"OUR" PLACE - SEE NEW THREAD!

[siberianmo]

ENCORE! for PETE! - ENCORE! for PETE!
[#welcome] back!

first Posted on page 247



RAILWAYS of EUROPE #1 – British Rail

British Rail



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


British Railways (BR), later rebranded as British Rail, ran the British railway system from the nationalisation of the 'Big Four' British railway companies in 1948 until its privatisation in stages between 1994 and 1997.

This period saw massive changes in the nature of the railway network: steam traction was eliminated in favour of diesel and electric power, passengers replaced freight as the main source of business, and the network was severely rationalised.

History

Background


British Railways Eastern Region timetable for Summer 1963.

The rail transport system in Great Britain developed during the 19th century. After the grouping of 1923 by the Railways Act 1921 there were four large British railway companies, each dominating its own geographic area. These were the Great Western Railway (GWR), the London, Midland and Scottish Railway (LMS), the London and North Eastern Railway (LNER) and the Southern Railway (SR).

The London Underground and the Glasgow Subway were independent concerns and there was a small number of independent light railways and industrial railways, which did not contribute significant mileage to the system. Neither were non-railway-owned tramways considered part of the system.

During the Second World War the railways were taken into state control. They were heavily damaged by enemy action and were run down aiding the war effort.

Nationalisation

The Transport Act 1947 made provision for the nationalisation of the network, as part of a policy of nationalising public services by Clement Attlee's Labour Government. British Railways came into existence on 1 January 1948 with the merger of the Big Four, under the control of the Railway Executive of the Briti***ransport Commission (BTC).

The Northern Counties Committee lines owned by the LMS in Northern Ireland were quickly sold to the Stormont Government, becoming part of the Ulster Transport Authority (UTA) in 1949.

The emblem of British Railways, also called the "Ferret and Dartboard"

British Railways

The new system was split geographically into six regions along the lines of the Big Four:

• Eastern Region (ER) — southern LNER lines.
• North Eastern Region (NER) — northern LNER lines in England and all ex-LMS lines east of Skipton.
• London Midland Region (LMR) — LMS lines in England and Wales and most ex-LNER lines west of Skipton.
• Scottish Region (ScR) — LMS and LNER lines in Scotland.
• Southern Region (SR) — SR lines.
• Western Region (WR) — GWR lines.

These regions would form the basis of the BR business structure until the 1980s. The Eastern and North Eastern Regions were merged to form the Eastern Region in the 1960s, Anglia Region was split off from the Eastern Region in the 1980s. They retained a level of independence, though there was also some centralisation.


ex-LMS Jubilee Class 45641 Sandwich at Chinley in 1954 [Wikimedia Commons]

1955 Modernisation Plan

After the Second World War, Britain's railways fell behind others in the world. Countries like Japan, USA and France were experimenting with new diesels and electrics. However, Britain wasn't, and the run down network deteriorated even more because of painfully slow rebuilding. Finally, and lately, came the modernisation plan for Britain's railways. It cost the government much more than it should have, because of bad timing.

The 1955 Modernisation Plan, detailed in the Briti***ransport Commission's (BTC) Modernisation and Re-equipment of British Railways, argued for spending £1,240 million over a period of 15 years. Services were to be made more attractive to passengers and freight operators, thus recovering traffic which was being lost to the roads. There were three important areas:

• Electrification of principal express routes, the Eastern Region of British Railways, Kent, Birmingham and Central Scotland,
• Large-scale introduction of diesel and electric traction with new coaching stock to replace steam locomotives
• Resignaling and track renewal

A government White Paper was produced in 1956, stating that modernisation would help eliminate BR's financial deficit by 1962.

However the modernisation plan failed to take into account the effect that mass road transport would have upon the traditional role of the railways, and as a result much money was wasted by heavy investment in things like marshalling yards, at a time when small wagon-load traffic was in rapid decline. Much money was also wasted by the rapid introduction of new classes of diesel locomotives into fleet service without an adequate period of prototype testing, which resulted in several classes being scrapped within a very few years of their being built. The failure of the Modernisation Plan led to a distrust of British Rail's financial planning abilities by the Treasury which was to dog BR for the rest of its existence.

Tank engines at May 1966 at Barry Scrapyard (GNU Free Documentation)

There was mass withdrawal of steam types

The Beeching Axe and the end of steam

Main article: Beeching Axe

In 1963, BR chairman Dr Richard Beeching published the Re-Shaping of British Railways calling for major rationalisation of the system. Many rural routes were unprofitable in the face of increasing competition from road hauliers and the private car. The Beeching Axe fell on most branch lines and some main lines. Some of these lines have since become heritage railways.

The early 1960s also saw the "Great Locomotive Cull", with mass withdrawals of steam types, and their replacement with diesels, fewer of which were needed on the shrinking system. Steam traction's last stand came in the North-West of England in August 1968. The use of steam locomotives on independent industrial lines, particularly by the National Coal Board (NCB), continued into the 1970s. Many locomotives were preserved, having not been scrapped immediately on withdrawal, but most fell victim to the cutter's torch.

From 1958 to 1974 the West Coast Main Line was electrified in stages at the French voltage of 25 kV 50Hz AC overhead line electrification. Many commuter lines around London and Glasgow were also electrified, and the Southern Region extended its 750 V DC third rail system to the Kent coast. However electrification never reached system-wide level as on many other European railways.

British Rail


Class 47 47241 in "corporate blue" livery in 1980 (GNU Free Documentation)

Steam traction on British Railways ended in August 1968 after the system was rebranded British Rail (see British Rail brand names for a full history). This introduced the double-arrow logo, still used by National Rail to represent the industry as a whole (though some cynics claimed the logo meant the railway "didn't know if it was coming or going"); the standardised typeface used for all communications and signs; and the "rail blue" livery which was applied to nearly all locomotives and rolling stock.

In 1973 the TOPS system for classifying locomotives and multiple units was introduced, and is the basis of the classification system. Hauled rolling stock continued to carry numbers in a separate series. Also during this time, yellow warning panels, characteristic of British railways, were added to the front of diesel and electric locomotives and multiple units in order to increase the safety of track workers.

The major engineering works were split off into a separate company, British Rail Engineering Limited (BREL), in 1970.

Sectorisation


BR Class 411, no. 1586, at London Victoria (GNU Free Documentation)

Sectorisation produced a more colourful railway — this is the Network SouthEast livery. It is a Mk1 electric multiple unit.


BR class 87 electric loco & trains (Virgin Trains) (GNU Free Dcoumentation)

Old trains, new livery -- Virgin Trains took over two InterCity franchises.

In the 1980s the regions of BR were abolished and the system sectorised into five sectors. The passenger sectors were InterCity (express services), Network SouthEast (London commuter services) and Regional Railways (regional services). Trainload Freight took trainload freight, Railfreight Distribution took non-trainload freight, Freightliner took intermodal traffic and Rail Express Systems took parcels traffic. The maintenance and remaining engineering works were split off into a new company, BRML (British Rail Maintenance Limited). The new sectors were further subdivided into divisions. This ended the "BR blue" period as new liveries were adopted gradually. Infrastructure remained the responsibility of the Regions until the "Organisation for Quality" initiative in 1991, when this too was transferred to the sectors.

Privatisation

Main article: Privatisation of British Rail

On the advice of the Adam Smith Institute, under John Major's Conservative Government's Railways Act 1993 British Rail was split up and privatised. This was a continuation of the policy of Margaret Thatcher's Conservative government's privatisation of publicly-owned services. The unpopular Conservative Government was facing a Labour victory at the May 1997 General Election and so privatisation was rushed through and was finished in November 1997.

BR was privatised within the business structure that was in place. Passenger services in each sector were franchised out to private companies, mostly bus operators. The Association of Train Operating Companies (ATOC) was created to organise ticketing and market the rail services using the National Rail brand. Freight operations were sold but mostly bought by one company, EWS. Railtrack controlled infrastructure. The Shadow Strategic Rail Authority was created to oversee and advise the government. The British Railways Board remained with some residual functions.

Privatisation has had mixed results. Passenger growth has been stimulated, but this has been at extra cost to the taxpayer and passengers, who have seen steady fare increases since 1997. Freight has also increased; however, there is debate as to whether these increases in passengers and freight have been due to privatisation, or simply to an improved economy which usually results in more travel. Some analysts have pointed out that a similar rise in passenger numbers occurred in the late 1980s when the economy was buoyant, only to fall again in the recession of the early 1990s; however, recent passenger-journey numbers have climbed back to the level last seen in the 1950s.

Railtrack's management proved to be incompetent and the Labour government refused to continue to subsidise the losses of shareholders. It went insolvent, was put in receivership and was replaced by a not-for-profit publicly owned Network Rail. Some saw this as the first step towards renationalisation. Given the costs this is unlikely at present although some studies have recommended this as a cheaper choice than the current subsidies to commercial companies. The Shadow Strategic Rail Authority's power became real when it dropped part of its name, becoming the Strategic Rail Authority (SRA). The functions of the SRA were later transferred to the Department for Transport.

There has been some controversy over the decision to withhold subsidies from Railtrack, which forced it to become insolvent. Recent press reports have indicated that the then transport minister Stephen Byers deliberately forced the company to become insolvent, as this would remove any obligation on the government to provide compensation to Railtrack's shareholders, who would lose their investment.

Network

The BR network, with the trunk routes of the West Coast Main Line, East Coast Main Line, Great Western Main Line and Midland Main Line, remains unchanged. The Beeching Axe fell on many branch lines and some other main lines.

Locomotives and rolling stock

Locomotives

Steam locomotives

Main article: Steam locomotives of British Railways

BR inherited more than 20,000 locomotives from the constituent "Big Four" companies, the vast majority of which were steam locomotives. BR also built 2537 steam locomotives in the period 1948-1960: 1538 were to pre-nationalisation designs, and 999 to its own standard designs. These locomotives were destined to lead short lives, some as little as 5 years against a design life of over 30 years, because of the decision to end the use of steam traction in 1968.

Diesel locomotives

Main article: Diesel locomotives of British Rail

When BR was created, diesel traction was in its infancy in the United Kingdom (though more progress had been made in other countries, whose experience could arguably have been used to a greater degree in informing developments in the UK). Only one mainline diesel locomotive was inherited in 1948 (though more were on order) and a handful of diesel shunters of various types.

Initially, BR persisted with the small scale experimentation with diesel traction while continuing to build hundreds of steam locomotives to old and new designs. Even some steam shunters were being built through to the mid-1950s, when standard diesel shunters were already in large scale production. However, it was not until the 1955 Modernisation Plan that more substantial developments in mainline diesel locomotive technology were planned.

The Plan envisaged small numbers of prototype locomotives of varying power types being ordered from a variety of manufacturers. These could be tested and compared against each other before large scale orders were placed. Unfortunately, even before many of the prototypes had been delivered, a combination of the political need to maintain employment in the British locomotive-building industry and over-optimistic assessments of the possibilities offered by new diesel locomotives meant that large scale orders were placed for a wide variety of untested and incompatible designs, many of which proved to be very poor.

By the end of 1968, all the remaining mainline steam locomotives and shunters had been withdrawn - but during the period 1967-71 so were a large number of virtually new diesel locomotives and shunters (some only three years old) as many designs had proved unsuccessful, non-standard, and unnecessary with changed requirements on the railways, e.g. widespread line closures and the decline of wagonload freight traffic. However, some of the diesel shunters withdrawn during this period did find further use on industrial railway systems.

After the large scale production of some 5000 diesel locomotives and shunters in the period 1956-1968, the British locomotive-building industry virtually collapsed. BR needed very few new diesel locomotives from then on; only 285 heavy duty freight locomotives and the 199 High Speed Train power cars were purchased from then until privatisation began in 1994. No diesel locomotives have been built in Britain for the mainline system since 1991; the most recent new types have been imported from Canada and Spain.

Electric locomotives

Main article: Electric locomotives of British Rail

Electric traction was more advanced than diesel traction at Nationalisation, with a number of isolated electrified networks across the country using a variety of power supplies, though 1500V dc overhead supply had been accepted as the national standard in the 1930s. However, most of these networks used electric multiple units to provide the passenger service, with steam locomotives operating freight trains. Thus, BR inherited only 13 ex-North Eastern and 3 ex-Southern Railway electric locomotives, plus two departmental electric shunters, also ex-Southern Railway.

In the early years of BR, a number of locomtives were built to operate on the newly-refurbished and electrified Woodhead Route using the 1500V dc overhead system. However, by the time that the next major electrification project, the West Coast Main Line (WCML), was underway, the decision had been taken to adopt 25kV ac overhead as the standard supply system.

BR decided to test a variety of new 25kV ac types for the WCML electrification; in all 100 locomotives of five classes were built by different manufacturers. Having learned the lessons from these types, a standard class of a further 100 examples was ordered. This latter type, which was introduced in 1966 is still in service today. The earlier prototypes, though they were mostly pretty successful, succumbed in the 1980s and early 1990s as non-standard following the arrival of new electric locomotives.

Although the purchase of new electric types was carried out in a more successful way than the comparable process for diesel locomotives (see above), the 200-or-so electric locomotive fleet used to operate the WCML from the mid-1960s until the recent introduction of Pendolino trains was still far smaller than that originally envisaged; more than 500 were thought necessary when the initial plans were developed! It was fortunate that changes in the railway's operation had already occurred before mass orders were placed for electric traction.

Coaches

Go to http://en.wikipedia.org/wiki/British_Rail for additional information on:

• British Carriage and Wagon Numbering and Classification
• Coaches of the London, Midland and Scottish Railway
• Coaches of the Great Western Railway
• Coaches of the Southern Railway
• Coaches of the London and North Eastern Railway
• British Rail Mark 1
• British Rail Mark 2
• British Rail Mark 3
• British Rail Mark 4


Freight wagons and industrial tankers.

Go to http://en.wikipedia.org/wiki/British_Rail for additional informatmion on:

• Coal trucks.
• Parcels vans and mail wagons.
• Industrial and oil tankers.
• Flat-cars and car-transporters.
• Gravel hoppers.

Multiple units


BR Class 142 Pacer at Manchester Victoria station. (Public Domain)

The Pacer was British Rail's attempt to create a low cost Diesel Multiple Unit

Go to http://en.wikipedia.org/wiki/British_Rail for additional informatmion on:

• Multiple units.
• Diesel and electric multiple units.
• Pacer units.


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

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

Enjoy!

Tom [4:-)] [oX)]

[trolleyboy]

Tom what a fine redo of your fine efforts on the British rail,thatought to warm the cockles of Pete's heart. Would have put a mile on Nick's face too [sigh]. I'm glad I waited around for it. I can go to work happy now.[tup] Also just and FYI and point of clarrification, I wnet back and edited today's calssic steam on the drowned railyway and yeaterday's on the Thousanf isl railway. I had the numbers wrong. They are TIR #27 not #30 and the Drowned railway today is #28 not # 31 as I had them originally put. My bad sorry, this will clarify for anyone jeeping score at home. [;)] Also this clarrification post will hiopefully not draw the forum softrware back to page 360 for the edit's as opposed to pg 361 where we are now.

