of “war” where I live. Almost as if it is a TV “event” . . . Albeit from a far different era, appreciate the reminder! [tup] [tup] [tup]


BK Two days in succession after such a lengthy absence takes a bit of getting used to!! [swg] Good to see you and Lydia jumping right in. Sorry about the Oilers but only one team emerges as the winner! <grin> It was indeed a good game – perhaps a great game as these things are measured. The intensity was there from start to the end. The fans got their money’s worth – well perhaps NOT – but that’s the cliché of the day! [swg]

Many THANX for those NKP schedule covers and info – a nice “fit” to what’s going on ‘round the joint today! [tup]

Your Email has been received and responded to . . . . thanx!


Finally, just caught your afternoon Post, Rob! Appreciate the visit, the business and of course, the information exchange! [tup] [tup] [tup]

Some of these Railroads from Yesteryear are indeed rather obscure in the sense that they do not fall within the well known parameters of passenger roads like the Santa Fe – Pennsylvania – New York Central – Baltimore & Ohio – Southern, and so on. Any and all contributions gladly accepted – even if it’s no more than a comment or two! That’s the idea, eh [?] [tup]



That’s it for now. I’ll be behind the bar for the day! So, whatillyahave [?]


Tom [4:-)] [oX)]

[trolleyboy]

Okay I did find a tidbit of NKP passenger train info that is general enough that it shouldn't impune 20 fingers more traditional heavy info laden pasenger posts. In fact hopefully he will be able to further expand and improve upon my small token for the day.

NKP PASSENGER SERVICE

The Nickel Plate was not normally assosoiated with major passenger service. During the yeasr of NYC control, the Nickel Plate's modest mainline passenger schedule consisted of three Buffalo to Chicago trains, known on the railroad as thee Peerless Trio.Beginning in 1893, Nickel Plate passengers had the option of through sleeping cars to New York City VIA the West Shore Railroad from Buffalo. Theior longest running sleeper car service began in 1897 when cars were forwarded between Buffalo and Hoboken New Jersey via the Delaware Lackawanna and Western RR.

Nickel Plate's premier train, the Nickel Plate Limited , provided overnight service in both directions between Chicago , Cleveland and Buffalo, and through car service between Buffalo and Hoboken. The Buffalo-Chicago day train with overnight throuhg cars from Hoboken via the Lackawanna, was known as the Westerner. The eastbound counterpart remained nameless until the 1950's when it became known as the New Yorker .

Supporting the NKP's mainline trains were the accomadation runs and mixed trains, but these were gradually withdrawn after WW2 as the automobile became more prevalent in the midwest. The first to go was the Commersial Traveller , a Toledo-St Louis train ingerited from the Clover Leaf , which made the final run in 1941.

The Berkshire type locomotives enabled the NKP to perform all it's wartime passeneger and freight functions, but by the end of WW2 the NKP found itself with worn out abd obsolete passenger and freight equipment. Still under the influence of Robert Young's C&O, the NKP was caught on the outside looking in during the postwar passenger train reequipmnet boom.Young placed an order in November of 1946 for 287 stainless steel sheathed Pullman- Standard cars for the C&O, the NKP added 25 of it's own to this order. When they arrived on the railroad in 1950, they went into service behind 11 Alco PA 1 passenger locomotives which had been on the property since 1947-48.NKP's prewar and wartime Pullman green passenger fleet now became a sparkeling Stainless steel and dark Blue sight for sore eyes, interupted by the cars still in the old green scheme or cars from the Lackawanna.

Following this upgrade, the St louis trains recieved new names known as; westbound Blue Arrow and eastbound Blue Dart The changing traffic patterns and all the merger talks amongst eastern railroads in the late 50's had become clouds on the NKP's horizon. The same 1957-58 recession that finally eneded the steam locomotive use on the NKP also effected their passenger operations.After april of 1952, the NKP's passenger schedule was limited to just six daily trains.A day train and night train in each direction between Chicago - Buffalo ( still with the connections to Hoboken ) and an overnight Cleveland-St Louis service. The economic downturn ended trains 9 and 10 between Cleveland and St Louis, which were cut back a piece at a time as the states invoved allowed the discontinuance of service. The last of the NKP
's clover leaf services over the former LE&W dissapeared on October 17,1959.

Chicago-Buffalo trains faired somewhat better, but were still fighting a loosing battle with growning airline and highway travel postwar. The PA1's, were replaced by steam generator equiped GP9's and RS36 hood units after 1962. In june of 1963 the Westerner and the New Yorker , trains 7 and 8 were discontinued.These trains discontinuance, left only the former Nickel Plate Limited , now known as the City of Chicago as the only westbound and it's running mate The City of Cleveland the only eastbound passenger train on the schedule.Thes trains ran coach only and ran on an overnight schedule.In the end these trains were a single GP9 a beaten up baggage car,a nd one light weight coach. They didn outlive the NKP itself as they ran just beyond the 1964 NKP / NW merger.

Rob

(sorces) Great American RR vol 2

[trolleyboy]

Good day again Tom, I think I'
ll spring for another round seeing as how hot it is [xx(] a soldid 85 + here today as well ,<groan and double groan>I still have to mow the back 40, think I'll wait till 8pm my time should be a bot cooler.I know what you mean about all those wonderfull old uni'
s in the Hall, moth holes and all in some cases [:O] For me the season shouild be paired back to 65 games tops with and end in april as opposed to June, we should cut it back to the 18 cities that give a rats butt about hockey as well, just my [soapbox] rant for it today, must be the heat better give me another. I know what you mean ablout diggin gout info on passenegr service on some roads, I did manage to find one tidbit any way. Speaking of tidbits here's one more albeit closer to home for me but I think still relevant to todays disscussions.

Berkshire's In Ontario Classic Steam #25

As stated before the Berkshire calss steam locomotive was the NKP's steam era claim to fame. The unusual on the fairly regular steam roster upto that point. It was a wheel arragngement that did not see wide spread use, but it did however make it up accross the boarder on another anachronistic RR the Toronto Hamilton and Buffalo RY itself a NYC controlled company.

In feb, 1928 , the TH&B placed its order with the Montreal Locomotive Works for locomotives #201 and 202, 2-8-4 Berkshire Class locomotives.With their friegth tonnage increasing during the roaring 20's the TH&B's standard 100 series Consolidations were straining to keep up the fast freight schedules, and the Raiway was desperatly seaking suitable power for it's "mountainb district " ( Niagara Escarpment ).

The TH&B's steam philosophy never wnadered too far from that of it's parent co the NYC.It was the NYC that had ordered a new type of locomotive from lima with the 2-8-4 config for trails on their Bostan and Albany Railroas where they would face the heavy twisting mountain grades throuhg the Berkshire MTN's and thus giving the locomotive type it's name.In 1926 the NYC placed it's order for 45 of these monsters and assigned them to its B&A railroad. They became classes A-1a and A-1b, with the road numbers 1400-1444 inclusive. Then along caame the TH&B.

The problem for them, of coarse was to reduce the times taken to get freight up the Niagara escarpment bewteen Kinnear Yard and Vinemount. A grade of only 1.04% but a rise of 216 feet in only 4.41 miles. The existing Consolidations with a starting tractive effort of 45,780lbs were being quickly outclassed by the loads. In July of 1927 the TH&B rented a NYC H-10b Mikado 335 to test on this route. Between Sept and October they rented B&A 1433 a two month old Berk to also test on this route. It was decided that the Berks were the right fit and two wree promptly ordered.For reasons of economy it was decided to build the locomotives in Canada, Lima had no Canadian subsidiary so tooling would have been prohibitivly expensive for such a small order. As luck would have it Alco had just finished an order for 12 Berks of their design to the C&NW so the patterns were propmtly rushed to MLW Alco's Canadian wing . On July 8th and 12th 1928,201, and 202 arrived on the property. 201 going immediatly into service and 202 did a public display for the company for a few days. The Berks regular assignment was the starlight freight run between Hamilton and Michigan Centrals Victoria Yard in Fort Erie Ontario, a 50 mile run. In 1931 the eastern terminus for this run was the TH&B / NYC Montrose Yard in Niagara falls Ontario ( Now a casino )They were run steadily for 25 years ending up being scrapped in 1953 with only the bell from 201 surving and on display in the Steam and tech museum in Ottawa.