Rob

Oh Tom since you are here at the moment, I'll have a keith's for the road and here's a sack o change for the coal scuttle. [tup]

[trolleyboy]

Hi Tom just me again, the rest of the pictures in the to Brit rail posts have downloaded, I must say some nice shots, the modern and the old and the maudlin sad shots of the old guard awaiting their fate. Good stuff. Also just as a side,have you ever noticed how the google ads at the side of the page change to match the topic of info. While you were posting your two encore's the ad's change from the regular model rail NA rail travel type to all sorts of Fly the England and ride British rail types <spooky> who says big brother isn't watching eh [?] Insert twigh,ight zone music here. See everyone tonight.

Rob

[siberianmo]

G'day!

I see you out there Rob! Appreciate the two mid-morning visits . . . got your Email and replied . . . Thanx! [tup]

Spoke with Pete a little bit earlier and he's sounding fine and ready to rejoin us once this weekend passes. Great having him back with us and I'm sure we all look forward to his resumption at his place at the bar! [tup] [tup] [tup]

Rob - Where are you coming up with all of this Classic Steam info [?] Seems like the well is rather deep - but always appreciated! [tup] I'll do a bit of browsing to see if I can continue with some traction Pix just to spice up the place a bit! [swg] I'm sure that won't bother you at all . . . <grin>

GENTLEMEN:

I wi***o remind one and all about our family of contributors here at the bar. Everyone, including me, "has opened mouth and inserted foot" from time to time. The better way to deal with those who for whatever the reason gets under one's skin is to communicate privately. There are times when that is rather hard to do - especially when the irritant is "out there" for one and all to see. They see that, but not your private reply.

Neverthless, if we lose guys because of personality flaps, that's truly a shame. If we lose guys because they are unable or unwilling to participate in the manner the majority of us prefer, so be it.

I'd rather not lose anyone - but it does come down to personal choice, doesn't it [?]

I'll be behind the bar for the remainder of the day . . . .

Tom[4:-)] [oX)]

[BudKarr]

Good Day Captain Tom and all assembled!

Another day in paradise, another opportunity to enjoy the bounties all around! [tup] A change is in order as we are both more inclined for lunch than brunch. So, we will feast on one of your delights from the Menu Board - the #19 should be fine. Plesae cut it in half as there is more than a sufficient amount for the two of us. I will start off with a JD on the rocks, some cofee and my lady says she would like a Vodka Collins with some tea with the sandwich. Thank you! [tup]


What is there to comment on this fine day other that to say [#welcome] back to our "old country" traveler, Pete!! Your return has made our group all the more rounded and we look forward to the resumption of your postings and keen wit. [tup]

I am afraid that something has escaped me during my absence and since my return. What am I missing [?] Tom please send me an e-mail, for I know someone has departed - perhaps two - but for the life of me, cannot sort it all out. Seems to be some missing material.

Nice touch with the ENCORE presentation for Pete - always a good read and certainly makes me realize the wealth of information available to one and all using the internet resources. Fantastic! [tup]

Thank you for the kind words, Gentlemen, regarding my thinking aloud over the worth of my contributions. Not that I was looking for an endorsement, but your encouragement means a lot! [tup] I will try to measure up - one of these days.

Another nice touch with that traction pix you provided yesterday. I like them very much and noted that many have disappeared on the Sunday pages - what IS it with Photo Bucket anyway [?] Thought at first they were very user friendly, however, if the pix do not remain, that is quite a bit of wasted effort. Wonder what the situation is [?]

Understand your note, Tom but you really know that preaching to the choir is really all it amounts to. Those who require these reminders are long gone. The ones who created the undercurrent that began many, many months ago. I could "name names" but what is the point of that [?] I think we are far better off with a homogenous grouping of people with similar interests and motivation than to pander to those who must have it their way, or no way at all. As is said, that is MY TWO CENTS!

I too feel the loss of anyone from the bar who has contributed, but must concur with what I read from "Nick's House Rules" - check the emotional baggage at the door. Makes good sense to me and quite frankly, that is what I call "life." Anywhere I have been where a gathering of people happens to be bears it out. If, that is, one wants to engage in a positive way.

Sir Rob I have read through so many of your postings since my return, that I am beginning to become conversant with the terminology! Now that is dangerous. [swg] You, Captain Tom and Sir Doug keep coming up with some wonderful material. Good show, Gentlemen!

Say it is not so! We have "officially" bid adieu to our friend from West Wales, Sir Nick [?] Have I missed yet another subtelty, or was it not so subtle [?] Again, clarrification please - what happened [?] If true, then a "chunk" of our character has been lost to us all.

Ah, I see the sandwiches are ready, so we shall take our leave to the rear deck of this fine establishment to enjoy our lunch in the outdoors, with perhaps a passing streamliner to gaze at!

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

[pwolfe]

Hi Tom and all.

A pint of the usual and a round please.

MANY MANY THANKS FOR THE WELCOME BACK. TOM TED BK and ROB.[tup][tup][tup].It is much appriciated and it is great to be back.

Thanks for the British Rail Encore TOM. In the photo of the Virgin class 87 electric loco, about 3 miles from my house in England, the track on the right hand side is being re-laid to make it 4 track again with a good deal of progress being made when I was there.

ROB the steam locos in the famous Barry scrapyard were lucky with over 200 being saved, although some may never run again, and most of the Standard 2-6-4 tank locos shown are running today in fact I had a ride behind one during my visit.[^].

Well we are off to Kansas City in a while and I will talk again soon. Its good to be back PETE.

[West Coast S]

Afternoon Tom, wow[:p] I own some serious acknowledgements. I have returned from a interesting week at the Puzzle Palace, workload has been brutal since my promotion last week and summons to Washington DC, unbelieveable, the corridors of power would seek my input as to future mission requirements here in Los Angeles, there is talk of a transfer to Dallas, but with the greater percentage of the department on extended leave, TDY's or forward deployed plus the two I dismissed last week, think i'll remain in LA for awhile..

Enough of my going on's, Tom appreciate your message, I do own you a candid reply . The place is slowly returing to normal as some of us among the legion of lost find our way back


Welcome back BK[:D]. Your absence has been noticed around the bar, set a round up on me

Rob, I see youv'e kept the home fires burning with your excellent participation and of such quality and quanity...

Mike, the undisputed URL master, I could spend hours just salavating over your contributations, matter of fact i've saved a few to disc for future lookup in my modeling endevors.

I apoligize in advance for being so ignorant as to the recent going ons at "Our Place" I will have to devote proper time for a proper review. To who ever I missed, good to be among you and will be aboard shortly as time permits .

To ease the pain, all drinks on me until 6:00 PST[^]

Enjoy[:D][:D][8D][8D]

Dave

[LoveDomes]

G'day Cap'n Tom and fellow travelers at the bar!

A well-heeled "Fed" has sprung for the drinks - so I'll take a frosty cold Kokanee and a 12-pak to go! [(-D] Thanks to the West Coast sleuth - promoted from where to what [?] [tup]

Another Friday and a weekend looming on the horizon. Ya know, I never was one to relish weekends, meaning in what I did and where I did it, most days were pretty much the same. Weekends for people aboard ships somehow all meld into a sameness . . . if ya know what I mean. But - for those of you who work the 9-5 - or whatever it is these days - hope your respite from the labors is enjoyable! [tup] I'll have another to quaf down while I'm stumbling 'round here for words . . . .

So, Tom where's the "stuff" you were going to send us about the Rendezvous [?] Love pressing the boss! [swg]

On a serious note, appreciate the email "heads up" on the "situation" as it evolved over the past week. Looks like another one bit the dust, huh [?] Well, all I can say is what I provided yesterday. Meant it then and mean it today. Just hope the guys who need the reminder take a look at page 360 for my thoughts . . . . they parallel those of the Proprietor when it comes to the interaction 'round this place.

Isn't it great having our friend Wolfman Pete back on his stool [?] Just got back and your wife is taking you away - that's my guess! Gals are like that, Pete! Figured you'd need to hear that from an old salt such as I - you being a newly wed and all . . . [swg] Anyway, looking forward to some great stories and pix from your trip to the homeland! [tup]

Nice ENCORE! Tom - very timely and most appropriate! [tup] [tup] [tup] Also fit quite well in Shane's time slot I see! [swg]

All kinds of stuff to read since my last visit and here I am being summoned beckoned by the Lady of the Manor! <grin> Spent most of the day over at my middle son's home - seems that only Dad knows how to . . . . but hey - it's nice to be asked! [tup]

I just gotta ask - where is 20 Fingers these days [?] Every time I ask, he tells me he's busy - but then I see him over on Tom's "other thread" . . . . guess I'm just a pot stirrer! <grin>

Gotta run, Gents . . .


Until the next time!

Lars

[LoveDomes]

G'day Cap'n Tom and fellow travelers at the bar!

Back again - now that I've "solved" the day's dilemma - wives are just like that, huh [?] Just when I'm all setlled in, a cold one at the ready - bit of music in the background - getting set to . . . . HONEY! HONEY! Come quick, there are these little green men trying to . . . Get the picture [?] [swg]

So, we still have an open-bar, huh [?] Fine - another Kokanee and I'll continue on . . .

Good to see my " bookend" on board and the references have been made that "Three Horsemen" ride again! Still would like to see that come to reality - can skip the riding part, but it would be fun to be in the company of some like-minded guys who still believe the world is their oyster. [yeah]

Some advice for Ted - be ever careful with those "reverse mortgages," had a friend who darned near lost it all because of a "clause" that had him evicted from what was once his own house for of all things, not maintaining the property up to the standards set by the mortgage holder! No kidding.

He didn't escape fully - still has the mortgage, but he was able to get them to back off. Now it's a mental thing - when will they strike next sort of circumstance. Not what he needs in the "golden years."

When we were upstate, I really got the urge to ride trains again. Throughout so much of the landscape one can see the rights of way, the depots, etc. I can still envision the NYC Alco's with that great looking lightning bolt livery . . . the gleeming budd streamliners . . . [yeah] I'm ready to be taken back. Where ARE those little green men when one needs 'em [?] [swg]

Hey Tom Three in a row to the White Sox!! That game last night had to be the biggest heartbreaker of all - a one hitter and you lose it. I understand the pitcher for your team is a rookie. Not bad to darn near no-hit last year's World Champs, not bad at all. Well, things may be looking up now that your #1 hitter is back - but of course, he can't do it all - does he pitch as well [?] <grin>

My guys dropped one - but they still look strong enough to maintain the momentum. Quite a season of hard ball, wouldn't you say [?]

I checked that movie schedule - and must agree, good stuff this week, but I really "dig" the Coming Attractions! Blazing Saddles is a classic. [tup] Makes me want to go to the movies!

One more - then this time I'm outta here . . . .

Have a round on the Larsman! - Ring that bell you loveable Cyclops! [swg]


Until the next time!


Lars

[siberianmo]

G'day!

What is this [?] A stranger in our midst - but one who buys the drinks! That can't be all so bad, eh [?] Nice to see ya again Dave and I see you're back to your "patented" editing way after the fact! [swg] Keeps us on our toes, I'd say! Boris ring the bell - and we'll put it on Dave's tab . . .

Hey Rob I read that great article you provided on page 360 about the Grand Trunk - sure is an eye-opener! What a darned shame these people weren't talking to one another - meaning those working the engineering for the seaway and the impact on the communities and of course the RR. Sounds pretty much the way things happen all over. Just reading about those great stations being lost put a frown across my brow, I'll tell ya! Appreciate your Classic Steam on Ontarioi's Drowned Railway! A gudun fer sure, fer sure! [tup] [tup] [tup]

I see the Larsman has been in - twice this afernoon. The Mrs. has you hopping, eh [?] Well, what's new! [?] [swg] And we wouldn't have it any other way, guys . . .

Haven't forgotten you guys regarding the 2nd Annual Rendezvous in St. Louis - just ironing out some details before engaging in the pre-planning stage (if that makes sense!). No specific time has been set - although right now it looks like April-May 2007 - but even that may be changed, depending on what the attendees have to say.

There will be an Email sent to the following guys when there is something a bit more definitive to talk about:

trolleyboy Rob - Theodorebear Ted - barndad Doug - pwolfe Pete - LoveDomes Lars and EricX2000 Eric. Anyone else interested in attending only need to ask to be placed on the distribtuion list. Thanx for the "reminder," Lars! <grin>

Yes, that game last night was indeed a heartbreaker for our side. The score wound up as 1-0 with our guy pitching a one-hitter - a home run ball that ultimately lost the game. Great effort for both sides and really a good game - far better than the embarassments of the first two in the series! <ugh> But, no one is going to recall how good the game was - it will be remembered that the Cardinals dropped 3 to the White Sox - ain't that the way! [?] <groan>

Good to see our Mate, Pete return to the crew! [tup] Looks like somehow a couple of guys have you pegged as a newly wed! <grin> No sweat, the bride will like that reference - I use it all the time, and we've been married for "a few" years! [swg] Glad you liked YOUR ENCORE! [tup] [tup] [tup] Also, the elaborations fit right in with what we missed about you - a guy who READS what is Posted! [yeah] Enjoyed speaking with you this morning and we're looking forward to our get together next month! [tup]



A long, long time ago, I traveled aboard the NYC from Grand Central Terminal to Albany, NY and back. It was simply for a train ride and was quite a nice experience. In those days, I was just a poor sailor boy - rode in coach - but enjoyed the trip nonetheless. I share those memories with you, Lars [tup]

Can't - and won't - make comment about 20 Fingers - for whatever the reason, he's chosen to spend more time over there . . . whatever works.

Okay guyz - enjoy the open bar, compliments of our "fat cat" from the left coast! Ah, the Eagle must have 'done it' today! [swg]

Later! [tup]

Tom[4:-)] [oX)]

[passengerfan]

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

The problem is I have taken a few floppy discs to the office and when I log on from their I can simply cut and paste from a floppy for the other thread.

It takes more time to respond on this thread and my time is getting caught up at the office and the other things in my life right now. Weather is HOT 107 this afternoon and they are calling for HOTTER tomorrow and Sunday.

Sure their is virtually no humidity but 107 is HOT!

It doesn't cost me anything to use the office air and my last months PG&E topped 100 bucks so spend more time their then at home.

I am really not ignoring this thread it's just finding time for everything at the present time.

TTFN Al

[siberianmo]

G'day!

Just a few thoughts before checking out for the nite . . .

Dave - As many times as you've changed that Post of yours, just think of how many new ones you could've added! <grin>

Pete Sorry, Mate - but the latest reference to your "newlywed" status has been deleted! Confused [?] Don't be . . . [swg]

Al - One doesn't have to provide information-Posts to particpate 'round this place. Surely YOU know that - Thanx for the round! [tup]

My traction contribution for the nite . . . .

IT #122 - (courtesy: donsdepot.donrossgroup.net - foto credit: unknown)


Leon the Night Man NOW has the bar!