Specs on TH&B 201, 202

L - 87 feet 51/4 inches in overall length
621,000 lbs at full load
393.000 lbs just locomotive weight
150 long inch fire box 96 inches wide
7,323 sq ft of heating surface
4,742 sq inches was the heating tubes
2,243 sq inches of suoper heating flues
240psi
tractive effort of 69,000lbs
63 inch drivers with Baker valve gear driving 14" cylnders
In 1946 they were rebuilt with D2 duplex stokers to get the 16t of caol from the tender into that huge firebox. The locomotive was capable of 65 miles per hour and they did handle passenger trains on the escarpment when the mikes or pacifics were unavailable.


Rob

[passengerfan]

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

Too bad about the Oilers seems the teams North of the Border no longer dominate their National pastime. Who would of thunk a team of players in North Carolina. I guess if its any consolation not a single player was from there. Remember tyhe old battles between the Canadians and Maple Leafs. Chicago and Boston wasn't bad either.
Now even we have a hockey team the Stockton Thunder and they outsold the indoor Soccer and indoor football teams. Who would have thought sell out crowds for Hockey in California's Central Valley. Have always enjoyed attending a hockey game as the TV cameras have trouble keeping up with the Puck.

The NKP had a very small fleet of streamlined cars all from Pullman Standard. Will try to cover as many as possible today.

NICKEL PLATE
NKP
Streamlined Coaches by Al

The NKP purchased a total of ten streamlined Coaches new numbers 100- 109 delivered by Pullman Standard in February 1950. These 52 revenue seat Coaches were identical to those built for the C&O but were not part of the C&O order. The new cars were assigned to the NICKEL PLATE LIMITED between Chicago and Buffalo and the ARROW between Cleveland and St. Louis. Six of these cars were renumbered into the N&W after the NKP merged into the N&W and the other four were sold to the ACL for service in the CHAMPIONS.
The N&W rebuilt and streamlined 10 heavyweight 80-revenue seat Coaches 80-89 in 1946-47 at their Stony Island Shops located in Chicago. These coaches were some of the most extensively rebuilt coaches by any railroad. Even though they retained there 6 wheel trucks the cars were among some of the most modern in appearance ever reconstructed by any railroad. They emerged as 52 revenue seat long distance coaches with large women’s lounge at one end, fully streamlined roof, smooth car sides with a belt rail and large wide sealed windows. The cars featured a single vestibule with folding steps, lowered interiors ceiling, individual seat lights on the luggage rack, and large modern center lighting. The cars were fully air conditioned with Electro-mechanical type units installed. The one drawback to this work was it added about 20,000 pounds per car. The NKP shops rebuilt and streamlined 85-89 in 1946 and completed 80-84 in 1947. The cars lasted until the end of passenger service on the NKP and were sold to the NdeM in 1964 for further service.

50-REVENUE SEAT COACHES Pullman Standard February 1950 (Built for and assigned to NICKEL PLATE LIMITED ARROW and other trains)

100 – 109

TTFN Al

[wanswheel]

Hi Tom & all, a round for the house

Ted, I appreciate that you pay attention to things.

CM3, keep typing, good stuff. I didn't know NKP had trains east of Buffalo.

Doug, map is helpful, north of Lake Erie too. Commuting far on a bicycle, incredible!

Eric, thanks for looking at the old pictures.

Al, don't know if you saw this, here it is again
http://memory.loc.gov/service/pnp/fsac/1a34000/1a34700/1a34726r.jpg

NKP history of Cleveland
http://ech.cwru.edu/ech-cgi/article.pl?id=NPR

NKP locomotive #1
http://nkprr.railfan.net/engine1.html

NKP Cleveland Station
http://web.ulib.csuohio.edu/nkp/station2.jpg

Vicinity of the old station
http://images.ulib.csuohio.edu/cdm4/item_viewer.php?CISOROOT=/cut&CISOPTR=888&REC=10

1890s steam on bridge
http://images.ulib.csuohio.edu/cdm4/item_viewer.php?CISOROOT=/lakewood&CISOPTR=1055&REC=3

NKP 407
http://www.cvrma.org/pictures/MISC/nkp407.jpg

NKP 763 (enlarges)
http://spec.lib.vt.edu/imagebase/norfolksouthern/full/ns1531.jpeg

NKP 378 on the Lima turntable
http://www.cvrma.org/pictures/MISC/nkp378.jpg

Lima turntable again (enlarges)
http://www.nkphts.org/pictures/ameling/images/Turntable-Lima-O.-2-1947.jpg

NKP 759
http://www.rrpicturearchives.net/showPicture.aspx?id=231864
http://www.leclairerail.com/Additions-GF/aGF-R6-E108.jpg
http://nkprr.railfan.net/postcards/759/759_7pcjpg.html

LaSalle St. Station
http://www.nkphts.org/pictures/nkphts/171.jpg

The CCCC
http://web.ulib.csuohio.edu/nkp/nkp1409.jpg

NKP ROW east of E. 89th St., Cleveland
http://web.ulib.csuohio.edu/nkp/nkp1597.jpg

NKP 562
http://images.ulib.csuohio.edu/cdm4/item_viewer.php?CISOROOT=/lakewood&CISOPTR=1356&REC=5

Eastbound freight
http://www.leclairerail.com/Additions-GF/gf47distantSpringer.jpg

NKP 1
http://www.nkphts.org/pictures/nkphts/1.jpg

NKP 84
http://www.rrpicturearchives.net/showPicture.aspx?id=92456

NKP 190
http://www.nkphts.org/pictures/shared/ameling/images/190_continental.jpg
http://www.rrpicturearchives.net/showPicture.aspx?id=395100

Cabooses
http://www.nkphts.org/pictures/ameling/images/426-BW-Cab-Builders-Photo.jpg

[siberianmo]

G'day!

Appears as if a "challenge" has been thrown my way . . . and I'm up for it!

This bar was established by me for the purpose of discussing, in an adult environment - which I decided would be a cyber bar 'n grill where alcoholic beverages are served - the subject of classic trains. This is not a diner nor a coffee shop, so If anyone - and I mean anyone - has a problem with that - take your leave. We're not in the business of begging, cajoling or otherwise pandering for business around here!

I've had just about enough of the "dancing around" some guys seem to think is cute - if you don't like it here or don't appreciate the way things are done here - start your own Thread and good luck to you.

Consider this an oblique response to an oblique Post! [tdn]

Tom [4:-)][oX)]

[passengerfan]

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

Mike sorry I didn't acknowledge the beautiful Super Chief photo before when you first posted. There are surprisingly few color pictures of the early Super Chiefs. I would imagine their are probably hundreds if not thousands of RR photos languishing away in attics and basements and its too bad we can't find them and bring them out for all to enjoy. Many young people taday have no idea what their grandfathers photo collections really contain and unless family members are depicted the rest get tossed.

NEW YORK
CHICAGO
&
ST. LOUIS
(NKP)
Streamlined Dining & Lounge Cars
by Al

The Nickel Plate owned no lightweight streamlined dining cars, but rebuilt and modernized a number of heavyweight dining cars and dining-lounge cars with a streamlined appearance following WW II. These cars were rebuilt and streamlined and the Nickel Plates Stony Island shops.
Cars 125 and 126 were rebuilt and streamlined from Café-Coaches and after modernization became dining lounge cars seating 24 in the dining room and 22 in the lounge section. They were most often assigned to the St. Louis – Cleveland route numbers 9-10.
Numbers 127-131 were rebuilt and streamlined with 18-seat Dining rooms and 10 seat lounges. These operated in Chicago – Buffalo trains and Chicago - Cleveland trains.
In May 1950 Pullman Standard delivered a pair of 5-Double Bedroom 3 Crew Dormitory Buffet 18-seat Café 4-seat Lounge cars. These two cars were 150 CITY OF CLEVELAND and 151 CITY OF CHICAGO and operated in overnight service between their namesake cities. Both were sold privately in 1970 and operate for private owners today.

5-DOUBLE BEDROOM 3-CREW DORMITORY BUFFET 18-SEAT CAFÉ 4-SEAT LOUNGE CARS Pullman Standard May 1950 Plan: 4169 Lot: 6867 (Built for and assigned to Cleveland – Chicago NICKEL PLATE LIMITED)

150 CITY OF CLEVELAND

151 CITY OF CHICAGO

The NKP was merged into the N&W October 16, 1964

TTFN Al

[Anonymous]

Good evening Tom and gents! I'll have a bottlemless draught if you please, purchase the usual round for the house, and kick in some Michigan quarters for the Herr Wurlitzer.

Looks like there's been a lot of participation on today's theme, and I'm sure enjoying it over here! Cm3 contributed very interesting 1939 pasenger travel facts, as well as the NKP schedules. Tom prepaired another fine Wikipedia article for us, which I found quite interesting. BK/Ldia (welcome back!) submitted some real nice NKP schedule covers. Rob wrote abut NKP passenger service, and Al covered the NKP streamlined coaches (of course). Finally Mike came through with more great URLs. Among my favorite was the turntable and the LaSalle St. station. NKP sure had some purty cars!

At the risk of being accused of "data dumping", take a peek at the following. There's a lot more to it, which I would be happy to send to anyone requesting same.

Nickel Plate Road
SAFETY RULES
Look -- Observe -- Think
Effective Sept. 1, 1954
________________________________________
SAFETY RULES
The rules herein set forth govern the employees of The New York, Chicago and St. Louis Railroad Company, and must be observed by all employees whose duties are in any way affected thereby.
They take effect:
• 1:01 A.M. (Eastern Standard Time)
• 12:01 A.M. (Central Standard Time)
September 1, 1954, superseding all previous rules and instructions inconsistent thereby.
Special instructions may be issued by proper authority.
R.C. Sabens,
Superintendent of Safety
Approved:
-- J.C. Wallaces,
---- Vice President -- Operations
________________________________________
GENERAL NOTICE
A. Safety is of the first importance in the discharge of duty.
B. The Railroad does not expect its employees to take any risks, when they can protect themselves by using care and good judgment.
C. Officers and supervisory forces shall regularly make observations and checks, and take action to insure compliance with these rules.
D. Employees who persist in practices which are unsafe, shall be subject to discipline.
E. Safety goes much further than rules and their enforcement. It involves the cultivation of safe habits, restraint and control.
________________________________________
GENERAL RULES
A. Each employee will be furnished a copy of these rules and will be required to comply with them. If in doubt as to the meaning of any rule, the employee should ask his supervisor for an explanation.
B. Supervisors are responsible for safety education and must know that employees under their jurisdiction have been provided with a copy of the safety rules.
C. Teamwork is essential to safety. When working in groups, each man must understand the moves to be made.
D. Experienced employees should assist new or inexperienced employees in acquiring safe working habits.
E. Good housekeeping is essential to safety.
F. All personal injuries, regardless of severity, must be given first aid and/or medical attention at once and should be reported promptly.
1001. Employees should ALWAYS USE AUTHORIZED ROUTE TO AND FROM WORK, ENGINE HOUSES, YARDS, SHOPS, STATIONS, ETC., and never use hazardous short cuts or cross under, over or between cars.
1002. Keep AISLES, ROADWAYS, STAIRWAYS CLEAR of obstructions.
1003. Employees should keep a SAFE DISTANCE FROM PASSING TRAINS to avoid injury from falling objects, and be on the lookout for and report defective equipment and lading.
1004. BEFORE CROSSING OR FOULING TRACKS, look in both directions for trains, engines, or cars, and do not cross ahead of moving trains, engines, or cars, except at a safe distance.
________________________________________
1005. PASSING THROUGH STEAM or smoke which obscures vision is forbidden, except when unavoidable, in which event extreme care must be exercised.
1006. Employees PACKING OR SHIPPED MATERIAL must see that there are no protruding nails, wire, etc. on the containers.
1007. ALL MATERIAL, including scrap, MUST BE PILED or placed in an orderly manner, and removed as soon as practicable.
1008. WIRE ROPE CABLE on cranes, coal docks, tractor cranes or any lifting device, must be inspected as often as necessary by an authorized employee, and when defective, must be replaced.
DEVICES USED IN LIFTING, such as slings, hooks, clamps, etc. must be maintained in good condition at all times.
ALL ROPES, such as hand line, guy lines, slings and rope in pulley blocks must be examined for signs of wear or defects before using.
1009. WHEN LIFTING, have secure footing, bend knees, keep back erect, take firm grip on the object, slowly straightening the legs. Do not attempt to lift beyond normal physical capabilities. If too heavy for safe lifting, get help.
1010. USE LEATHER GLOVES when handling sharp materials, such as metal lath, sheet steel. Wear gloves when handling wire mesh, and iron coils, barbed wire, etc. Do not lift packages by placing hands between steel strapping and package. Handle same as if not strapped or wired.
1011. HOT CINDERS should be wet down before loading. When wetting down cinders, always remain at a safe distance.
________________________________________
1012. When LIFTING HEAVY CARTONS, sacked material, or gang planks, bend your knees in a squat position; grip the package firmly, and with your back nearly upright, lift principally with your leg muscles. (DO NOT bend over and lift with your back muscles -- this may cause strain or sprain.)
1013. WHEN GETTING ON OR OFF engine, cars or cabooses, OR GOING UP AND DOWN LADDERS, face equipment and make sure of your hand-hold. Don't carry grips, tool boxes, bundles, etc., so as to interfere with you free and safe movement.
1014. Before CLIMBING POLES, ladders, scaffolds, or other elevated structures, first assure yourself that the pole, ladder, scaffold, tree, cross arm, messenger wire, cable car, or boatswain's chair, or other elevated support is strong enough to safely sustain your weight.
1015. ALL PORTABLE STRAIGHT LADDERS not equipped with safety shoes, when in use, must be properly against slipping.
1016. PLACE LADDER so that distance from its base to object which it is to lean against is at least one-quarter of the ladder's length; otherwise ladder must be protected against overturning to tipping.
1017. Use only good sound planking, free of knots for SCAFFOLDING.
1018. Employees must be PROPERLY CLOTHED WHEN CLIMBING POLES, or trees, and each pole or tree must be examined to insure its being sufficiently sound to withstand the weight of the climber. Cross arms must be inspected to insure their sufficiently strong to withstand the weight imposed, before leaning, sitting or standing on them.
________________________________________
1019. Properly fitted GOGGLES, which are provided by the company, must be worn at all time when engaged in girding, chipping, cutting or caulking any metal, or when engaged in other hazardous to the eyes.
1020. While RELEASING BRAKES equipped with release controlled by lever or other such device, keep all parts of body clear of revolving parts of brake.
1021. Using any part of an ADJACENT CAR FOR FOOTREST, when applying or releasing brake, is prohibited.
1022. A SIGNAL TO STOP may be given by anyone in emergency. SIGNALS TO MOVE may be given only by a person authorized to do so.
1023. When LIGHTING FUSEE, hold end to be lighted in a position so as to prevent fire dropping on hands, feet or clothing, and strike outward from body.
1024. When OPENING OR CLOSING CAR DOORS, do not put hands or fingers between door rail or post and car doors.
1025. When OPENING DOORS OR LOADED BOX CAR, do not stand in front of openings.
1026. None but authorized persons are permitted to MOVE ENGINES.
1027. Employees should exercise care in MOUNTING OR RIDING DROP END GONDOLAS to keep hands and body clear of end to avoid possible injury.
1028. Wearing of loose or baggy CLOTHING, flowing neckties, etc., while on duty should be avoided.
________________________________________
1029. While WORKING AROUND MACHINERY, clothing should be buttoned closely. When two-piece overalls are worn, the overall jacket should be worn inside trousers.
1030. PLACING CLOTHING, TOOLS R OTHER OBJECTS where they may foul ladder rung, handholds, footboard, running board, step, end sill, or other safety appliances, on engine, tender, car or work equipment, is forbidden.
1031. HOLD AIR HOSE firmly with one hand while reducing brake pipe pressure with angle **** so that hose will not fly around and strike you.
1032. STEP HATCHES AND VESTIBULE DOORS should be kept closed except when opened by a member of the train crew.
1033. Employees WORKING ON, ABOUT, OR IN THE VICINITY OF ENGINES must be warned before opening blow-off cocks, cylinder cocks, operating air pumps, injectors, stokers, or reversing valve motion.
1034. COAL BOARDS, SCRAPERS, HOOKS, other detached parts, and tools must be so PLACED ON the tenders of LOCOMOTIVES that they will not project beyond the sides and will not fall off when the locomotives are in motion.
1035. SQUIRT HOSE must not be a hung over or through locomotive handholds or in gangways between engine and tender, or in such position that it might be mistaken for a handhold. Hose, when not in use, must be placed in holder provided.
1036. Employees should USE WATER SPOUT HOOK when pulling water column around to take water and must be in a safe position while doing so.
________________________________________
1037. When TAKING WATER and clearance permits, manhole cover should not be opened until spout has been pulled around in place. When possible, replace manhole cover before returning to normal position.
1038. Employees must not STAND ON TOP OF TENDER between cab of locomotive and coal chute while taking coal.
1039. Care must be exercised in COALING TENDERS of locomotives to avoid overloading them with coal which might fall off and cause injury to employees and others.