See y'all for ENCORE! Saturday [tup]


Tom[4:-)] [oX)]

[Anonymous]

Good evening this T.G.I.F. to all. Tom, I can squeek in a Gin Collins before ordering that N.Y. Strip (medium well) and fries to go, thanks. I wanted to "fill in the spaces" since my hurried morining's post. Al, the elaboration on the B. & O. entry by Tom brought some attributes I wasn't aware of before. Snat Fe and Mo. Pac apparantly were operating through B. & O. Pullmans to the West Coast and South Texas respectively. If MoPac was unhappy with including B. & O. cars in their trains, I wonder why Santa Fe wasn't even more concerned. Mo. Pacific Eagles and B & O have similar smooth side liveries right down to the blue and gray fields. Santa Fe couldn't be more different with the Bud stainless being mixed with the B & O paint. I should know because our 4-B & O 12 sec. 2 bed rm. cars were lashed up to the Santa Fe Chief in Chicago for the second leg to Gallup, N.M. There we began a 6 week tour of the S.W. United States ending back in Wash. D.C. from whence we began.[^]

Barndad, I recall selling a couple of Telegrapher's keys at my little Radio Shack Store. They were soon dicontinued to be sold as a Red Tag item (discontinued) shortly thereafter. I'm told they were once a "hot item" among the younger set and then fell to the "die hards" of earlier times. Indeed, that tick-a-tack sound still hits the nostalgia bone for we who remember small stations on the backwaters of major Roads. Thanks for the "blast from the past."

Rob, still haven't "tested the waters" next door on Tom's other thread. The desire is there; the time has been the problem...hopefully soon. Actually, I'm enjoying my little corner of paradise with your copius contributions right here at "Our" Place.[^] Sorry, I'm late on the "Ontario's Drowned R.R." but will "hit it" anon. Hello West Coast Dave, good to know you are earning those new stripes with more action. Hopefully, it will all lead to more furtile areas for future retirement gratuities. Yes Lars, I have dotted the I's and crossed the T's with a lot of homework plus tutelege from folks who have been down this HECM road, appreciate the comments tho. Pete, I guess I can't really offer more than my previous welcome back as I believe post nuptials would be tardy indeed. Quite a glorious Encore Tom provided for your "official" return, eh? I'll wager I enjoyed it as much as yourself.[^] Hope your stay in KCity finds you and your spouse with pleasant remedial time for shopping or what ever else is on offer..."Absence makes the heart grow fonder."[:-^] I hope you don't forget the "plastic" old sport.[:O] I don't want to but I must sign out for this day. Boris, don't look at me like that. I brought you a door prize from my office drawing this morning Yes it's the knob; wear it in good health wherever that may be.[alien] Happy rails all, til next time.

[trolleyboy]

Good evening Leon, did you save any of that sirloin for me. Ahh good man yes medium with the sauteed mushrooms and onions heaven shear heaven. I think a Guniess to finish with as well sir. [tup]

Kind of a slow to end the week kind of day. But that's allright nice to see the banter at the bar always a good thing to be sure[tup]

BK I'm glad that you are enjoying tyhe postings. It's not my intemtion to mentor or tutor but hey if good things like that come out of it so much the better [swg] History always been my kinda thing, I just try to make it as non-tedious as I can.Always nice to get the postitive feedback though, thank-you sir.

Tom Yup I've recharged the well as it were. actually I've just been reading through the railroad library , and seeing if there's anything worth repeating as it were. Always a bit of a chore to chop it down to the bare essentials for posting here though.I'm just glad tha everyone's enjoying them,don't expect the pace to continue though. I've gotta save some stuff for the fall and winter[swg]

That "flood" also finished off one of the most prosperous interurbans in eastern Canada as well The Montreal and Southern Counties, sveral dozen towns a settlements on the South bank around Montreal are now only available to peolpe who know how to use diving aperatus.Makes me mad to know how much history was litterally washed away. Under the St lawrence are hundreds of late 1700's early 1800's buildiings, most were not torn down they were just allowed to wash away. I understand that divers in the river can see the foundations for miles along parts of the original river bank which is now of coarse the middle of the river.

Nice cemtr entrance car shot. Looks like one of Clevelands early Shaker heights cars or is it a Fox valley unit[?]

ted i'm glad that the mortgage issue got squared away. I too was abit worried for you as I have heard a few horror stories about them as well.The waters are generally fine over on Tom's other thread as well. He wouldn't allow anything different would you boss [?]Too bad that some of the other's that post there haven't found there way in here yet. Their loss to be sure.

Pete Happy trails again LOL, come back when you can stay longer[swg][:D]


Rob

[siberianmo]

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


SATURDAY’s INFO & SUMMARY of POSTS


Saturday is upon us! 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


I double checked it six times.
ENCORE! Yogi-ism



Info for the Day:


Railroads from Yesteryear –
Arrives Tuesday! – watch for it!


* Weekly Calendar:


TODAY: 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] Outside a small Macedonian village, close to the border between Greece and strife-torn Yugoslavia, a lone Catholic nun keeps a quiet watch over a silent convent.
She is the last caretaker of a site of significant historic developments. The convent once served as a base for the army of Attila the Hun. In more ancient times, a Greek temple to Eros, the god of love, occupied the hilltop site. The Huns are believed to have first collected and then destroyed a large gathering of Greek legal writs at the site. It is believed that Attila wanted to study the Greek legal system and had the writs and other documents brought to the temple. When the Greek Church took over the site in the 15th Century and the convent was built, church leaders ordered the pagan statue of Eros destroyed, so another ancient Greek treasure was lost. Today, there is only the lone sister, watching over the old Hun base.
And that's how it ends: No Huns, no writs, no Eros, and nun left on base. [: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. SHORT: Ants in the Pantry (1936).


SUMMARY

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

(1) siberianmo Tom Posted: 23 Jun 2006, 06:38:50 (360) Friday’s Info & 19-Post Summary]

(2) Theodorebear Ted Posted: 23 Jun 2006, 07:19:30 (360) Brief Gulf Coast visit!

(3) siberianmo Tom Posted: 23 Jun 2006, 08:00:54 (360) SOMETHING SPECIAL Notice!

(4) trolleyboy Rob Posted: 23 Jun 2006, 10:17:53 (360) AM check-in

(5) trolleyboy Rob Posted: 23 Jun 2006, 10:52:44 (360) Classic Steam #28 – Ontario’s Drowned Railway

(6) siberianmo Tom Posted: 23 Jun 2006, 11:01:24 (361) ENCORE! Railways of Europe #1 – British Rail

(7) trolleyboy Rob Posted: 23 Jun 2006, 11:15:26 (361) etc.

(8) siberianmo Tom Posted: 23 Jun 2006, 11:17:08 (361) Acknowledgment ‘n Comments

(9) BudKarr BK Posted: 23 Jun 2006, 12:41:03 (361) Mountain Report!

(10) pwolfe Pete Posted: 23 Jun 2006, 12:58:27 (361) Wolfman returneth!

(11) West Coast S Dave Posted: 23 Jun 2006, 14:47:34 (361) Would you buy a used car from this guy [?] [swg]

(12) LoveDomes Lars Posted: 23 Jun 2006, 15:36:37 (361) Island Report ‘n then some!

(13) LoveDomes Lars Posted: 23 Jun 2006, 16:19:28 (361) Island Report, part duex!

(14) siberianmo Tom Posted: 23 Jun 2006, 17:48:02 (361) Acknowledgments ‘n Comments

[15) passengerfan Al Posted: 23 Jun 2006, 18:20:09 (361) Left Coast visit

(16) siberianmo Tom Posted: 23 Jun 2006, 20:28:49 (361) Comments ‘n Traction Pix!

(17) Theodorebear Ted Posted: 23 Jun 2006, 20:38:25 (361) Bearman’s Inclusive Gulf Coast Report!

(18) trolleyboy Rob Posted: 23 Jun 2006, 23:53:43 (361) Count Robulla’s Nite Cap!



That’s it![tup][;)]


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

[siberianmo]

G'day Gents!

Petrol rose to $2.86 (rounded) up at “Collusion Corner,” as someone must have sneezed in the area where the speculators are or at OPEC! Weather wise, we didn’t get the cool down expected, as we had an 88 (F) day – BUT the humidity dropped considerably. That’s always a help – lower temps on the way, so they say! [tup]


Double Ommmigosh! The world indeed is coming to an end here in the “River City”! Our Cardinals dropped yet another game last night, this time to the Tigers of Detroit. The only good thing is Señor Albert had some night in his 2nd game returning from the disabled list – looks like he picked up right where he left off a few weeks ago – 4 for 4 with his 26th homer. What a player! [tup] Wish he could pitch, too! [swg]


We had an 18-Post day (6 were mine) with 7 guys contributing – now that spells a good day! [tup] [tup] [tup] Nice to see the return to normalcy ‘round the joint! [yeah] Helps to have a “full house,” whether in Poker or in the Ether! [swg]


All kinds of Emails received and answered! <phew> Thanx to those of you who communicated – sorry if my replies were a bit tardy, was just a tad overwhelmed in that department with my 3 Email accounts all “humming!” [swg]

An Email mention was made regarding The Mentor Village Gazette and the next issue. Don’t know when or if . . . . we’ve been in the doldrums for so long, it seemed like a lot of effort for so few readers. So, we’ll see . . .
Actually, the daily Summary is a mini-paper of sorts . . . .

Also, was asked about the “next” RR from Yesteryear – I may go with an ENCORE! – I’ve got a couple in the “hopper,” but figured I’d wait until we get the guys back who generally provide the most participation with those – now that CM3 Shane has departed the building, perhaps reruns would be better. Again, we’ll see . . .

Finally, some comments and questions were directed my way regarding the “flap of the week,” which also has been addressed on these pages . . . RIP is the “word!” Thanx.


2nd Annual Rendezvous in St. Louis 2007 info was discussed in my 23 Jun 2006, 17:48:02 Post on this Page for those who may have overlooked it.


To the acknowledgments:

Theodorebear Ted Posted: 23 Jun 2006, 07:19:30 & 23 Jun 2006, 20:38:25

Previously recognized – and:

Good to see ya twice in the same day! [tup] We really cover the spectrum ‘round this place, eh[?] Trains (real ‘n model) – weather reports – petrol prices – financial advice – all kinds of “how to’s,” etc. AND all for FREE! [tup] [swg]


trolleyboy Rob Posted: 23 Jun 2006, 10:17:53 & 10:52:44 & 11:15:26 & 23 Jun 2006, 23:53:43

Previously recognized – and:

Nice effort, once again, and I can see that you’re heading to the ‘stars’ with this flourish of activity! <grin> Fully appreciate your comments regarding the flooding of those towns, now beneath the Seaway. Some call that kinda thing, “progress.” I doubt the ones being displaced had that name for it – in French or English! <groan>

That traction car you queried has this additional info:

QUOTE: 100 was built by American Car in 1917 as Alton Granite & St Louis 60. In 1926 the line was reorganized as the St Louis & Alton Ry and the car remained 60. In 1930 the IT took over the line and renumbered the car 100 in April 1931

(The Pix should have enlarged for you upon “clicking” to reveal the road name.)


BudKarr BK Posted: 23 Jun 2006, 12:41:03

Previously recognized . . . .


pwolfe Pete Posted: 23 Jun 2006, 12:58:27

Previously recognized . . . .


West Coast S Dave Posted: 23 Jun 2006, 14:47:34 (numerous Edits!)

Previously recognized . . . .


LoveDomes Lars Posted: 23 Jun 2006, 15:36:37 & 16:19:28

Previously recognized . . . .


passengerfan Al Posted: 23 Jun 2006, 18:20:09


Previously recognized . . . .


Okay boyz – it’s ENCORE! Saturday WHICH DOESN’T MEAN ONE CANNOT ENGAGE IN BANTER, DISCUSSION or POST WHATEVER ONE WANTS – It is simply a way to recognize that on traditionally slow days, why waste original material [?] The tempo will determine how things go . . .


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


Tom [4:-)] [oX)]

[Anonymous]

Good morning Tom and all! I'll have THREE light breakfasts to celebrate a certain string of victories, against a team that shall remain winless nameless!

Great to see participation from Al, BK, Pete, Lars and Dave these last few days, and thanks for your words. I gotta tell ya Ted, one of the things that is definitely missing from our train station at the IRM is the sound of the telegraph ticking away in the backgound. I don't know why they don't do something about that. I used to own one of those RS keys you mentioned, as I was practicing for a Ham radio license in a former life. As I understood the process, you had to atain a certain proficiency on morse code, so you could have a Ham license, and then eventually work your way up to a Ham license that allowed you to just use your voice on other expensive equipment! Never made sense to me.

Great ENCORE post on the British Rail for Pete, Mr. Tom. It's one of my favorites.

Rob has been a busy and major contributor (as always) these past few days. Thanks for the GTR, Thousand Island Railway and Cornwall Street Railway class steam articles. Pity that your car from the CSR was stripped of its copper. Around here, contruction sites are being raided for the copper used in plumbing and even electric wire, with prices being what they are. We have a couple of grade public crossings at the IRM. One is shared with the UP, and some braniac recently stuck a stop sign between the IRM rails and theirs, if you can believe that. Not too smart.

And now ...here's Part I of my ENCORE that started on page 249:

The Great Strike of 1877 by H.R. Edwards Railroad Stories Feb. 1936

The determination of Baltimore & Ohio officials to cut the wages of train and engine men in freight services on July 16th, 1877, at a time when flour was high and bread was scarce, led to the biggest railroad labor demonstration in American history.

It led to a walkout which tied up almost every road in fourteen states in that vast area of the Hudson River to the Mississippi and from Canada to Virginia. It led to mob rule which cost more than a hundred lives and the burning of property worth millions of dollars – an orgy of blood and fire which was stamped out by regular troops of the United States army in five of the fourteen states.

Of course, the wage reduction wasn’t the only point at issue. The men complained of irregular employment, since many were laid off away from home three or four days at a time in a single week, and of slow pay, since wages sometimes were held up as long as three or four months in a row. Then, too, it was the second ten per cent pay cut which the men suffered since the panic of 1873.

Logically, the strike should not have started on the Baltimore & Ohio Railroad, several other big roads had already imposed that second ten per cent pay cut before the B&O joined in the procession. Besides, the B&O had a pretty good excuse. John King, Jr., first vice president, explained that the great business depression which commenced in the autumn of 1873 had continued growing from bad to worse. The Baltimore & Ohio’s revenues had decreased greatly. Other trunk lines had reduced wages ten per cent, one of them on the first of June and two of them on the first of July.

“It will be observed,” stated King, “that the Baltimore & Ohio was the last company competing for the great trade of the West which made the second reduction of ten per cent. Since the panic of 1873, not only have rates of through freight and other traffic been reduced by severe and active competition, but the quantity in the aggregate has been diminished. Especially is this true in coal trade. And even with the (new) wage cut the average wages paid to train and engine men in freight service are 35 per cent higher than the wages paid in January, 1861, although the rates for through freight in 1861 were double those in 1877.”