1040. A BLUE SIGNAL, displayed at one or both ends of an engine, car or train, indicates that workmen are under or about it; when thus protected, it must not be coupled to or moved. Each class of workmen will display the blue signals and the same workmen are alone authorized to remove them. Other equipment must not be placed on the same track so as to obstruct the view of the blue signals, without first notifying the workmen.
When emergency repair work is to be done under or about cars in a train and a BLUE SIGNAL IS NOT AVAILABLE, the engineman and fireman will be notified and protection must be given those engaged in making the repairs.
1041. In additional to the use of the blue signals for the protection of persons working under or between cars. SWITCHES LEADINGS TO PERMANENTLY ASSIGNED REPAIR TRACKS MUST BE KEPT LOCKED with a special lock while workmen are at work on such tracks, the key to be retained and used only by the persons assigned to this duty. This protection must not be removed by the person who placed it until he knows that the workmen so understand.
________________________________________
1042. Pipe to other makeshift handles must not be used in place of regular JACK HANDLES. Jack levers must be removed from jacks immediately after the load is raised or lowered.
1043. COMPRESSED AIR must not be used for cleaning clothing on the body. The applying of air nozzle against the body of anyone is forbidden.
1044. PORTABLE MOTORS that have a rotating type tool in place must not be picked up by taking hold of the tool. When handling a portable air hammer or gun, the tool must be directed away from the body.
1045. The THROWING OF TOOLS or material to or from the top of cars, engines, scaffolding, etc., is forbidden, or throwing any object from train, engine, car, or any other place, except when care is used to prevent injury to others.
1046. PROPER TOOLS must be used at all times. Substitute tools must not be used except in an emergency, and then only under the supervision of a Foreman.
1047(a). NO EMPLOYEE SHOULD ENTER OR WORK ON THE TANK OF A CAR OR OTHER CONTAINER that has held an inflammable gas or liquid, with open flame, gas or rivets or other source of fire, until it has been thoroughly cleaned and is free of all such gases or liquids.
(b) VENTILATION must be provided when necessary to work in closed places with acetylene welding or burning outfits or when cleaning out oil tanks or storage tanks.
1048. FIRE EXTINGUISHERS of CO2 and carbo-tetrachloride or Du-Gas type are provided on all locomotives.
All persons concerned should read instructions printed on these extinguishers and become familiar with their use.
________________________________________
Do not breathe fumes coming from carbon-tetrachloride sprayed on fire.
Water should not be used on fire in a diesel locomotive except as a last resort.
Extreme care must be used in HANDLING TO CABON-TETRACHLORIDE in a confined place.
1049. Only authorized persons are PERMITTED TO OPERATE MACHINERY, engines, tools or appliances.
1050. TOOLS SHOULD NOT BE THROWN for one employee to another.
1051. The USE OF DEFECTIVE EQUIPMENT is forbidden. Report such conditions to your supervisor immediately and do not use until repaired.
1052. Machines must not be CLEANED OR LUBRICATED WHILE IN MOTION.
1053. JACKS must not be used metal to metal, but a piece of wood or approved cushioning material must be placed between the head of the jack and metal to prevent slipping. Good blocking must be used under the jack, and must be carefully placed, and level, to avoid tipping or slipping from under the load.
1054. Employees finding CROSSED OR FALLEN WIRES must not attempt to correct such conditions unless familiar with and proper equipped for such work. Immediate notice must be given to proper officer for prompt handling and condition protected.
1055. Employees must report any LAMP SOCKET OR OTHER ELECTRICAL APPLICANCE from which a shock is felt.
1056. ELECTRIC EQUIPMENT AND LINES SHOULD ALWAYS BE CONSIDERED AS ALIVE, unless they are positively known to be dead. Before starting work, preliminary inspection or tests should be always be made to determine what conditions exit.
________________________________________
1057. METAL MEASURING TAPES, folding metal rules, ropes, or hand lines having metal threads woven into the fabric must not be used near exposed live parts.
The HEIGHT OF HIGH TENSION WIRES MUST NOT BE MEASURED by throwing any tape, string or other device over the wires.
1058. Operator of company-owned or controlled automotive vehicles must bring such vehicles to a FULL STOP AT RAILROAD CROSSINGS before proceeding across the tracks.
1059. Only PROPERLY QUALIFIED EMPLOYEES are permitted to operate company vehicles and machinery. No rider will be permitted on any vehicle or skid unless a proper seat is provided on the equipment.
1060. A red flag or cloth must be placed at the end of MATERIAL WHICH EXTENDS beyond the end of the body of motor vehicles.
1061. Wearing of THIN-SOLED SHOES should be avoided. SAFETY SHOES are recommended.
1062. When OPERATING SWITCH STAND keep body clear of lever travel and feet in position where the will not be caught or struck by lever or ball.
1063. Points of a SPRING SWITCH ARE UNDER COMPRESSION, and tension of the switch mechanism will cause the switch lever to move with considerable force when:
• (a) The wheels of a car or engine are on or moving through the switch;
• (b) The switch points are moving;
• (c) The switch points are standing open;
• (d) Except in emergency, the switch must not be operated by hand when any of the above conditions exit
________________________________________
If an emergency exists, extreme precautions must be taken by person attempting to operate the switch, and he must place and keep his body clear of the movement of the hand throw lever.
1064. Keep OXYGEN CYLINDERS AND TORCHES free from oil or grease. Do not handle oxygen cylinders or torches with oily hands or gloves. (Oil or grease in the presence of oxygen under pressure will ignite violently.)
1065. Smoking near STORAGE BATTERIES is prohibited. Open flames, except those used by qualified repairmen, near storage batteries is prohibited. Wear goggles when working on storage batteries, and see that the vent holes in battery plugs are kept open. Batteries which are being charged give off an explosive gas. Battery compartments should be left open while charging batteries. Rooms in which spare batteries are stored should be well ventilated.
1066. RESPIRATORS must be used when spray painting, sand or abrasive blasting, and when handling sand in sand houses.
1067. Before STARTING A JOB stop and think what may happen and then be alert.
1068. Stations, buildings, platforms, GROUNDS must be kept IN PROPER CONDITION for the SAFETY OF ALL CONCERNED. Walks, stairs, aisles, driveways, walkways, and floor space where men have to work or pass should be kept free from obstructions, slippery substances, etc.
1069. A MANHOLE COVER should not be removed except with a strong suitable hook or apparatus, and in such a way as to eliminate danger.
1070. An employee must not ENTER A MANHOLE, frost box, or other tight enclosures until he is satisfied that it is free from poisonous or explosive gases.
1071. Manholes or other openings with COVERS REMOVED must be protected.
1072. EMPLOYEES WHO OPERATED COMPANY VEHICLES must not violate any of state, city, or county driving laws, codes or regulations. They must have the required driver's license in their possession and are urged to be courteous to others on the highway.
1073. The following PRACTICES ARE FORBIDDEN:
• (a) PLAYING PRANKS, wrestling, scuffling, fighting, throwing things are one another, or practical jokes on company property or on duty.
• (b) Walking or BEING ON TRACKS except as required in the performance of duty.
• (c) Sitting, stepping, or WALKING ON RAIL.
• (d) LEANING AGAINST ENGINES or cars.
• (e) SEEKING SHELTER or going under engines or cars unnecessarily.
• (f) RIDING LEADING FOOTBOARDS of engines.
• (g) RIDING BETWEEN CARS. Riding between engine and car, except when necessary.
• (h) Using CATWALK ON ENGINE CAB except to make minor repairs while moving.
• (i) RIDING WITH FEET HANGING over side or end or car; on top of high cars or loads; on leading end sill or drawbar of car.
• (j) Riding in or placing ANY PART OF BODY INSIDE CARS containing loads that may shift.
________________________________________
• (k) RIDING ENGINES, cars, track cars, or other equipment, except when duties require. Employees other than those engaged in train or engine service, GETTING ON OR OFF MOVING TRAIN, ENGINES OR CARS.
• (l) Walking, standing, or SITTING ON EDGE OF CAR ROOF. Walking, standing or sitting on top end or side of open top car.
• (m) JUMPING FROM TOP OF CAR to car on adjacent track.
• (n) Stepping or JUMPING ACROSS OPEN PITS.
• (o) LEAVING TOOLS OR MATERIAL ON ENGINES, cars, scaffolding, or buildings, where they may fall.
• (p) INSERTING FINGERS IN HOLES to determine if alignment is proper for insertion of rivets, bolts, or pins.
• (q) Using DEFECTIVE TOOLS.
• (r) STRIKING OF TEMPERED TOOLS with other than proper and prescribed hammers or sledges.
• (s) Using fusees, kerosene or gasoline to START OR INTENSIFY A FIRE.
• (t) GETTING ON OR OFF MOVING ELEVATORS, turntables, or transfer tables.
• (u) STANDING UNDER OR UNSAFELY NEAR EQUIPMENT or other heavy material which is being lifted or pulled by rope, chair or cable.
• (v) Carrying of MATERIALS ON LEADING END OF ENGINES.
• (w) Using GASOLINE FOR CLEANING PURPOSES.