King gave the following comparative figures for wages per day paid in B&O freight service:

…………….. January, 1861 ………………
…………………..Minimum…..Maximum
Conductors ………$1.35………$1.66
Brakemen…………$1.00………$1.33
Engineers…………$1.33………$3.00
Firemen…………..$1.11……….$1.75

…………….. July 16, 1877 ………………
…………………..Minimum…..Maximum
Conductors ………$1.80………$2.25
Brakemen…………$1.35………$1.58
Engineers…………$2.25………$2.93
Firemen…………..$1.35……….$1.53

The real reason behind the wage cut, of course, was the stupid competition for both freight and passenger service between New York and Chicago. This cut-throat competition had brought rates down to ridiculously low levels, often far below actual cost. For instance, livestock was carried from Chicago to New York, considerably over 900 miles, at a dollar a carload, and passengers were transported between the two cities for as little as $2,50 a round trip. Someone had to pay for those losses; the burden was passed on to the employees. Most of them accepted it without too much grumbling, but in Baltimore forty men in freight service showed resentment by leaving their trains, on the morning of July 16th, and declaring a strike.

The company answered their protest by hiring forty “scab” engine and trainmen in their place. But the strikers would not permit them to work. Assembling at Camden Junction, about three miles from the city, they stopped all freight trains and refused to let them run ni either direction. A drag from the West, bound for Locust Point, Md., was derailed by the strikers. The cars were smashed and the engine cab set afire.

Almost instantly the news flashed over the entire system. At Martinsburg, W.Va., where large B&O shops were located, a hundred members of train and engine crews joined the walkout and forcibly prevented new hands from operating the trains. Locomotives were uncoupled and run into sidings. A cattle shipment bound for Baltimore tried to pull out in Martinsburg. Strike sympathizers swarmed into the engine cab. One of them flourished a revolver and asked the scab engineer where he thought he was going.

“Tuh Baltimore,” replied to hoghead.
“Oh, no, you ain’t!” said the man with the gun. “You’re pulling this train back to the stockyards to be unloaded, and be *** quick about it!”

The train went back to the stockyards. Thereupon the railroad company sent a frantic telegram for help to the governor of West Virginia. The governor immediately sent seventy-five men of the Berkeley Light Infantry Guards, under the command of Captain C.J. Faulkner, Jr., who were rushed to Martinsburg on a B&O special.

Reaching Martinsburg, they unloaded into a crowd of about five hundred strike sympathizers. Threats and catcalls greeted them. Captain Faulkner put them to work at once, deploying them on both sides of a freight which a scab crew was attempting to take out of the city.

As the train reached a switch, a striker named Bill Vandergriff seized the switch ball to run it on a sidetrack. A militia man named John Poisal, who happened also to be the freight conductor, jumped from the pilot of the engine and attempted to replace the switch. What happened immediately after that will always remain a matter of controversy. Strike sympathizers insisted that Poisal fired the first shot. Poisal maintained later that Vandergriff carried a revolver and fired a bullet which grazed his cheek. This much is undisputed: Poisal and other militia men trained their revolvers on William Vandergriff, the striker. Vandergriff fell to the ground with bullet wounds in his hips, his head and arms.

In the excitement the scab crew took to their heels. Captain Faulkner rallied his men, issued command to march away. He saw the temper of the mob and was taking no more chances. The militia company went straight to the armory and ingloriously disbanded, leaving the strike sympathizers in possession of the field.

[:I] Men are just simply happier people, and here is why...

Your last name stays put.

The garage is all yours.

Wedding plans take care of themselves.

Chocolate is just another snack.

You can be President. You can never be pregnant.

You can wear a white T-shirt to a water park. You can wear NO shirt to a water park.

Car Mechanics tell you the truth.

The world is your urinal.

You never have to drive to another gas station restroom because this one is just too icky.

You don't have to stop and think of which way to turn a nut on a bolt.

Same work, more pay.

Wrinkles add character.

Wedding dress $5000. Tux rental-$100.

People never stare at your chest when you are talking to them.

The occasional well-rendered belch is practically expected.

New shoes don't cut, blister, or mangle your feet.

One mood all the time.

Phone conservations are over in 30 seconds flat.

You know stuff about tanks.

A 5 day vacation requires only one suitcase.

You can open all of your own jars.

You get extra credit for the slightest act of thoughtfulness.

If someone forgets to invite you, he or she can still be your friend.

Your underwear is $8.95 for a three-pack.

Three pairs of shoes are more than enough.

You never have strap problems in public.

You are unable to see wrinkles in your clothes.

Everything on your face stays its original color.

The same hairstyle lasts for years, maybe even decades.

You only have to shave your face and neck.

You can play with toys all your life.

Your belly usually hides your big hips.

One wallet and one pair of shoes one color for all seasons.

You can wear shorts no matter how your legs look.

You can "do" your nails with a pocket knife.

You have freedom of choice concerning growing a mustache.

You can do Christmas shopping for 25 relatives on December 24 in 25 minutes.

No wonder men are happier! [:I]

[siberianmo]

ENCORE! Saturday - ENCORE! Saturday
first Posted on page 115


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

Seaboard Air Line (SAL)



Headquarters: Norfolk, VA

Route mileage in 1950: 4,146

Locomotives in 1963: Diesels – 531

Rolling stock in 1963: Freight cars - 27,560; Passenger cars – 446

Principal routes in 1950:

Richmond, VA-Homestead, FL (Miami) via Columbia, SC & Jacksonville & Auburndale, FL
Coleman-St. Petersburg, Fl
Hamlet, NC-Savannah, GA
Norlina, NC-Norfolk
Hamlet-Birmingham, AL
Savannah, GA – Montgomery, AL
Baldwin-Chattahoochee, FL
Baldwin-Gross, FL (bypass of Jacksonville)
Waldo-Sulphur Springs, FL
Plant City-Fort Myers, FL
Durant-Venice, FL
Hull-Port Boca Grande, FL
Valrico-West Lake Wales, FL

Passenger trains of note:

Cotton Blossom (Washington, DC-Atlanta)
Gulf Wind (Jacksonville-New Orleans)
New York-Florida Limited (New York-Miami)
Orange Blossom Special (New York-Miami)
Palmland (New York-Tampa & Boca Grande, FL)
Silver Meteor (New York-Miami & St. Petersburg & Venice & Ft. Myers)
Silver Comet (New York- & Portsmouth, VA-Birmingham)
Silver Star (New York-Miami & St. Petersburg & Venice & Boca Grande, FL)
Sunland (Washington & Portsmouth-Miami & Venice; formerly Southern States Special, Sun Queen & Camellia)
Suwannee River Special (Cincinnati-Florida destinations)

Of note: SAL passenger trains were handled by RF&P & PRR north of Richmond.
L&N handled the Gulf Wind west of Chattahoochee.

Enjoy! [tup]

Tom [4:-)] [oX)]


ENCORE! Saturday - ENCORE! Saturday

[passengerfan]

Good Morning Tom and all the other early risers. Time for a cup of coffee then its off to work.

Ted Just wanted to comment about Santa Fe operating foreign sleeping cars. The Super Chief ran with Santa Fe sleepers only this included the transcontinental sleepers that ran in that train they suppled the through sleeping cars to New York via the PRR and NYC and through cars to Washington via the B&O.
In the case of the Chief it was not unusual to see through sleeping cars in NYC, PRR and B&O liveries operating into Los Angeles.
Another class act was the GN who operated a through Storage Mail car westbound in the Empire Builder between St. Paul and Spokane daily. The car originated in Chicago and operated over the Milwaukee Road between Chicago and St. Paul. The GN supplied all of the streamlined Baggage Cars for this service and even lettered them for the Empire Builder now that's class.

SEABOARD
AIR
LINE
Streamlined sleeping Cars
by Al

The SAL operated a fleet of coach streamliners second to none by the end of WW II the SILVER METEORS.
The most famous SAL train was the ORANGE BLOSSOM SPECIAL an all heavyweight Pullman train. The ORANGE BLOSSOM SPECIAL became the first SAL train assigned diesels for power an A-B-A set of EMD E4 units. With a head start like that one would have thought the ORANGE BLOSSOM SPECIAL would have been the first SAL train to receive lightweight streamlined sleeping cars following WW II. But such was not the case the SAL never streamlined the ORANGE BLOSSOM SPECIAL instead they chose to buy additional coach streamliners and add streamlined sleeping cars to those trains.
Premier train of the SAL became the SILVER METEOR followed by the SILVER STAR and SILVER COMET.
The SILVER METEOR was actually two trains in one carrying cars for both coasts of Florida to and from Florida. The trains split at Wildwood with the main section then continuing on to Miami and the other section running to St. Petersburg.
The second of the SILVER prefix trains to enter service was the SILVER COMET between New York and Birmingham, Alabama. Both of these trains received their first lightweight streamlined sleeping cars in 1949. Unlike most streamliners of the day that carried both Coaches and sleeping cars the SILVER COMET and SILVER METEOR sleeping cars were carried forward directly behind the Head End cars ahead of the coaches separated by a dining car. Initially the SILVER METEOR and SILVER COMET offered only Roomettes, Bedrooms and Drawing Rooms. The Drawing Rooms were Double Bedrooms opened in suite.
Three groups of lightweight streamlined Sleeping cars arrived in 1949 from three different manufacturers American Car and Foundry delivered three 6 Double Bedroom Buffet 24 seat Lounge cars in August 1949 for assignment to the SILVER COMETS between New York and Birmingham and these cars were named accordingly. Before the cars entered service the SAL reassigned them to the SILVER METEOR train sets between New York and Miami. The other two orders were both for 10-6 sleeping cars from both Budd and Pullman Standard. An interesting fact about the Pullman Standard built 10-6 sleeping cars is they were ordered with fluted stainless steel roofs to match the SILVER METEORS Budd built cars. Apparently Pullman had so many problems with these roofs they ended up ordering them from Budd. In any case Pullman Standard would accept no further orders for sleeping cars with fluted roofs. These sixteen cars with the fluted roofs built for the SAL and RF&P were probably the heaviest 10-6 sleeping cars ever constructed. Those Budd built 10-6 sleeping cars numbered 12 with six owned by the SAL and six owned by the PRR. These cars were pooled with the Pullman Standard built 10-6 sleeping cars and assigned to the SILVER METEORS and SILVER COMETS.

10 ROOMETTE 6 DOUBLE BEDROOM SLEEPING CARS Pullman Standard May - June 1949 (Built for and to SILVER METEOR - SILVER COMET)

SAL
25 RICHMOND

26 PETERSBURG

27 NORFOLK

28 PORTSMOUTH

29 RALEIGH

30 COLUMBIA

31 SAVANNAH

32 JACKSONVILLE

33 ORLANDO

34 TAMPA

35 CHARLOTTE

36 ATLANTA

37 BIRMINGHAM

RF&P

CHESTERFIELD

ESSEX

LANCASTER

10 ROOMETTE 6 DOUBLE BEDROOM SLEEPING CARS Budd Company June - August 1949 Plan: 9503 Lot: 9660-025 (Built for and assigned to SILVER METEOR and SILVER COMET trains)
SAL

38 ST. PETERSBURG

39 SARASOTA

40 WINTER HAVEN

41 LAKE WALES

42 WEST PALM BEACH

43 MIAMI

PRR

8333 ATHENS

8334 BRADENTON

8335 CHESTER

8336 CLINTON

8337 ATLANTA

8338 BIRMINGHAM

6 DOUBLE BEDROOM BUFFET 24 SEAT LOUNGE CARS American Car & Foundry August 1949 Plan: 9003 Lot: 3045 (Built for SILVER COMET and assigned to SILVER METEOR until 1956 then reassigned to SILVER COMET trains)

15 RED MOUNTAIN

16 STONE MOUNTAIN

17 KENNESAW MOUNTAIN

The Seaboard Air line ordered new lightweight streamlined sleeping cars in 1955 to upgrade the SILVER METEOR, SILVER STAR and SILVER COMET trains.
The first of the new cars delivered were six 4 Section 4 Roomette 5 Double Bedroom 1 Compartment Sleeping cars from Budd delivered in November 1955. These six cars were assigned to the SILVER STARS the only new sleeping cars ever built for operation in this train. Each of the three consist were assigned two of the new car per consist with one a New York - Miami car the other a New York - St. Petersburg car.

4 SECTION 4 ROOMETTE 5 DOUBLE BEDROOM 1 COMPARTMENT SLEEPING CARS Budd Company November 1955 Plan: 9537 Lot: 9658-168 (Built for and assigned to SILVER STAR)

50 BAY PINES

51 SOUTHERN PINES

52 PINEHURST

53 CAMDEN

54 HENDERSON

55 CEDARTOWN

From Pullman Standard came six 11 Double Bedroom Sleeping cars in December 1955 - January 1956 for assignment two per consist to the SILVER METEOR train sets. One car was a New York - Miami car the other a New York - St. Petersburg car.

11 DOUBLE BEDROOM SLEEPING CARS Pullman Standard December 1955 - January 1956 Plan: 4198A Lot: 6959 (Built for and assigned to SILVER METEOR)

70 OCALA

71 VENICE

72 HIALEAH

73 SEBRING

74 AVON PARK

75 TALLAHASSEE

Three 2 Compartment 2 Drawing Room 5 Double Bedroom Sleeping cars were delivered from Pullman Standard in January 1956. These three cars were built for the SILVER METEOR one per consist between New York and Miami but the cars often ran in the SILVER STAR in the winter months when the PRR assigned IMPERIAL series 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping cars to the SILVER METEOR.

2 COMPARTMENT 2 DRAWING ROOM 5 DOUBLE BEDROOM SLEEPING CARS Pullman Standard January 1956 Plan: 4201 Lot: 6970 (Built for and assigned to SILVER METEOR)

60 BOCA GRANDE

61 FORT LAUDERDALE

62 CLEARWATER

The three most talked about cars in railroad circles were the three 5 Double Bedroom Sun Lounge cars built for the SILVER METEOR trains to operate between New York and Miami. These cars featured windows in the roof of the lounge area as well as large side windows for lounge passengers to enjoy the view from. These cars were named for Florida Beaches and with their delivery at last freed the MOUNTAIN series 6 Double Bedroom Lounges for operation in the SILVER COMETS the trains they were originally intended for. The Sun Lounges were the closest thing to a dome car to operate in the Northeast corridor under the PRR wire.

5 DOUBLE BEDROOM BUFFET 21 SEAT SUN LOUNGE CARS Pullman Standard January 1956 Plan: 4202 Lot: 6970 (Built for and assigned to SILVER METEOR)

18 MIAMI BEACH

19 PALM BEACH

20 HOLLYWOOD BEACH

The above were the only cars acquired by the SAL until after merger with the ACL July 1, 1967 when all sleeping cars owned by the former SAL and ACL would be consolidated under the SCL banner. In July 1969 ownership of all SCL sleeping cars was transferred to Hamburg Industries and leased back to the Seaboard Coast Line for operation.