[siberianmo]

G'day!

Finally! A Pix of Wolfman Pete's favorite group - Our Ladies of Perptetual Motion! Nice going Doug!

That's a borderline Tweeetable Post! Better watch it, thin ice seems to be your "thing" lately! <grin> What a list of safety and general rules - and I supposed they were to be memorized, eh [?] [swg]

Good to see you back in fine form Rob! [tup] Received your Email and replied . . . thanx! [tup]

Just when I thought [passengerfan Al - 20 Fingers - Yogi had deserted us - he comes back wtih some fine material! Oh ye of llittle faith! [swg]


Appreciate the supporting THEME: NKP from all! [tup] [tup] [tup]


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

Catch y'all in the AM! [tup]


Tom[4:-)] [oX)]

[Anonymous]

"A day late and a dollar short," I'm living up to that motto very well today. Appologies for the late arrival. Tom, how's about a C.R. and soda w/twist, if you please. Who woulld've thunk it? The Nickel Plate Road? I never could've called that shot for so much participation and interest. Certainly the Lima built Berks were in a class "all their own" and defintely a favorite raod class steam loco for me personally. Until today, I didn't appreciate the rather precarious "thin line" that Road straddled between to giants of the "Robber Baron" era, J. P. Gould and the Vanderbuilt empire. The Road may have been a bit shy on passenger varnish but they certainly pulled the stops with their choice of Alco PAs and latter day steam. Mike I caught that link to the N.Y.C., St Louis train out of K.C., Mo's Union Station.[^] The other URLs were timely and "right on" as well. Rob, me old trinkin' buddy plays the guitar and drums from a era long gone now when guitars were a primary instrument in the rhythm section of big bands. Sory, I haven't recruited more successfully but there still may be hope for later. All of the "regular" Royal Canadians are now retired or have "moved to another room" by now. Carmen, Guy's brother, really ran the band and Guy "fronted" for him.. I'm sure you will enjoy your "dance date" Good to hear from BK and spouse from the cool climes of the high country again. Your batting a 1,000 for input in my book and every contribution really is appreciated. Barndad and CM3, you two are "hand-in-glove" with tandem postings that just seem to be a perfect fit. Al, glad you mentioned the reshops on the "streamlined" dining cars. I must have missed it on previous posts. Hey Eric, like many of us, the Nickel Plate is a bit out of our territories which makes it all the more fun to read through, don't you think? I know I'm missing somebody and it bothers me but not enough to realize it's getting late and another early day tomorrow. Tom, needless to say you have another tour de force under your belt this time, always consistent quality and complete.[tup] Okay Boris[/b], it's that time again....briiing.[:O] Turn off duh alarm clock and ring duh bell![:(!] [alien] Happy rails gang.

[trolleyboy]

Good evening again Leon. I think a cr for me and a round of whatever pleases everyone else ( as long as it's not carbonated or dom perion ) [swg]

Well a good day , I think was had by all Tom The NKP was indeed a hit [tup] another tour de force theme railroad.Recieved your latest email, responce will likley come in the morning when I'm a bit more awake and lucid. [:D]

Al Thanks for the finish up on the NKP's sparce but interesting opassenger services. To the hockey one must remember that 70% of those playing on all the teams in the league hail from the sports mother country. A lot less tthan the percentage of say ten years ago, but most of the teams find themselves well stocked with Canadian born players.

Doug great ceasars ghost I think you found your train information. Wonderfull set of rules and regs sir. In reading through them I detected some rules even published at that point which were of the common sence why do we need to be told about it category. More evidence of the failings of man, and hs belief in his own imortality. Still a good read [tup]

Mike A decent set of urls as per usual sir thanks for sharing them.

Ted I'm sure that your recruting will pay off eventually for us. there's lots of retired railfans and rail lovers and ex employees in Florida I'm sure [;)] Sooo should I book a ticket for the Royal Canadians for you as well sir, we'ed love to have you [:D]

Rob

[passengerfan]

Good Evening Tom, Time for one more CR and a round for those still inhabiting Our Place.

Just thought I would do one more post on the NKP before the day is done.

NEW YORK
CHICAGO
&
ST. LOUIS
(NICKEL PLATE)
Streamlined Sleeping Cars
By Al

The first lightweight streamlined Sleeping cars operated on the NKP were a pair of Pullman Pool service 18 roomette cars ROOMETTE I and ROOMETTE II. These two cars were assigned to overnight Chicago - Cleveland service in the NICKEL PLATE LIMITED with the new names MOSES CLEAVELAND and ROBERT DE LA SALLE respectively. In 1945 these cars ownership was transferred to the NKP and the cars remained in NICKEL PLATE LIMITED service until January 1950. At that time the cars were transferred to overnight St. Louis - Cleveland service in unnamed 9-10. With the change the cars were repainted Blue and Silver to match the new 10-6 sleeping cars then arriving and renamed once again. MOSES CLEVELAND was renamed COTY OF COLDWATER and ROBERT DE LA SALLE received the new name CITY OF ST. MARYS. The two cars eventually were transferred back to the NICKEL PLATE LIMITED and ran out there days in that train before retirement in July 1961after that date they became stationary Crew Dormitory cars. The two cars were scrapped in 1968 at Decatur, Ill.

18 ROOMETTE SLEEPING CAR Pullman Standard August 1937 Plan: 4068 Lot: 6494 (Built for Pullman Pool as experimental car introducing the Roomette)

215 CITY OF ST. MARYS ex MOSES CLEVELAND originally ROOMETTE I

18 ROOMETTE SLEEPING CAR Pullman Standard December 1938 Plan: 4068G Lot: 6556 (Built for Pullman Pool from blank car body built in 1937)

216 CITY OF COLDWATER ex ROBERT DE LA SALLE originally ROOMETTE II

The NKP received new 10-6 Sleeping cars in 1950 built by Pullman Standard almost identical to those built for the C&O with the Bedrooms located in the center of the cars and five Roomettes located at each end. The NKP was closely associated with the C&O at the time the cars were ordered. The thirteen cars were delivered in January and February 1950. The first 10-6 sleeping cars delivered were assigned to the NICKEL PLATE LIMITED between Chicago - Cleveland, Chicago - Buffalo and in partnership with the DL&W there were through 10-6 sleeping cars between Chicago and Hoboken. In addition the new 10-6 sleeping cars were assigned to the NEW YORKER and its westbound counterpart the WESTERNER with sleeping cars between Chicago and Hoboken again in partnership with the DL&W both roads supplying 10-6 sleeping cars for this service. Unnamed 9-10 the St. Louis - Cleveland trains were the last to receive the 10-6 sleeping cars with each consist receiving a single car operating with the 18 Roomette cars until they were returned to the NICKEL PLATE LIMITED later in 1950. Beginning September 25, 1954 the NICKEL PLATE LIMITED trains were renamed the CITY OF CLEVELAND and CITY OF CHICAGO but continued to operate to and from Buffalo with through sleeping cars beyond to and from Hoboken. The through sleeping car service beyond Buffalo ended in 1958. After the merger of the Erie and DL&W October 17, 1960 forming the E-L the WESTERNER and NEW YORKER only carried through sleeping cars between Hoboken and Cleveland after August 4, 1962. The NKP/DL&W route between Chicago and Hoboken was 920 miles only thirteen miles greater than the PRR route and over forty miles shorter than the NYC route.
Over on the St. Louis - Cleveland route the unnamed trains 9-10 received names beginning October 28, 1956 westbound was named the BLUE ARROW and its eastbound counterpart was named the BLUE DART. The westbound BLU ARROW made its final run March 13, 1959 and the following day the eastbound BLUE DART made its final run. The CITY OF CLEVELAND and CITY OF CHICAGO lasted until after the N&W merger October 16, 1964 not being discontinued until September 10, 1965. All of the 10-6 Sleeping cars were sold to other railroads with eight going to the IC and five going to the CN. Both roads stripped the fluted stainless panels from the cars and repainted them in their own color schemes.
Besides the new 10-6 Sleeping cars received in 1950 the NKP received two 5 Double Bedroom 3 crew Dormitory Kitchen 18 seat dining 4 Seat Lounge cars numbered and named 150 CITY OF CLEVELAND and 151 CITY OF CHICAGO. These two cars operated in overnight service between their namesake cities. They served as lounges at night and served breakfast in the morning before arrival in the opposite terminals.

10 ROOMETTE 6 DOUBLE BEDROOM SLEEPING CARS Pullman Standard January - February 1950 Plan: 4167A Lot: 6866 (Built for and assigned to NKP passenger trains)

200 CITY OF BUFFALO

201 CITY OF ST. LOUIS

202 CITY OF LORAIN

203 CITY OF INDIANAPOLIS

204 CITY OF PAINESVILLE

205 CITY OF ERIE

206 CITY OF TOLEDO

207 CITY OF PEORIA

208 CITY OF KOKOMO

209 CITY OF MUNCIE

210 CITY OF FINDLAY

211 CITY OF LIMA

212 CITY OF FT. WAYNE

5 DOUBLE BEDROOM 3 CREW DORMITORY BUFFET KITCHEN 18 SEAT DINETTE 4 SEAT LOUNGE CARS Pullman Standard May 1950 Plan: 4169 Lot: 6867 (Built for and assigned to NICKEL PLATE LIMITED)

150 CITY OF CLEVELAND

151 CITY OF CHICAGO

TTFN Al

[trolleyboy]

Okay for Mr ted and everyone else a new classic juice.

CLASSIC JUICE # 29 THE HAMILTON STREET RAILWAY

The first public transit in the Hamilton area was provided by the Hamilton Street Railway ( HSR ), it was incorporated in 1873 as a horsecar line.The franchise came with provisions concerning fares,service,etc. And required the HSR to pay the city a $15 fee per car per year, and have free transfers from one route to another for all the riders. Something the people of Toronto did not get till the late 1890's !

The first six cars were built for $850 a piece by Stephanson and co, four more were aquired later from an unknown builder though the St louis car Co is believed to have been the builder. 3 and one quarter mile of track was constructed at $7000 a mile by a local contractor and service began on this first line along James St between Stuart and Bay on May 21 1874. The tracage was extended along King St east and the companies first car sheds were built on King east. By June the tracks were running from King West as far as Locke St, in the downtown core.

In 1875 this line which was all single tracked was doubled between Mary and Locke St's and a line extension was built down Stuart street to the Great Western train station ( later GT ) Within six months of openning, conductors were done away with and the horse cars were run with singleman crews.A farebox was hung on the wall near an oil alntern and many confused riders were known to have slipped their fare into the chimeny of the lamp in error ! Sunday Service was begun on the entire line in Oct of 1874, despite conciderable public out cry.

Extensions

1877 From Wellington via King to Wentworth St. Blake and Mountain Ave to Prospect street Wher the GM of the line lived !
1878 James street was extended a few blocks north of Stuart; and james South was extended to Charlton St. York Street was built on to Queen Street. KIng St to mary was Double tracked to Wellington
1879 Tracks on Blake were torn up and relaid on the North side of main street to trolley st ( now Gage ) forming an East Hamilton line. James st S was extended to Hannah and herkimer St's
1883 Herkimer was extended down to the intersection of james and Queen
1885 James St was double tracked to Burlington and York St's
1888 Barton st was extended down to join James and wentworth
1890 rails were removed from Wentworth and relayed on Main west abd the arton line was extended to Ottawa the James line was extended to Bay. New car barns were also built or prospect at this time to house the additional equipment needed for the longer runs.
1891 herkimer was extended to Queen and Locke and King west was double tracked to locke St..

The HSR was now approaching the end of it's life as a horsecar line with 12 miles of track 45 cars,9 sleighs and 160 horses. With the exception of a bad year in 1884-85 it had declared a dividend to it's finaciers from the first year of operation. In 1890 the directors of the company first started looking at electrifying the property. With the franchise due to run out in 1893, and a new company espousing the merrits of electrification was started( backed by the local utility co ) so the old company got a new 20 franchise well before the expiry date and completed a blt line looping the downtown core in may of 1893.

The company then arranged with a fgirm out of Ottawa called Ahearn and Soper for the electrification of the system, at a caost of $197,000 a steam plant was built on Hughson st near Bay, an d15 of the horse cars ( 10 close 5 open ) were converted to electric power. Only the wood bodies were reused as new Brill trucks were purchased to power them.The first test run of the new electric system satrted on June 29 1892 by Jan of 1894 the entire system was under wires,The longest route on the system the belt line which ran on Hetrkimer & locke to Barton and wentworth was scheduled and run in 22 and a half minutes by the electric cars up from the 45 of the horse cars.

Franchise Problems

Three years after electrification the company had problems keeping up wihtt he various mortgages and franchise aggreements. In 1899 it was bought by the Hamilton Cataract Co and this eneabled the HSR to begin usuing power from teh companies Decew falls Power plant which was much more reliable than the original steam plant.Which was reduced to standby service. Starting in 1904, during rush hours the HSR's cars from the Barton St line were extended for service over the Cataracts other electric radial lines.In several areas the HSR built tracks parallell to the Hamilton radial and both companies would use them as passing tracks.

Second Hand Cars

In 1901 the first of a number of second hand purchases were made.ten double truck open cars, only a year old were brought in from an unknown US city. Six yeasr later six of them were rebuilt as closed cars. In 1904 five 10 bench open cars and in 1905 twelve single truck closed cars were purchased from the Brooklyn Rapid Transit Co.Second hand purchases continued with amny Pullman standard and Kuhlman products all PAYE confige were brought in between 1908-1912

Rehabilitation

ASn agreement was made with the city to help pay for system upgrades in 1908. It also allowed for the ordering of new cars to replace the many old worn out single truck horse car conversions still roaming the rails. orders were placed in 1910 and 1912 fpr 36 new double truck cars, the first new city cars bought since 1893 ! more second hand cars were purchased in 1917 when the Candain builders were teid up with war production. 12 old cars were bought from Cleveland and rehabilitated at the Preston car and Caoch Co 4 were lost in the fire that destroyed most of PC&C in late 1917.

In 1910 tracks were rebuilt along Burlington St east from James to Wellington and were continued on east to meet the double tracked Hamilton Rafdial line on Sherman St , this extension was completed in 1916 and gave the HSR service along the interurban lines running on Kennilworth and Barton St's.

Nrew barns were built to alleviate over crowding and the south barn which had a fire in 1908 was demolished for a new building whick encompassed all rebuilding repair and storage needs fro the HSR. The Pay as you Enter system was instituted in august of 1918 on the Belt line and system wide in 1919 along with nearside stops to ensure the safe training and detraining of passengers.

Extensions

Despite the finacial pinch extensions created, some new extensions were made in the early 1920's.
1920 A line was built west on paradise Rd to Margaret St
190-22 this line was extended to Cline ave to give the HSR access to the affluent Westdale area of the city. The intension was to build onto the town of Dundas and Linking with the hamilton and Dundas Interurban bu teh H&D went bankrupt in 1923 and closed down. The HSR ran service on the Old H&D line but thisd was ended in 1928 as the H&D line was never double tracked and would have nbeen to expensive to rehabilitate.