TTFN Al

[Anonymous]

A happy Saturday mornin' to everyone who's got no place else to go and the "Honey Do" list is mercifully brief, gasp! Tom yes, it is early but a C.R. and soda w/twist will give me a much better outlook on life, if you please, thanks. I'll make yet another "pitch" for old Jack to attend the Thread today. We get together again shortly and, hopefully, my powers of persuasion will prevail. Rob, if it is traction, "Lafayette," I'll be there![^] Just having trouble getting my steed to "drink the water." Thanks for your precautionary concerns re: HEMC mortgage, very thoughtful.[tup] I watched the KCity flood of 1951 on a brand new Zenith T.V., 10" B & W screen.[(-D] It broke my adolescent heart to see the West Bottoms yards (R.R. and Cattle) just disappear under the swirling cascade of brown sludge, a.k.a. the Missouri, Kansas and Blue rivers.[V] Bloated cattle carcasses, whole houses, semi trailers, you name it, could be seen bobbing along in the rushing current. Then a barge gouged open a gasoline storage tank and the real hell began. That was a blow KCity's packing industry never fully recovered from and just when I was getting accustomed to the stench of Cudahay, Armour, Swift, etc. vapors wafting on the northerly winds.[xx(] So, there is impathy for your loss up in Ontario.[V] 'Course now that I'm in Florida, "I've grown accustomed to the pace." OUCH! Hey Barndad, good stuff on the bad stuff from those early years of labor strife and mayhem. I guess the Pullman Strike and Hay Market Square slaughter eclipsed all other incidents in the Chicago area? Tom, good selection for the Encore. S.A.L. certainly ran some "classy" looking streamliners and their schedules south of Richmond were pretty darn good too. Oh BTW, I wasn't really talking to the wind last night, just missed your "sign off" by a few minutes.[:O] Leon already knows that I'm meshugge, so he paid me no mind (get it?).[tdn]

Like most of you, I'm anxiously awaiting detailed reports from the Old Country, i.e. Pete, our Ambassador to the Queen and Eric reporting vicariously via Phoenix, AZ from the Land of die hubshes Blondes Madels, Sweden.[^] Right now, however, it is back to yard work (89 deg. F, 89 % hum.) so the appraiser can, at least, see the house from the street. Inside, you ask? Frankly gentlemen, It has me worried. What will he/she think of all the G and HO gauge rolling stock scattered about indiscretly in nearly every room? Okay Boris, where is the door knob I brought for you? Oh, I see, it works better than Preperation H?[:(!] I'm outta here!!!

[siberianmo]

G'day!

Just a quickie - happy to see our two "earstwhiles" from opposite coasts join in this AM! [tup] [tup]

Email received and responded to, Doug - thanx! Also great beginning to the ENCORE! Saturday Posts - [tup] [tup] [tup]

No need to conceal the "ID" of the team that got it's butt whooped big time in ChiTown (except the last game - see my previous commentaries . . . ). The St. Louis Cardinals looked like amateurs during those first two games. Then then dropped another last night in the Motor City. Doldrums has hit my guys, except for our "big gun."
The AL surely has put the whammy on the NL over the past several years . . . .

That is quite a "list" in your Joke today. Don't know whether to Tweet you for a Rules Violation (I'm sure we can find one! <grin>) or simply roll with it . . . . taking a page out of "The Book of Twenty Fingers," eh [?] [swg]

Pehaps you'll get an offer for your trains, Ted!! [(-D] Appraisals - such a subjective venture to say the least. Once upon a time in another life - not that long after retirement and college - I decided to look into what it took to become an appraiser of real estate.
Without boring everyone to tears, I got my sales and brokers licenses - got "hired" by an outfit supposedly specializing in business real estate - thought they were going to train me - but later found out it was all smoke 'n mirrors. They just wanted "cold calls" and the like - that was it for me. Have no use for any of it . . . used to have a term for people like them - Shysters (sp).

No "themes" today Al, but nice compliment to the ENCORE! SAL [tup]

That KCity flood of 1951 was indeed a doozy. Had an uncle who went to a convention out there when it all broke loose. I was supposed to meet him in KC once the business aspect was over, and he was going to take me to the "sights." It would have been a great adventure for a kid - rail from NYC to KC and all of that. Alas, it didn't happen due to the situation wrought upon the area. I do recall seeing the pictures in the papers - didn't have TV then.

Why does a retired guy work on Saturdays [?] You are retired, aren't you Al] [?] Thought all truckers had lucritive retirement plans! [swg]

Later! [tup]

Tom[4:-)] [oX)]

[siberianmo]

ENCORE! Saturday - ENCORE! Saturday
first Posted on page 137


PASSENGER TRAIN NOSTALGIA #8

Here’s something to ponder with regard to our appreciation and fascination with
Classic Trains. Check this advertisement out (from The Official Guide of the Railways – 1956)

Great Northern(GN)


Great Way To CALIFORNIA via the Pacific Northwest

Chicago-Minneapolis-St. Paul-Spokane-Seattle & Portland-San Francisco-Los Angeles

TOWERING PEAKS in Glacier National Park in the Montana Rockies.

LOFTY MT. RAINIER looks over Seattle and Tacoma.

GOLDEN GATE BRIDGE is only one of the fascinating sights awaiting travelers in San Francisco.

Rail Fare to San Francisco is no more on Great Northern’s incomparable Great Dome EMPIRE BUILDER

To delight travel-experienced patrons who are planning a fall trip to California, suggest that they route themselves via the Pacific Northwest.

Great Northern’s EMPIRE BUILDER, now with Great Domes for both coach and Pullman passengers, takes the northern route across the nation - - more than two thousand miles of truly superb scenery.

Your patrons will thank you for sending them on a route where they can see the Mississippi River Palisades, Glacier National Park, the Rocky Mountains of Montana and Idaho. the Cascades of Washington and Oregon.

Connections with fine trains to and from California in Seattle or Portland. Rail fare from Chicago to San Francisco is no more via Great Northern.

For information:
P. G. Holmes
Passenger Traffic Manager
Great Northern Railway
St. Paul 1, Minnesota


Enjoy! [tup]

Tom[4:-)][oX)]


ENCORE! Saturday - ENCORE! Saturday

[passengerfan]

Good Morning Tom This is my last post before work Time for a double CR and a round for the house. That ought to see me through the day.

GREAT
NORTHERN
(GN)
Dining & Lounge Cars
by Al

The Great Northern became the first railroad to introduce new streamlined full service long distance trains following WW II. Pullman Standard between December 1946 and February 1947 delivered five train sets consisting of twelve cars each in time for the new EMPIRE BUILDERS inaugural February 23, 1947. Each of the new train sets featured three feature cars a 19-crew dormitory 10-seat lunch counter 10-seat lounge car, 36-seat dining car and a 2-double bedroom 1-drawing room buffet 27-seat lounge observation. The lunch counter dining car and the 36-seat dining car operated on a St. Paul-Chicago-Seattle-St. Paul cycle while all other cars operated Chicago-Seattle-Chicago. The lunch counter-lounge car was primarily for the use of coach passengers and the 36-seat dining car was for both coach and Pullman passengers. The sleeper-lounge observation was reserved for Pullman passengers only. One complete set of equipment was CB&Q owned the other four were Great Northern owned. The GN modernized and semi-streamlined a heavyweight dining car 1032 MINNESOTA, for standby service in the EMPIRE BUILDER if it became necessary to substitute for one of the trains fully streamlined diners. It was difficult to see if this car was operating in a EMPIRE BUILDER consist as the streamlining accomplished on this car by GN shops was excellent, the telltale was the six-wheel trucks under this car. The three feature cars of the 1947 edition of the EMPIRE BUILDER were both numbered and named.

19-CREW DORMITORY 10-SEAT LUNCH COUNTER 10-SEAT LOUNGE CARS Pullman Standard January-February 1947 (Built for and assigned to EMPIRE BUILDER later WESTERN STAR)

GN

1140 WATERTON LAKE

1141 ST. MARY LAKE

1142 TWO MEDICINE LAKES

1143 COEUR D’ALENE LAKE

CB&Q

1144 RED EAGLE LAKE

36-SEAT DINING CARS Pullman Standard January – February 1947 (Built for and assigned to EMPIRE BUILDER later WESTERN STAR)

GN

1150 LAKE SUPERIOR

1151 LAKE McDONALD

1152 LAKE CHELAN

1153 LAKE JOSEPHINE

CB&Q

1154 LAKE MICHIGAN

2-DOUBLE BEDROOM 1-DRAWING ROOM BUFFET 27-SEAT LOUNGE OBSERVATIONS Pullman Standard January – February 1947 Plan: 4109 Lot: 6751 (Built for and assigned to EMPIRE BUILDER later WESTERN STAR)

GN

1190 MISSISSIPPI RIVER

1191 MISSOURI RIVER

1192 FLATHEAD RIVER

1193 KOOTENAI RIVER

CB&Q

1194 MARIAS RIVER

The GN semi-streamlined a connecting train to the EMPIRE BUILDER that operated between Great Falls and Havre. This connecting train comprised a rebuilt and streamlined motorcar with a baggage compartment one heavyweight coach semi streamlined and the third car was a converted from a heavyweight coach. The car number 1059 ROBERT S. FORD featured 12-seat Dinette and 14 –seat Parlor for those passengers traveling first class on the main EMPIRE BUILDER either eastbound or westbound. The motorcar was replaced by a conventional diesel and baggage car after the hybrid was found unsatisfactory in maintaining the connecting service.
In order to give the commissary in St. Paul additional time in preparing the lunch counter lounge car and dining car for each days eastbound EMPIRE BUILDER the GN built an additional car of each of these types in their own shops. The GN built cars were both completed in July 1949 and were identical to the Pullman Standard built cars of 1947. The GN cars were painted and lettered for EMPIRE BUILDER service at the time of delivery.

19-CREW DORMITORY 10-SEAT LUNCH COUNTER 10-SEAT LOUNGE CAR Great Northern Shops July 1949 (Built for and assigned to EMPIRE BUILDER pool later WESTERN STAR)
1148 DEVILS LAKE

36-SEAT DINING CAR Great Northern Shops July 1949 (Built for and assigned to EMPIRE BUILDER pool later WESTERN STAR)

1155 LAKE WASHINGTON

In June 1950 the GN introduced three completely new daytime 5-car streamliners. Two of these were the new INTERNATIONALS operating a three times daily round trip schedule between Seattle and Vancouver, British Columbia. Each of these American Car & Foundry built streamliners carried two feature cars. Each INTERNATIONAL train set carried a 28-seat coach 24-seat café car 1145 or 1146. Each cars kitchen separated the coach seating and café seating.
The Parlor Observations of the INTERNATIONALS provided a small buffet for the car attendant to serve first class passengers drinks from. These two beautiful cars featured a customs inspection room the small buffet a parlor bedroom 17-parlor seats and 17-seat lounge observation. These two cars were numbered and named 1195 PORT OF SEATTLE and 1196 PORT OF VANCOUVER.

28-REVENUE SEAT COACH KITCHEN 24-SEAT CAFÉ CARS American Car & Foundry May 1950 (Built for and assigned to INTERNATIONALS)

1145, 1146

CUSTOMS OFFICE BUFFET PARLOR BEDROOM 17-REVENUE SEAT PARLOR 17-SEAT LOUNGE OBSERVATIONS American Car & Foundry May 1950 (Built for and assigned to INTERNATIONALS)

1195 PORT OF SEATTLE

1196 PORT OF VANCOUVER

The other five-car streamliner introduced in June 1950 was the RED RIVER between Grand Forks and St. Paul round trip daily. This train carried one feature car the Observation 1147 RED RIVER. This car offered an 8-seat dining room 9-seat lunch counter 16-seat Parlor observation.

8-SEAT DINING 9-SEAT LUNCH COUNTER 16-SEAT PARLOR OBSERVATION American Car & Foundry May 1950 (Built for and assigned RED RIVER)

1147 RED RIVER

In December 1950 Pullman Standard delivered nine sleeping cars to the Great Northern one of these was a sleeper-lounge-observation identical to the earlier ones from Pullman Standard built for the EMPIRE BUILDER in 1947. The reason for the new cars was a sixth consist was needed for the inaugural of the WESTERN STAR a new streamlined train to be inaugurated on June 3, 1951 between Chicago and Seattle-Portland on a slower schedule than the EMPIRE BUILDER thus the need for six sets of equipment. Actually the new WESTERN STAR would operate using the 1947 EMPIRE BUILDER equipment and the EMPIRE BUILDER was reequipped with all new fifteen car consists inaugurated the same date June 3, 1951.

2-DOUBLE BEDROOM 1-DRAWING ROOM BUFFET 27-SEAT LOUNGE OBSERVATION Pullman Standard December 1950 Plan: 4109A Lot: 6878 (Built for and assigned to WESTERN STAR)

1197 PRIEST RIVER

The new 1951 EMPIRE BUILDERS provided three feature cars in each fifteen-car consist. For the coach passengers there was the new G-N Ranch car with its 14-seat lunch counter 12-seat dinette 18-seat lounge. Another of the 1951 EMPIRE BUILDER feature cars was new 36-seat dining car. The other feature car was the Buffet Lounge Observations. The Great Northern purchased six each of the feature cars in order to change all three out on their eastbound trip at St. Paul and fully replenished cars would be added at that time. American Car & Foundry constructed all three-feature cars along with the head end cars and 60-seat coaches. Pullman constructed the new EMPIRE BUILDERS Sleeping cars and 48 seat leg-rest coaches.
Great Northern referred to the large windows located in the lounge observations as picture windows. Each of these cars also carried three Roomettes one for the car attendant, one for the Pullman conductor and the third for the Traveling passenger representative carried on the EMPIRE BUILDER. Only the Great Northern would ever own streamlined observations with roomettes as accommodation. A buffet and 38-lounge seats in the observation occupied the rest of these cars. The Great Northern received six each of the feature cars for the Mid-Century EMPIRE BUILDER.

G-N RANCH 14-SEAT LUNCH COUNTER 12-SEAT DINETTE 18-SEAT LOUNGE CARS American Car & Foundry May 1951 (Built for and assigned to EMPIRE BUILDER)

1240 CROSSLEY LAKE

1241 RUNNING CRANE LAKE

1242 HIDDEN LAKE

1243 ICEBERG LAKE

1244 WHITE PINES LAKE

1245 WHITEFISH LAKE

36-SEAT DINING CARS American Car & Foundry May 1951 (Built for and assigned to EMPIRE BUILDER)

1250 LAKE OF THE ISLES

1251 LAKE WENATCHEE

1252 LAKE ELLEN WILSON

1253 LAKE UNION

1254 LAKE MINNETONKA

1255 LAKE OF THE WOODS

3-CREW ROOMETTE BUFFET 38-SEAT PICTURE WINDOWED LOUNGE OBSERVATIONS American Car & Foundry May 1951 (Built for and assigned to EMPIRE BUILDER)

1290 APPEKUNNY MOUNTAIN

1291 ST. NICHOLAS MOUNTAIN

1292 GOING-TO-THE-SUN MOUNTAIN

1293 CATHEDRAL MOUNTAIN

1294 TREMPALEAU MOUNTAIN

1295 LITTLE CHIEF MOUNTAIN

For there next trains to be modernized the Great Northern turned to the 944-949 series of prewar 58-seat coaches that had served in the heavyweight EMPIRE BUILDER. Six of these 58-seat cars were assigned to the BADGER-GOPHER with two of the cars having seating reduced to 44. The reason for the seat reduction in cars 944 and 945 was a Train Sales Galley was installed in these cars for an attendant to travel through the coaches offering hot and cold drinks sandwiches and snacks. One of these cars was assigned to each GOPHER train set doubling in the BADGER service as well. These cars operated a round trip daily between St. Paul and Duluth.
In addition to the two train sales galley equipped coaches the GN shops modernized and remodeled to heavyweight Pullman Standard coaches originally built as parlor cars into Café Parlor Observations for the postwar BADGER-GOPHER service. The two cars when completed by GN shops featured a 10-seat Dinette and 26-seat Parlor Observation.
Pullman sold heavyweight parlor cars CORDELIA and NATALIE to the GN in June 1942. The GN rebuilt both to coaches numbering them 1083 and 1084 respectively. When the two cars were shopped in April 1952 they emerged as fully modern streamlined appearance Café Parlor Observations with squared off rear observation ends. After rebuilding the cars retained the numbers 1083 and 1084 but names were added 1083 was named TWIN CITIES and 1084 was named TWIN PORTS.
In June 1953 the CB&Q sold WESTERN STAR cars 1144-RED EAGLE LAKE and 1154-LAKE MICHIGAN to the Great Northern. The cars retained the same numbers in GN ownership.
In September 1953 the GN transferred one set of the Mid-Century EMPIRE BUILDER equipment to CB&Q ownership. The three feature cars transferred to CB&Q ownership were 1243 ICEBERG LAKE, 1250 LAKE OF THE ISLES and 1291 ST. NICHOLAS MOUNTAIN.
In August 1954 the GN shops completed the rebuilding of two heavyweight dining cars into modernized coach dining cars for service in the CASCADIAN the GN trains that operated on a daylight schedule between Seattle and Spokane daily in each direction. Once again the GN assigned 938-943 series coaches to these trains and the two Café-Dining cars numbers 1060 and 1061. These two cars were originally heavyweight dining cars 1030 OREGON and 1031 WISCONSIN, when modernized by GN shops they resembled lightweights except for there telltale six wheel trucks. The interiors were fitted with 18-reserved coach seats at one end and a 16-seat Café at the other end of these cars. They carried the train name on either side of the vestibule and were equipped with a red mars light to bring up the rear of the CASCADIAN trains.
The two cars were assigned to the DAKOTAN trains after the CASCADIANS had been discontinued.
In March 1956 GN rebuilt two of their 16-Duplex Roomette 4-Double Bedroom Sleeping cars 1175 OBERLIN GLACIER and 1177 HARRISON GLACIER. When the two cars emerged from the shops it was with new numbers and names 1198 MANTOBA CLUB and 1199 WINNIPEG CLUB. The new interiors fitted contained 8-Duplex Roomettes 2-Double Bedrooms Buffet 12-seat Dinette 12-seat Lounge. The two cars were rebuilt for the overnight WINNIPEG LIMITEDS between St. Paul and Winnipeg.

8-DUPLEX ROOMETTE 2-DOUBLE BEDROOM BUFFET 12-SEAT DINETTE 12-SEAT LOUNGE CARS (Rebuilt March 1956 assigned to WINNIPEG LIMITED)

1198 MANITOBA CLUB originally 1175 OBERLIN GLACIER

1199 WINNIPEG CLUB originally 1177 HARRISON GLACIER

TTFN Al

[siberianmo]

ENCORE! Saturday - ENCORE! Saturday
first Posted on page 140


Here’s something to enjoy regarding the Union Pacific from an advertisement in The Official Guide of the Railways – Aug 1956



Overnight – Every night
between CHICAGO & DENVER
Streamliner ”CITY of DENVER”

THIS SMART STREAMLINER FEATURES . . .

* The very latest in Pullman equipment; de luxe
bedrooms with newly designed, convenient
lavatory facilities. Modern roomettes . . . no
need to step into the aisle to lower or raise bed.
Also long length, restful berths.

* Coach seats built for complete comfort. Stretch-
Out leg rests and reclining backs. All seats
Reserved.

* Unusually attractive dining car serving highest
Quality of freshly prepared foods.

* Beautiful club lounge for Pullman occupants
and distinctive tavern car ”The PUB” for all
passengers.

Early morning arrival in both Denver and Chicago

WESTBOUND
Lv. Chicago (Milw. Road) ………. 4:30 p.m.
Ar. Denver (U. P.) .……………….. 8:30 a.m.

EASTBOUND
Lv. Denver (U. P.) .……………….. 3:30 p.m.
Ar. Chicago (Milw. Road) ………. 8:45 a. m.

UNION PACIFIC RAILROAD


Enjoy! [tup]

Tom[4:-)][oX)]


ENCORE! Saturday - ENCORE! Saturday

[West Coast S]

E N C O R E S A T U R D A Y is upon us!! Quite observent sir Tom, i'm becoming quite the perfectionist in my old age. Why oh why did the computer tech demostrate the many functions of the edit key?? Now if my bleeping spell check would function, seems my computer thinks of it as Spam...Machines were supposed to make our life easier huh??

Afternoon Doug, Rob, Al whoever else is lurking about, I see we have a Union Pacific encore in our midst, keeping with the flavor of the west, couldn't resist adding my two cents from to not too distance past.

An observation: It appears that many of our patrons have not been availing themselfs of many offerings of late for a variety of reason. I hereby declare all rounds on me until midnight my time...

QUOTE: Originally posted by West Coast S


THE ERA OF THE SPECIAL DUTY SERIES ARRIVES ON THE SOUTHERN PACIFIC;

In 1952 EMD began production of a model that would come to signify the Southern pacific's answer for severe tonnage ratingsover sever grades and light trackage requirements, the SD7 packing 1700hp with the new twelve axle Flexcoil trucks and employing maxium ballast in the frame for enhanced traction.

SP could have placed this order for forty eight units with Baldwin or Alco, as both builders had a history of heavy road switcher deliveries to the SP, in the end, SP chose EMD reliability over increased horsepower per unit. SP wanted no surprises out on the road. Deliveries continued until mid 1954 when the SD9 sucessor was announced. They arrived wearing the standard switcher paint for units of over 1500hp of black carbody,silver ends and Daylight orange Tiger stripes, the famous "Black Window" colors were still a few years away for the SD7's.

Numbered 4301-4347 the SD7's were immediently assigned to the tough and grueling Shasta Division, were they not only replaced steam but F7's as well. The displaced F units migrated to the Donner crossing, until sufficient SD deliveries caused them to be homeless again.
No longer would it be required to mu ten or more F units to avoid burning traction motors when half the number of SD's could handle the task.

Beginning in 1954 and continuing until 1957, 148 of the improved 1750hp SD9's were deilvered, SP rostered the largest fleet of both versions, numbered 4401-4547 these units were delivered from the factory in the now standard Black widow. With these units SP could retire steam en mass.

Some of the SD7's, wore orginal switcher derived colors to the introduction of Grey and scarlet in 1961, the 7-9's were still considered first line mainline power, however, by 1965 with the arrival of newer power, SP reclassified them as heavy switchers and per standard practice renumbered them into the 3800 series, indvidule model classfication was no longer a factor. , however two SD9's escaped the renumbering 4450/4451 were reclassified as passenger power and retained their steam boilers for use on the Lathrop connection of the Daylight, considered the best scrubbed units on the road they were nicknamed "Huff and Puff" in difference to their lack of speed, they later migrated to the commute pool and saw service on company trains as well until retirement in 1984 .

The SD's reigned supreme on the North Western Pacifc, heavy lumber traffic, questionable track conditions and many grades required as many as six to get the job done and there they stayed until the Union Pacifc merger. The complete SD roster was included in the 1967-1973 GRIP rebuild program, SP had no intent to re-invent the wheel, but incorporate new technologies not available when built, the horsepower ratings was not changed, no chopped noses were applied, but improved traction motors/ wiring and filter/spark arrestors were installed and the rear hood stripped of all light packages and the number boards plated over. Despite being renumbered yet again back to the 4300/4500's and offically confined to yard/transfer service, SP dispatchers would find mainline assignments for them as the recovery began and SP was caught flat footed with not enough locomotives and increased business, on a rare occasion they could be observed in the lead position leaving much newer designs to the trailing postions well into the nineteen eighties. All divisions of the vast system rostered the SD series for helper duty, locals, branch at one time or another.

The final use of the 7-9's occured under Union Pacifc ownership when the final four serviceable units were assigned to duty out of Bakersfield in helper duty, lack of sufficient available ni the valley power caused UP to dispatch them in a pure set for one final mainline assignment in 1997. Thus writing the final chapter a magical era harking back to very begining of dieselization on the SP and the history of a remarkable locomotive series..

Dave

[:D]

[siberianmo]

G'day!

Now THAT's the idea of ENCORE! Saturday - nice one, Dave! My guess is there won't be but one or two to read it this fine day. Such is life in the "fast lane," eh [?]

You've probably saved yourself a bunch of money with the free rounds - unless of course the track gangs from the Can-Am, CP & CN arrive en masse - that could be expensive! [swg]

Here's a little "teaser" from "my other Thread," which has been seen before many times, but it looks sooooooooo good! [tup]

CP FP7A #1418 (courtesy: www.trainweb.org)


Later! [tup]

Tom[4:-)] [oX)]

[passengerfan]

Good Afternoon Tom and whoever else might be out their. Time for a quick CR after all am still at the office for another hour. Temp 107 and no breeze.

Clean up lady was in this AM and don't know what she did with my Floppies I had on my desk.

Guess I will just have to wait until I can phone her.

Just got off the phone with my insurance man and he said I will have to supply them with a new list of all RR books and their present value for my homeowners policy. That is going to take me a month of spare time as I have four bookcases full, two cabinets and plastic tubs of RR magazines that half fill a closet. He says it is five years since I last supplied them with a list of my book collection and it needs to be brought up to date. I don't think I even have a copy of the old list to start from. That should keep me busy for a month or more.

Insurance man says the Companies are getting much tougher on replacement value without up to date lists and photos if possible. If unable to photgraph he suggested the list include book title, authors, publisher and year published ansd number of pages. He says the insurance companies are pretty good at coming up with values of book collections long out of print. He says he can personally vouch for the condition of the books in my collection as we are personal friends and he visits quite often. Thinks my Barrister Bookcases were a great investment in keeping the book collection dust free.

Enough of my rambling for now.

TTFN Al

[siberianmo]

G'day!

Last time I had one of those conversations you referred to Al it cost us about a 3rd more on our annual insurance premium. Love it - they call to tell you they need this or that - you do the work and they raise the rates. Something just doesn't sit well with me about that kinda stuff.

While I don't have anything extensive or expansive in my book holdings that I'd want to provide extra insurance for, I surely do with my model RRs. That's one of those things that I do have inventories and Pix of (as you guys know! [swg]) Money could never replace the loss - no way, no how.

Sounds like you are in a broiler out where you live - no thanx! Best advice I can provide is stay indoors and enjoy the A/C! [tup]

By the by - THANX for providing those Posts running in tandem with mine both here and on "my other Thread!" What a team, eh [?] [tup] [tup] [tup]

The first planning Email has been sent to all who requested to be on distribution for our 2007 2nd Annual Rendezvous in St. Louis.


Later! [tup]

Tom [4:-)] [oX)]

[passengerfan]

Good Afternoon Tom and the other members hanging in their. Time for a CR and a round for the house.

You are right about those insurance man conversations.I did notice he is driving a 2006 Lexus.