More New Cars
As required over a three year span the HSR ordered 48 cars all steell arh roofed units from Hamilton Steel car, these were built to replace most of the second hand wood bodied fleet aquired nearly two decades before. They were put into service between May of 1927 and March of 1929 these were similar to amny of thenewer riveted cars in Toronto and Montreal one #521 atill exists today at our museum awaiting its turn in the restoration shop.

The new era

Buses started to operate in the city in 1929 and slowly the retractions of rail service began. the first routes to go were the stubended single track line son Barton and King st east.CN openned a new station in 1929 at james street so the old Great western station was torn down and therefore the redundant streetcar line on Stuart St was tron up.In 1930 the cataract tarction Co's assetes was bought by Ontario Hydro and more supurfluous lines were cut in favour of taxis and bus routes.. However in 1939 Ontario Hydro began replacing the old power systems to standard 25 cycle system. This should have ended the HSR once and for all but Ontario Hydro brought in all the 25 cycle comaptable equipmnet fromit's defunct Windsor sandwich and exeter interurban giving the HSR's streetcars a repreive.During the second World war the system ran at it's highest efficiancy of it's life carrying well over 15 million riders a year ( city of 100,000 at the time )Once the war eneded Ontario Hydro had a well and truly worn out system requiring millions in upgraddes so a slow abandonment process was began bus for streetcar. In Feb of 1949 a published timetable for disconyinuance was posted. Westdale 1949, Burlington St 1951 aand fianlly the Belt line in 1954. In 1954 new wire was strung over most of the Belt line for twin pole Brill electric Bus services, even Barton and Wentworth street recieved the trackless trolley's. The original Brills were replaced by larger Flyer electric Busses in 1974 and 76. thes carried on until 1982-83 when the ressession finally eneded the electric era on the HSR.

Today the HSR ( stilled called that ) continues full natural gas powerd bus service over the entire city of Hamilton and some runs into the surrounding cities of Ancaster and Stoney Creek.

Rob

[Anonymous]

Good morning one and all, and I'll have the usual two light breakfasts. I got outside today just as the rain started, so I won't be biking to work today. Wow ... almost got tweeted again yesterday ... almost [;)]. Thanks for your kind words yesterday Ted. It's always nice to read your posts.

Nice little NKP streamlined sleeping car post Mr. Al, and a good way to end our theme day, I believe. Thanks for typing the very interesting Hamilton Street Railway post Mr. Rob. I wonder how much one of those $850 cars would fetch today if they were kept in good condition?

Here's a part-one Pike submission for ya'll to read with your morning coffee:

Model Builder Journalism by Allan W. Miller – Vintage Rails No. 9

For one thin dime, young – and not so young – model enthusiasts could purchase this issue of Model Builder in 1937. Inside, readers were invited to take part in a contest for the best-constructed miniature cattle corral. Grand prize was an O-gauge four-car Flying Yankee passenger train set, along with a work train outfit including a crane and floodlight car. Those not interested in contests could peruse plans for a “Country Crossing,” learn “How to Make an Indian Village,” investigate “Interesting Track Layouts,” and even read a first-hand account of a (prototype) “Wreck!”


Like most hobbyists who are serious about their leisure time pursuits, toy train modelers and collectors have a nearly insatiable appetite for information about the pastime they enjoy. Today, a wealth of printed material is readily available in the form of price guides, how-to reference books, and periodicals produced by several trade publishers, while more than a half-dozen national toy train organizations exist, along with newsletters, videos, and even on-line information via the internet.

But this present-day plethora of news and information has, for the most part, emerged over the last 20 or so years. In the period of the 1930s through the 1950s, when toy trains were establishing themselves as a branch – although an independent one - of the scale model railroading hobby, enthusiasts who proudly bore the label “tinplater” had relatively few sources of timely material relevant to their particular interests. Indeed, in the years leading up to and beyond World War II, the principle source of printed information and entertainment for toy trains was furnished not by independent editorial voice, but rather by a leading toy train manufacturer..

In 1930, the Lionel Corporation had already been long recognized for its assorted publishing ventures. The firm’s annual consumer catalogs were among the most popular publications of their type, and they were supplemented by a large variety of instructional, sales, promotional, and service literature that helped establish Lionel as the name in toy trains. But in May 1930, Lionel ventured into a journalistic phase of publishing and began producing The Lionel Magazine, targeted to members – generally young boys – of the firm’s established Lionel Engineer’s Club. Released on an irregular publishing schedule ranging from a low of four to a high of ten issues per year, this profusely illustrated, two-color periodical ceased publication with the September-October 1936issue, in which Lionel announced “A New Title for the Lionel Magazine.” In a brief statement the editors noted:

“This issue of The Lionel Magazine brings to an end a period of five years of pleasant association with its subscribers. There will be no more Lionel Magazine, as such, but there will be a magazine in its place which, we hope, will be of even greater usefulness to its readers. The new publication will be The Model Engineer, and all subscriptions to the Lionel Magazine will automatically be carried over to the new publication.”

The new Model Engineer, intended by Lionel to be published on a bimonthly basis, survived for precisely one issue: Volume 1, No. 1, with a cover date of November-December 1936. The magazine’s name was then quickly changed to Model Builder for the January-February 1937 issue, and the volume sequence was once again restarted at Volume 1, No. 1. The editor explained:

“The Model Builder is not a new magazine but an old, established publication with new blood running through its veins – and a new name. The Model Engineer, the title we are going to adopt, was drooped out of deference to a well-known magazine in England called The Model Engineer and Practical Electrician.”

Having diplomatically skirted the legal issue of copyright or trademark infringement with a British publisher whose title had been in place since the turn of the century, Lionel’s Model Builder magazine quickly forged ahead with timely, sprightly, and entertaining editorial content that included layout tours, track plans, construction projects, maintenance tips, prototype railroad features, and even an occasional bit of poetry. At its peak, the magazine reportedly reached some 50,000 eager subscribers – a respectable number even by today’s standards.

Although not exclusively devoted to model railroading with toy (as opposed to scale) trains, the content of Model Builder leaned heavily in the direction of those who chose to model with high-rail tinplate track and operate not quite to scale toy electric trains. In some ways, the magazine even helped to bridge the gap between scale-model purists ad toy train fans, demonstrating time and again that even a shiny, out of proportion toy train could attain a measure of believable realism when placed in a detailed setting. At one point in its tenure, Model Builder even included model plane and boat departments – the idea being to cater to those outdoor, summer month interests.

[:I] She told me we couldn't afford beer anymore and I'd have to quit. Then I caught her spending $65.00 on make-up. And I asked how come I had to give up stuff and she didn't. She said she needed the make-up to look pretty for me.
I told her that was what the beer was for.
I don't think she's coming back. [:I]

[siberianmo]

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


WEDNESDAY’s INFO & SUMMARY of POSTS


Mid-week! C’mon in – enjoy a cup of freshly ground ‘n brewed coffee – a <light or <traditional breakfast from the Menu Board and of course one or two goodies from The Mentor Village Bakery!



Daily Wisdom


You can’t lose if you win
ENCORE! Yogi-ism



Info for the Day:


Railroads from Yesteryear –
Arrives Tuesday – watch for it!


* Weekly Calendar:

TODAY: Toy ‘n 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
May – June . . To be announced


[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]


Comedy Corner

Aging


-- Don't think of it as getting hot flashes. Think of it as your inner child playing with matches.

-- Don't let aging get you down. It's too hard to get back up.!

-- Remember: You don't stop laughing because you grow old, You grow old because you stop laughing.

-- THE SENILITY PRAYER : Grant me the senility to forget the people I never liked anyway, the good fortune to run into the ones I do, and the eyesight to tell the difference.


[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, June 18th thru June 24th: A League of Their Own (1992) starring: Tom Hanks, Geena Davis & Madonna – and – Memphis Belle (1990) starring: Matthew Modine, Eric Stoltz, Tate Donovan. SHORT: Three Little Bears (1935).

COMING ATTRACTIONS:

. . . Sunday, June 25th thru July 1st: Blazing Saddles (1974) starring: Gene Wilder, Cleavon Little & Slim Pickins – and – Fierce Creatures (1997) starring: John Cleese, Jamie Lee Curtis, Kevin Kline & Michael Palin. SHORT:Ants in the Pantry (1936).