Union
Pacific
(UP)
Streaml;ined Dome Cars
by Al

The Union Pacific was the second largest purchaser of new dome cars next to the CB&Q and even today own domes for operation in their business fleet.
The first domes to be acquired by the UP were the four Astra-Domes built for the GM TRAIN OF TOMORROW (See Pullman Standard chapter). These cars built by Pullman Standard were delivered to GM in May 1947. The four cars were named only STAR DUST (Dome Coach), SKY VIEW (Dome Diner), DREAM CLOUD (Dome Sleeper) and MOON GLOW (Dome Lounge Observation). In April 1950 all four cars plus the EMD E7A 765 that had comprised the GM TRAIN OF TOMORROW were purchased by the Union Pacific and moved to Omaha, Nebraska. Here the cars and diesel were repainted from their stainless steel and royal blue scheme to the Armour yellow, harbor mist gray and red streamliner colors of their new owner Union Pacific. Since the Union Pacific operated only one train worthy of the four domes that required but a single set of equipment it was almost a foregone conclusion the UP would operate the cars in their pool train between Portland and Seattle.
For years the UP-GN-NP had operated four trains daily between these two major Northwest cities. Each railroad operated a daily train in each direction and every three months the operation of the overnight train was rotated between the three roads. The UP operated trains 457-458 as their regular schedule. These trains operated NB from Portland each morning bringing through sleeping cars from the connecting CITY OF PORTLAND and SP CASCADE to Seattle’s Union Station. The UP pool train returned to Portland each evening. During the long days of summer the round trip was entirely in daylight. During the spring and fall the train operated NB entirely in the daylight but southbound the train reached Portland after dark. In the winter months the southbound usually encountered darkness before even reaching Tacoma. The sleeping cars returned south to Portland on the NP pool train each morning operating from King Street Station just across from Union Station separated by the 4th Ave overpass.
The Union Pacific operated the former TRAIN OF TOMORROW cars and diesel unit from Omaha in a CITY OF LOS ANGELES train set. The train went on display in Los Angeles under a banner reading “TRAIN OF TOMORROW – Your Portland-Tacoma-Seattle Train of Today”. The Domeliner traveled from Los Angeles to Salt Lake City in a LOS ANGELES LIMITED consist. After display in the Utah Capitol the train traveled to Pocatello, Boise, La Grande, Pendleton, Portland, Tacoma and Seattle for display in each city before retuning to Portland to begin service on June 18, 1950. The rest of the trains consist of 457-458 was made up of modernized heavyweight coaches and parlor cars. Since the schedule did not require sleeping cars the Astra-Dome sleeping car DREAM CLOUD operated as a parlor car with all space sold at parlor car rates. The coaches of the new train required no extra fare, but this was not true of STAR DUST the Astra-Dome Coach as an extra supplement was charged for this car. All passengers could avail themselves of SKY VIEW the Astra-Dome dining car serving breakfast and lunch northbound and late lunch and dinner southbound. The Astra-Dome Lounge Observation MOON GLOW was only open to the first class parlor passengers. By 1951 the UP Domeliner unofficially known as the CITY OF SEATTLE was fully streamlined. The UP assigned numbers to three of the Astra-Domes in March 1956 STAR DUST numbered 7010, SKY VIEW numbered 8010 and MOON GLOW numbered 9015. The MOON GLOW had its round observation end squared off for mid-train operation in 1956 by Omaha shops. This did not alter the cars number of seats although at least two sofas were repositioned. The first of the old TRAIN OF TOMORROW Astra Domes withdrawn from trains 457-458 was 8010 SKY VIEW in September 1957, this was followed by 7010 in March 1958. In 1959 it is known that 9015 MOON GLOW operated for a time in one of the CITY OF DENVER consists. By the early 1960s all four of the original TRAIN OF TOMORROW cars could be seen in a Pocatello scrap yard minus trucks and piled up waiting to be cut up for scrapping. Only the former 9015 MOON GLOW has been spared. As this is written it is stored alongside Ogden station awaiting restoration. These cars are among he few dome cars to be scrapped.
The UP was impressed enough with these domes to order new Astra Dome cars of three types Coach, Dining and Lounge Observation from American Car and Foundry in late November 1952.
These domes were ordered after carefully considering routes to be assigned domes. The UP was faced with the situation of having six trains that were considered for domes the CITY OF LOS ANGELES, CITY OF PORTLAND, CITY OF DENVER, CITY OF SAN FRANCISCO, CITY OF ST.LOUIS, and CHALLENGER. The CITY OF SAN FRANCISCO was eliminated almost immediately from consideration after talks with the Southern Pacific. The SP would not even consider domes operating across the Sierra on their route between Ogden and Oakland. The scenery found along the remainder of the Overland route other than Sherman Hill was not considered for domes.
The UP eliminated the CITY OF DENVER route for this same reason, and the fact that this train was mostly an overnight route. Even though the major competition on the Chicago – Denver route the CB&Q was operating the CALIFORNIA ZEPHYR, although this was actually a through train to the west coast and operated the Chicago – Denver portion of the trip on a slower schedule than their DENVER ZEPHYR. At this time the DENVER ZEPHYR was operating with the original 1936 train sets. It is not known if the UP was aware that the CB&Q was planning new dome equipped DENVER ZEPHYRS at this time or not. In any case the only other competition in the Chicago – Denver route the Rock Island was actually no threat to the UP or CB&Q as their ROCKY MOUNTAIN ROCKET operated on a slower schedule and the ROCK ISLAND never owned domes.
This left the UP with the CITY OF PORTLAND, CITY OF LOS ANGELES, CITY OF ST. LOUIS and CHALLENGER trains to be considered for domes. As it would turn out all four of these trains would receive one or more domes.
The three types of Astra Domes built for the UP were Coach, Dining Car, and Lounge Observations.
The Dome Coaches seated 36 passengers in leg rest seats in pairs with all revenue seating confined to the cars main level forward and aft of the dome. In the depressed center area of the cars were located the Women’s and Men’s restrooms with enough room for make-up in the ladies and shaving in the men’s. These long distance cars featured less seating than there Budd counterparts whose long distance dome coaches seated 46 leg-rest seats on the main level in the area ahead of and behind the dome. Likewise large restrooms were located beneath the domes in the Budd built cars that operated in the COLORADO EAGLE, CALIFORNIA ZEPHYR, NORTH COAST LIMITED later EMPIRE BUILDER and DENVER ZEPHYR. The 24 seats in paired settees in the dome of the up cars were angled outward for better views of the passing scenery. Even so most passengers preferred the Budd built domes for viewing and this was especially true for those who took pictures from the dome. In the up AC&F built domes single curved panes of glass were used and in the case of Budd and Pullman Standard separate side pieces and roof pieces of glass were used. This first group of Dome coaches for the UP numbering ten were assigned to the CHALLENGER between Chicago and Los Angeles, and the CITY OF PORTLAND between Chicago and Portland one per consist. They were added to each of those trains consists as they arrived on the Union Pacific from the factory in St. Charles outside St. Louis.

24-SEAT ASTRA-DOME 36-SEAT LEG-REST COACHES American Car & Foundry December 1954-January 1955 (Built for and assigned to CHALLENGER and CITY OF PORTLAND)

7000 – 7009
The next domes to arrive on the UP were the Dome Lounge Observations. These cars numbered fifteen and were built for three trains the CHALLENGER, CITY OF PORTLAND and CITY OF LOS ANGELES. The rear of each flat observation was equipped with a large neon sign with the train name emblazoned upon it. The Astra-Dome Lounge Observations featured a pair of restrooms and a card room in the short main floor area forward of the dome with one large round table and seating for six. Even though signs were posted stating it was illegal to gamble some of the poker games on the CITY Domeliners cost many passengers hundreds and even thousands of dollars, particularly on the CITY OF LOS ANGELES and CITY OF ST. LOUIS. Beneath the dome was a nine-seat cocktail lounge and full service bar. The mural behind the bar depicted the Golden Spike Ceremony at Promontory, Utah. To the rear of the dome area on the main level of these cars was a desk and chair behind the stairway to the dome level and a lounge with settees, sofas and single chairs to seat 21-passengers occupying the Observation end. Initially the Astra-Dome Observations were assigned to the CHALLENGER, CITY OF LOS ANGELES and CITY OF PORTLAND one per consist bringing up the markers. Those originally assigned to the CHALLENGER were transferred to the CITY OF ST. LOUIS within three months of entering service. This gave the CITY OF ST. LOUIS its first dome giving it the status of Domeliner as well. The reason for this transfer was that the CHALLENGER was a coach train and the CITY OF ST. LOUIS was coach and sleeping car train and the UP management thought the Astra-Dome Lounge Observations should be assigned to trains that carried first class passengers. Within a year of the Astra-Dome Lounge Observations entering service the square observation ends were fitted with a diaphragm for mid-train operation. The cars kept their observation end except for the modification to the door and addition of the diaphragm. Rail fans everywhere missed the loss of the beautiful neon tail signs. They were probably the largest tail signs ever fitted to a streamlined train. The cars were than transferred mid-train operating behind the dining cars.

24-SEAT ASTRA-DOME 37-SEAT LOUNGE OBSERVATIONS American Car & Foundry February – April 1955 (Built for and assigned to CHALLENGER – CITY OF LOS ANGELES – CITY OF PORTLAND – later CITY OF ST.LOUIS)

9000 – 9014

In April – May 1955 the UP received the ten Astra-Dome Dining cars from American Car & Foundry to complete the initial dome order. These cars were among the most elegant dining cars to grace the rails during the streamliner period. The short main floor level ahead of the dome was for the Kitchen with a passageway for passengers along the left side. A pantry occupied half the area beneath the dome and the other half of the area beneath the dome was occupied by a private dining room with two tables for five. This area was also used during peak travel times as additional dining space. The large main floor dining area to the rear of the dome was occupied by the main dining room with three large round tables for four on the right side of the car and three small round tables for two on the left side of the car. In the Astra-Dome it was three booths for four on the left side and three booths for two on the right side. The forward five feet of the dome was occupied by a small pantry serving area with toaster, small refrigerator, ice-machine, small sink, and pneumatic dumbwaiter to the kitchen where the food was prepared. The dumbwaiter brought the food from the kitchen to the smart waiter (the one who collected the tips) for service to the passengers. These Astra-Dome dining cars were assigned to the CITY OF PORTLAND and CITY OF LOS ANGELES. This gave the CITY OF PORTLAND the distinction of being the only UP Domeliner that operated year round with al three types of domes.

ASTRA-DOME 46-SEAT DINING CARS American Car & Foundry April – May 1955 (Built for and assigned to CITY OF LOS ANGELES and CITY OF PORTLAND)

8000 – 8009

Those domes built in 1954-1955 were for assignment as follows for the following trains and were decorated accordingly.
CHALLENGER

Astra-Dome Coaches 7000 – 7004

CITY OF PORTLAND

Astra-Dome Coaches 7005 – 7009

CITY OF LOS ANGELES

Astra-Dome Dining Cars 8000 – 8004

CITY OF PORTLAND

Astra-Dome Dining Cars 8005 – 8009

CITY OF LOS ANGELES

Astra-Dome Lounge Obs. 9000 – 9004

CITY OF PORTLAND

Astra-Dome Lounge Obs. 9005 – 9009

CHALLENGER
Later
CITY OF ST. LOUIS

Astra-Dome Lounge Obs. 9010 – 9014

The Union Pacific switched from Chicago and Northwestern east of Omaha to Chicago to Milwaukee Road beginning October 30, 1955. This change made no difference in running times of trains between Chicago and Omaha. The Milwaukee Road repainted their passenger cars to streamliner colors and the home-built Milwaukee cars began infiltrating the Domeliner fleet as well as other UP trains.
Beginning in January 1958 the CITY OF DENVER became a Domeliner with the addition of a pair of former OLYMPIAN HIAWATHA full-length domes to the overnight streamliner. These two full length domes had actually become surplus as the OLYMPIAN HIAWATHA was operated combined with the MORNING HIAWATHA eastbound between Twin Cities and Chicago and westbound combined with the AFTERNOON HIAWATHA between the Chicago and the Twin Cities since 1957.
In January 1959 the UP combined the CITY OF DENVER and CITY OF PORTLAND between Chicago and the mile high capital of Colorado. The CITY OF PORTLAND already operated with the three AC&F domes in it’s consist so the Milwaukee Road domes were returned.
These were the only domes ever built by American Car & Foundry, and when the UP turned to them once again in 1958 for additional dome coaches to be assigned to the CITY OF ST. LOUIS they were turned down. AC&F was already phasing out of the passenger car business and offered the car plans and specifications to Pullman Standard after UP turned to them for these additional dome coaches. These six dome coaches built by Pullman Standard were unlike any other domes built by this manufacturer as the domes were identical to the earlier dome coaches built for the UP by AC&F. Pullman Standard took AC&F up on their offer for the plans and specifications of the dome coaches. Actually UP insisted the cars be built to these specifications and AC&F reluctantly provided the plans to Pullman Standard to build the cars. After all AC&F was still in the freight car building business and the UP was one of there best customers.
The six new Astra Dome Coaches were delivered to the Union Pacific in November – December 1958 and became the last new dome cars built for a railroad in the United States. These six cars were numbered UP 7011 – 7015 and Wabash 203 built for assignment to the CITY OF ST.LOUIS giving that train an Astra – Dome Coach and Astra – Dome Lounge Car.
The CITY OF SAN FRANCISCO eventually became a Domeliner beginning in September 1960 when the UP combined the CITY OF LOS ANGELES and CITY OF SAN FRANCISCO between Chicago and Ogden, Utah. The SP assigned one of their ¾ length domes to the CITY OF SAN FRANCISCO consists west of Ogden giving this last of the CITY streamliners Domeliner status.
The CHALLENGER ran combined in the slower seasons with the CITY OF LOS ANGELES beginning as early as 1956. By 1964 the UP was operating a so called CITY OF EVERYWHERE with the CITY OF LOS ANGELES – CITY OF SAN FRANCISCO – CITY OF DENVER – CITY OF PORTLAND – CHALLENGER operating as one train between Chicago west as far as North Platte, Nebraska where the CITY OF DENVER was uncoupled and operated as a separate train to Denver. The other combined trains ran as one to Green River, Wyoming where the CITY OF PORTLAND was separated and continued to its destination as a separate train. Next in Ogden the CITY OF SAN FRANCISCO split from the CITY OF LOS ANGELES and CHALLENGER and continued as a separate train west to Oakland. At Ogden the CITY OF ST. LOUIS was added to the CITY OF LOS ANGELES and CHALLENGER for the remainder of the trip to Los Angeles. Later the CITY OF ST. LOUIS would be added at Cheyenne, Wyoming for the trip to Los Angeles. When the CITY OF ST. LOUIS was dropped by the Waba***he train was renamed CITY OF KANSAS CITY and that became its eastern terminal. In the final year of operation before Amtrak the CITY OF EVERYWHERE operated domes in this manner.
CITY OF PORTLAND

Dome Coach Chicago – Portland

Dome Lounge Green River – Portland

CITY OF LOS ANGELES

Dome Coach Chicago – Los Angeles

Dome Lounge Chicago – Los Angeles

CITY OF SAN FRANCISCO

¾ Dome Lounge Ogden – Oakland

The Dome Dining cars and other dome coaches and lounges were stored by this time, as were many other cars.
The Union Pacific leased several dome coaches and lounges to Amtrak for a few months after the national passenger carrier took over the passenger trains from the railroads.
After that the UP sold off the dome cars with 4-dome coaches 7004,7008,7013,and 7014 going to the Alaska Railroad for use between Anchorage and Fairbanks and Seward and Anchorage.
The greatest numbers of UP dome cars thirty-three were sold to the Auto-Train Corporation for their trains between Lorton, Virginia and Sanford, Florida and later between Louisville and Sanford. For further information of these cars see the Auto-Train Chapter.
The UP retained three domes initially for there own business fleet. These were the 9004 one of the Astra-Dome Lounge cars originally built for CITY OF LOS ANGELES assignment, the car was named HARRIMAN in 1987 and was renamed SUN VALLEY in 1989. In 1990 the car was once again named HARRIMAN. It is in the UP Business fleet today.
The 8003 one of the Astra – Dome dining cars was retained by the UP for their business fleet until November 1971 when it was donated to the National Museum of Transport in Green Bay, Wisconsin.
The third Astra-Dome retained by UP was one of the coaches 7006 for excursion use. On January 19, 1987 the car was sold to the FNM in Mexico.
Today the UP Business and Excursion fleet operate nine dome cars all ex UP cars repurchased from other owners. Unlike when the cars operated in scheduled UP service with numbers only the cars all named as well for excursion and business fleet service today.
The 9004 HARRIMAN was the only car to have always remained in UP ownership.
The 9005 WALTER DEAN was initially sold to Auto-Train in May 1972 and was numbered 904 although the number was never actually applied. In December 1981 the car was sold at the Auto-Train liquidation auction to Great America Tours on Rail “GATOR Route” and assigned Amtrak excursion number 800621. The UP repurchased the car in March 1988 and named the car HARRIMAN in 1989. In 1990 UP renamed the car WALTER DEAN the name it carries today.
The UP 9009 was sold to Auto-Train in May 1972 and renumbered 908. Sold at the Auto-Train liquidation auction in December 1981 to American Law Center in San Jose CA. It is believed they planned to refurbi***he car for operation between their Florida and California offices. Apparently the car was never paid for and was forfeited to Dixie Rail Corporation of Savannah, Georgia in March 1982. Sold to a private owner in Missilon, Ohio in October 1984. Became Northern Railcar/Scenic Rail Dining “RIVERS EDGE” in 1987. Car was sold to Transisco Tours for the Sierra 49er service between San Jose and Reno numbered and named 800556 ZEPHYR COVE in 1991. Leased to KLS&C Wine Country Dinner Train in August 1991. Sold to Union Pacific in May 1993 numbered and named 9009 CITY OF SAN FRANCISCO.
The UP 7001 one of the Astra – Dome coaches was sold to Auto-Train in June 1972 and renumbered 701 after modifications and repainting. At the Auto-Train liquidation auction in December 1981 the car was sold to a private owner in Tulsa, Oklahoma. Mid-America Car Company purchased the car in 1982 on behalf of the Kansas City Southern for their business fleet. In October 1990 the car was repurchased by the UP and today is numbered and named 7001 COLUMBINE.
The UP 7015 one of the Pullman Standard built Astra-Dome coaches of 1958 was sold to Auto-Train in June 1972 and after remodeling and repainting was numbered 709. This car was sold at the Auto-Train liquidation auction December 1981 to a private owner in Tulsa, Oklahoma. This car was resold to Mid-America Car Company in 1982 on behalf of the Kansas City Southern who planned to add the car to their business fleet. In October 1990 the car was sold to the UP who numbered and named the car 7015 CHALLENGER.
Astra-Dome dining car 8004 was sold to Auto-Train in June 1962, after remodeling and repainting the car was numbered 803. The car was sold at the Auto-Train liquidation auction in December 1981 to Anbel and assigned the reporting marks ANBX 2040. Scenic Rail Dining purchased the car in 1987 and named the car “SCENIC VIEW”. Northern Railcar purchased the car in January 1988 and sold the car to Transisco Tours for the Sierra 49er train in 1989 where the car was numbered and named 800560 CRYSTAL BAY. After returning to Northern Railcar the car was leased to KLS&C for their Wine Country Dinner train in October 1990. Northern Railcar sold the car to the Union Pacific in May 1993 who after repainting numbered and named the car 8004 COLORADO EAGLE.
Another UP Astra-Dome dining car 8008 was sold to Auto-Train in June 1972 who remodeled the car and numbered it 807 after repainting. At the Auto-Train liquidation auction in December 1981 the car was sold to a private owner in Tulsa, Oklahoma. Resold to Carland Division of Kansas City Southern Industries in 1982. Stored at Mid-America Car company in Kansas City. The car was to have become part of the KCS business fleet with the number 22 never applied. The Union Pacific purchased the car in October 1990 and renumbered the car 8008 at that time and added the name CITY OF PORTLAND.