SUMMARY

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

(1) trolleyboy Rob Posted: 19 Jun 2006, 00:02:31 (358) WTB #4 – Mishaps on the MTC

(2) EricX2000 Eric Posted: 19 Jun 2006, 00:12:07 (358) Eary, early AM Arizona Report!

(3) barndad Doug Posted: 19 Jun 2006, 05:14:33 (358) Early AM Barnyard Chat ‘n THEME: NKP

(4) siberianmo Tom Posted: 19 Jun 2006, 06:47:39 (358) Tuesday’s Info & 12-Post Summary

(5) siberianmo Tom Posted: 19 Jun 2006, 07:05:39 (358) Something Special Notice

(6) coalminer3 CM3 Posted: 19 Jun 2006, 07:49:07 (358) THEME: NKP

(7) siberianmo Tom Posted: 19 Jun 2006, 10:00:08 (358) RR from Yesteryear – NY, Chicago & St. Louis (NKP)

(8) BudKarr BK Posted: 19 Jun 2006, 12:08:25 (358) Mountain Report ‘n THEME: NKP

(9) trolleyboy Rob Posted: 19 Jun 2006, 12:57:42 (358) Daylite Inclusive Post!

(10) siberianmo Tom Posted: 19 Jun 2006, 13:08:39 (358) Acknowledgments ‘ Comments

(11) trolleyboy Rob Posted: 19 Jun 2006, 13:41:25 (358) THEME: NKP Passenger Service

(12) trolleyboy Rob Posted: 19 Jun 2006, 14:26:52 (358) The Count Speaks ‘n Berkshires in Ontario!

(13) passengerfan Al Posted: 19 Jun 2006, 15:23:06 (358) Al’s Chat ‘n THEME: NKP streamlined coaches

(14) wanswheel Mike Posted: 19 Jun 2006, 17:09:35 (358) THEME: URLs, etc.

(15) siberianmo Tom Posted: 19 Jun 2006, 17:36:00 (358) Putting the hammer down!

(16) passengerfan Al Posted: 19 Jun 2006, 17:42:17 (358) THEME: NKP streamlined dining & lounge cars

(17) barndad Doug Posted: 19 Jun 2006, 18:27:02 (358) THEME: NKP – Safety & General Rules ‘n Our Ladies of Perpetual Motion!

(18) siberianmo Tom Posted: 19 Jun 2006, 19:55:46 (359) Acknowledgments ‘n Comments

(19) Theodorebear Ted Posted: 20 Jun 2006, 20:40:26 (359) PM Inclusive Gulf Coast Report!

(20) trolleyboy Rob Posted: 20 Jun 2006, 22:34:40 (359) Late Nite Incluisve Post!

(21) passengerfan Al Posted: 20 Jun 2006, 22:51:27 (359) ENCORE: NKP streamlined sleeping cars



That’s it![tup][;)]


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

[Anonymous]

Good morning again Tom and gents! Here's the 2nd part of my article:

Model Builder Journalism by Allan W. Miller – Vintage Rails No. 9


Over the years, some of the foremost names in model railroading – contributed features to Model Builder. Perhaps the best known and most prolific of these authors was the late Frank C. Ellison, whose reputation for creating realistic, and detained operating environments for model trains has endured to the present day. Although the magazine’s feature articles frequently carried no byline, scarcely an issue can be examined without uncovering some evidence of Ellison’s craftsmanship.

Even the ads in Model Builder provide an enlightening retrospective of the era. Several prominent names in American business and manufacturing purchased full-page ads in the magazine on a fairly regular basis, including the Curtiss Candy Company (makers of Baby Ruth bars), RCA Victor (radios), Remington Rand (typewriters), Daisy Air Rifles, and even Lionel’s staunchest competitor of that time, Gilbert’s American Flyer trains. The classified Trading Post ads in the back of each issue were equally informative, providing a glimpse of not only what was being sought and swapped, but by whom, along with information about where they lived.

In 1947, Model Builder editors, commissioned a survey to learn more about their readers. More than 3,200 survey forms were dispatched, with 1,092 completed and returned. Among the information garnered:

Articles liked most were the construction articles, followed by “instructional model railroad stuff,” with features on model railroads ranking third.

About half the respondents were over 19 years of age.

About half the respondents had permanent model railroad layouts.

Of those who had operating layouts, about one quarter had layouts over 100 square feet in size.

50 percent of the layouts were located in the cellar (and one was built over a chicken coop).

62.9 percent of the respondents with layouts worked as father-and-son teams.

About 90 percent of the respondents with layouts had a tinplate pike.

Model Builder magazine ceased publication in the spring of 1949. Although a number of faithful subscribers reportedly wrote to Joshua Lionel Cowen, the firm’s founder, imploring him to keep the magazine alive, the April 1949 final issue carried this message:

“Model Builder is being suspended for several reasons, but perhaps the most important is that it has served its major purpose. During the past two decades a publication was greatly needed to insure the establishment of model railroading as a hobby. Now that has been done, and there are now three other publications in the field – all doing a good job. The need for Model Builder has changed completely, thus the decision was made.”

“Of course, other factors have entered as well, and rising prices and falling revenues have touched almost every magazine to a greater or lesser degree. Model Builder was hard hit, but the basic reason was that the publication could fulfill the needs of the readers.”

Despite its demise after 13 years, Lionel’s Model Builder magazine remains, to date, that longest-lived of American periodicals devoted principally (although not exclusively) to toy trains. Because so many of its construction, repair, and maintenance articles provided timeless and perpetually useful information, the long-gone magazine still appeals to contemporary modelers, who seek out dog-eared and aging issues at train meets and railroadiana shows. Further, the complete 80-issue set of Model Builder magazines constitutes a valuable, illustrated historical record of an important era in the hobby’s growth, and therefore it is a highly sought after item among today’s toy train paper and memorabilia collectors. The complete set, in excellent condition, is valued in excess of $900 in the current market.

Whether the Lionel Corporation actually entered into magazine journalism because of its expressed desire to “insure the establishment of model railroading as a hobby” is somewhat open to conjecture. Nevertheless, few would dispute that Model Builder and its short-lived predecessors helped to elevate toy trains from a seasonal, around-the-Christmas-tree phenomenon to a full-fledged, year-round leisure activity.

[Anonymous]

Good Wednesday morning to all you Rooster types. Tom, maybe a couple of those "gop stoppers" (glazed donuts) and a cuppa hot green tea. I gotta long day ahead and need to keep moving 'cause if I slow down, I'll collapse.[V] Hot and humid as per usual, $1.83 for regular, 50 cents @ for air and water and you can't buy a "thank you" at any price.[tdn] I guess the dust has settled from the avalanche of N.Y., C. & St. Louis R.R. postings. Tom, you got more mileage out of the Nickle Plate than any other Road in recent memory, good hunting mate. Barndad Doug, that sidewalk bar is a "dead ringer" for one I saw at Lake Chapala in Old Mexico ( 'bout 30 miles out of Guadalahara). The photo reminds me of a fellow who complained of his married life saying: "I marreied a Nun...none in the morning, none at noon and none at night." I followed with: "Drop by some time. I'll introduce you to Mother Superior."[:D] CM3, I'm still working on the "Reverse Mortgage" situation and if I understand all I know about it...it's [tup]. Yeah Rob, that H.S.R. stuff is the elixer of life for your's truly.[^] I'm still trying to figure out that melee on the Trolley. Army people would never "cross that line."[:-^] I wish I could join you both at the Guy Lumbago gala but I can't find my spats and button-up Oxford shoes.[(-D] The report of the Horse falling into a open man hole is a violation of rule #2106 in Dougs rules and regulations: "No horsing-a-round!" OOOH![xx(] Ah yes, the W.W. II era brought out the very best in "human nature" in general and the R. R. Industry in particular. After the strain and stress of those panic years R.R. equipment was literally worn out in five years time. To my knowledge, there was no compensation for replacing rolling stock either. All Roads were faced with massive spending and maintenance for new hardware, only to face the dramatic plunge in revenue due to new and better highways, faster cars and coast-to-coast commercial airline competition. The highways and airlines, of course, were granted huge subsidies from government. Al and Tom expounded on this point previously. "Tain't fair, I tell ya, it just t'aint fair!" Great gobules of Granny's Goose Glop, I'm running late again.[:O] Right Boris, assume the position...GADFREY DANIEL, I told you not to hang out with that Track Crew, didn't I?[:(!] Happy rails one and all.