Canadian
Pacific
(CP)
Streamlined Dome Cars
By Al

Canadian Pacific had planned for some time to introduce fully streamlined trains in the Montreal/Toronto to Vancouver route. While in the early planning stages for their future passenger car needs. The CP vice-president passengers along with several engineers etc. visited Budd’s Red Lion Plant just outside Philadelphia. The visit was near the beginning of December 1952. After a day of talks with Budd the CP executives were preparing to leave when they eyed a new stainless steel dome observation being prepared for delivery to the CB&Q. This car CB&Q 378 SILVER LOOKOUT a 3-double bedroom 1-drawing room bar lounge vista-dome lounge observation was being prepared for shipment to its new owner and operation in the VISTA-DOME CALIFORNIA ZEPHYR and VISTA-DOME AK-SAR-BEN ZEPHYR. The CP executives were given a tour of the car and the idea for the CANADIAN was born.
So influenced was CP by this one car they would order eighteen nearly identical mates.
The CP ordered a total of 36 Scenic-Domes as they were called on the CP. These 36-domes were part of a total order for 172 Budd built cars for Canadian Pacific.
Eighteen of these cars were SKYLINE dome cars that featured besides a 24-seat dome 26-reclining leg-rest coach seats forward of the dome on the main level. Unlike most railroads where the short end of the car was forward, on the CP SKYLINE cars the long main floor level ahead of the dome was forward on the main level and included a boarding vestibule at this end. Below the dome was a kitchen and six seat dining area one table with seating for four and one with seating for two. The short end of the SKYLINE domes main level was occupied by a 17-seat Buffet area where meals were served, and the area served as a cocktail lounge during non-meal hours. The dome level was reserved for Coach Passengers in the SKYLINE domes. The cars basically served most coach passengers their meals, although coach passengers were permitted to dine in the full dining car.
The name Skyline was selected for these cars to honor a group of trail and Mountain hikers named the “Skyline Trail Hikers of the Canadian Rockies” a group formed in Banff, Alberta in 1933. Besides the name SKYLINE the cars were numbered 500-517. Only one SKYLINE dome was out of service by the time of transfer to VIA Rail Canada, that car was 508 wrecked in derailment of the CANADIAN April 17, 1965 near Terrace Bay, Ontario. Apparently the car was stored in Winnipeg until VIA Rail decided to scrap the car in December 1983.
The other group of Scenic-domes delivered to the CP by Budd were the 18-PARK cars so named as each of these 3-double bedroom 1-drawing room 12-seat Lounge Bar 13-seat Lounge Observations. These cars domes seated the standard 24. They were nearly identical to those built for the CB&Q-D&RGW-WP VISTA-DOME CALIFORNIA ZEPHYR. The 18-CP cars were named for Canadian National and Provincial Parks. Eight of the 18 cars were named for parks in British Columbia; the remaining ten were 2 each for parks in Ontario, Alberta, and Quebec. And the remaining four were named for a park in Manitoba, Saskatchewan, Nova Scotia and New Brunswick. A park did not represent only Newfoundland and Prince Edward Island, but then the Canadian Pacific Railway served neither province.
The cars were the perfect ending to what became one of the most talked about premier trains in the world the CANADIAN. The cars carried names only as follows with the park where the province is located in parenthesis.

ALGONQUIN PARK (Ontario)

ASSINIBOINE PARK (British Columbia)

BANFF PARK (Alberta)

EVANGELINE PARK (Nova Scotia)

FUNDY PARK (New Brunswick)

GLACIER PARK (British Columbia)

KOKANEE PARK (British Columbia)

KOOTENAY PARK (British Columbia)

LAURENTIDE PARK (Quebec)

PRINCE ALBERT PARK (Saskatchewan)

REVELSTOKE PARK (British Columbia)

RIDING MOUNTAIN PARK (Manitoba)

SIBLEY PARK (Ontario)

STRATHCONA PARK (British Columbia)

TREMBLANT PARK (Quebec)

TWEEDSMUIR PARK (British Columbia)

WATERTON PARK (Alberta)

YOHO PARK (British Columbia)

The CP PARK cars brought up the markers of both transcontinental trains the premier CANADIAN and secondary DOMINION. Each consist was assigned one each of the Scenic-domes. The first of the new Budd built cars arrived in July 1954 a sleeping car and ALGONQUIN PARK. They immediately went on a tour of the country to test passenger reaction to the new cars. Each of the new stainless steel cars featured a maroon letter board above the windows, with a matching 3” maroon stripe below the windows and a Beaver crest was applied to the sides of the cars near the boarding vestibule and the other end of the cars. On the rear of the PARK car was a lighted drumhead featuring a Beaver Crest and the trains name The CANADIAN. Years later when they were removed after the CP Rail image change they became collector’s items for railroad historians and others.
The CANADIAN was an all stainless steel train including the old heavyweight 14 section Tourist sleeping cars that received fluted stainless panels and were painted to match the otherwise stainless steel train sets.
The DOMINION was an interesting train as it carried a mixture of all maroon heavyweight and lightweight cars as well as many of the Budd cars in their consists as well. Both trains operated with a SKYLINE Dome and PARK Dome in each consist
The third Canadian Pacific train to operate with domes was the two consists of the ATLANTIC LIMITED that operated between Montreal and St. John, New Brunswick by a route that crossed the state of Maine nightly. Thus the ATLANTIC LIMITED was the only dome-equipped train to cross international boundaries in its overnight trips until the D7H began operating a pair of leased CPR SKYLINE domes between Albany and Montreal. .
The new CANADIAN was inaugurated April 24, 1955.
In later years after the DOMINION was discontinued these cars were assigned to operation in other CP trains such as the FRONTENAC, CHATEAU CHAMPLAIN, VIPER and ROYAL YORK.
Only one of the PARK cars was wrecked FUNDY PARK was rear ended by a steam locomotive leading a following train that failed to stop at a signal near Gull Lake, Saskatchewan July 9, 1959. This is the last case in North America where a steam locomotive destroyed a Budd Observation car, and the only incident of a steam locomotive destroying a Budd dome car. The remaining PARK cars were all transferred to VIA Rail Canada in 1978. See VIA Rail Canada for further details on the SKYLINE and PARK Scenic-domes.

24-SEAT SCENIC –DOME 26-SEAT COACH BUFFET 6-SEAT DINETTE KITCHEN 17-SEAT LOUNGE CARS Budd Company 1954-55 (Built for CANADIAN – DOMINION – ATLANTIC LIMITED – FRONTENAC – ROYAL YORK)

500 – 517

24-SEAT SCENIC – DOME 3-DOUBLE BEDROOM 1-DRAWING ROOM BAR 12-SEAT BEVERAGE ROOM 14-SEAT LOUNGE OBSERVATIONS Budd Company 1954-55 (Built for and assigned to CANADIAN and DOMINION)

15401 ALGONQUIN PARK

15402 ASSINIBOINE PARK

15403 BANFF PARK

15404 EVANGELINE PARK

15405 FUNDY PARK

15406 GLACIER PARK

15407 KOKANEE PARK

15408 KOOTENAY PARK

15409 LAURENTIDE PARK

15410 PRINCE ALBERT PARK

15411 REVELSTOKE PARK

15412 RIDING MOUNTAIN PARK

15413 SIBLEY PARK

15414 STRATHCONA PARK

15415 TREMBLANT PARK

15416 TWEEDSMUIR PARK

15417 WATERTON PARK

15418 YOHO PARK

TTFN Al

[Anonymous]

Good afternoon Tom and friends! Wow! What a job of coordinating the posts today by Tom, Al and Dave! I'm going to need a beer and a shot chaser to digest it all. Nice lead-off with Tom's Seaboard Fallen Flag, then a Seaboard streamlined sleeper post by Al. Tom's 2nd at bat was a GNR nostalgia, followed by Al's streamlined diner and lounge post. Then Tom unveiled a UP, which was complimented by Dave's SP article. Way to go guys!

I managed to sneak-out today to get pictures of a layout that ya'll won't be able to see when you get here next year. I took 137 photos of the Valley View Model Railroad in Union Illinois, which some of you may have already seen on TV or in Model Railroader. The proprietor, Ted Voss, is now 72 years old, and this is the last year he plans to be open to the public. But have no fear, I will share the pix with ya'll for tomorrows photo day. As for now, here's part II of my ENCORE:

The Great Strike of 1877 by H.R. Edwards Railroad Stories Feb. 1936

The railroad yards around Martinsburg were very much congested, with trains standing on all the sidetracks. Rioters were celebrating. There was nothing that local authorities could do but close all the liquor saloons in the city and send out a call for state and federal aid.

Meanwhile the strike movement was spreading westward to Wheeling, on the main stem, and also to the Parkersburg branch. The governor, Henry Matthews, appealed to the President of the United States, Rutherford B. Hayes. Mr. Hayes responded promptly, issuing a proclamation which ordered the rioters to disperse, and sending 400 troops of the regular army under Major General William H. French from Washington on a special train. William Keyser, the B&O’s second vice president, accompanied them in his car.

The soldiers reached Martinsburg early on the morning of July 19th. They were armed for battle, with Springfield rifles and three Gatling guns. They found 1,500 freight cars, some loaded, and seventy-three locomotives blocking the sidetracks in and about the city, but the main line was still open.

That day, under protection of bayonets, freight traffic started moving again to the east and west from Martinsburg. The blockade was partly lifted, but the strike was not ended. Indeed, it had barely begun. Inflamed by military interference, it became general even before nightfall of the 19th, crossing the Ohio River and extending as far west as Chicago.

At Grafton, W. Va., strikers cut bolts and connecting chains from all freight locomotives, ruining them for immediate use, and driving off the engine crews by force. At Newark and Columbus, Oh., freight trains were stopped and the wires west of Martinsburg were cut.

The second railroad to be swept into the strike was the Pennsylvania. On the morning of July 19th, the third day after the movement had started in Baltimore, the Pennsy freight men struck Pittsburgh, partly out of sympathy with the B&O strikers, but chiefly because the company doubled the number of cars on each train without increasing the number of crew, and also had more than doubled the distance.

At the morning call, strikers assembled in the yards and stopped every drag that attempted to roll a wheel. A dozen cattle trains at the East Liberty stockyards also were stopped. By midnight of the 19th fully 1,400 men had gathered in the two yards, and 1,500 cars were standing on the sidings; 200 of them were loaded with perishable goods.

Meanwhile, B&O Railroad officials balked at furnishing additional transportation to Major General French and his troops except on orders directly from Vice President King, because of the drunken condition of Major General French himself The railroad company was reported to have supplied three gallons of whiskey and two dozen bottles of ale in twenty-four hours for use in the general’s private car. Major General French answered the charges indignantly: “I think it outrageous hat if the officials put whiskey on board they should turn afterward on the officers for accepting the hospitality.”

Finally on the 22nd, the troops were given another special train and went merrily on their way. But while this petty bickering was going on, one of the bloodiest days of the strike was written in history.

Word reached Baltimore on the afternoon of the 20th that all freight trains leaving Martinsburg that day (still under military protection) were being stopped by strikers at Cumberland, Md., and the crews being taken off them. Thereupon the governor of Maryland, John Lee Carroll, issued an anti-rioting proclamation and ordered out the state militia at Baltimore. All day long throngs of citizens had been milling about the city anxiously watching the bulletin boards at newspaper offices and arguing over the situation. The clang of firebells at 5:30 P.M., calling the men to their armories for military duty, created the wildest excitement.

As the alarm rang out, crowds made their way toward the armories of the various regiments. That of the Sixth was located at Front and Fayette Streets, in a neighborhood frequented by the rough element. Before 6 P.M. a crowd of at least 2,000 men, women and children of Baltimore had surrounded the armory and were protesting military intervention. The crowd kept growing as men poured out of factories, sweat shops, stores and offices. Streets leading to the Sixth Regiment armory were jammed with a yelling cursing mob.

At 7:30 a man in uniform endeavored to get into the building. The rioters seized him, threw him over a bridge into Jone’s Falls, a stream which ran through that section of the city. Other militia men were seized and thrown over the heads of the mob; they were glad to escape with slight injuries. Then someone threw a brick at the soldier guarding a door of the armory. It was followed by a shower of missiles, which soon destroyed windows and doors of the building and injured some of the men. The whole available police force of the district was concentrated at this spot, but was powerless to quell the rising tumult.

At 8:15 P.M. Colonel Peters decided to march his command of 150 men to the Camden Station, to which General Herbert had ordered them to report. Each man was supplied with twenty rounds of ammunition and a breech loading Springfield rifle. They marched out with rifles loaded.

When they reached the door, passing out two by two, the order was given to stoop down as a shower of missiles greeted their appearance. The citizen soldiery wavered a moment, then marched solidly into the street, pressing back the angry mob and dodging stones. Finally the “tin soldiers”, as they were derisively called, could contain themselves no longer and opened fire on the strike sympathizers.

From then on, their progress toward the station was a series of rifle volleys in answer to showers of stones and scattering shots. Stores were hastily closed; peaceful citizens got off the main streets. At least nine persons were shot dead by the militia in their march to the depot, and a large number were wounded. The Fifth Regiment also was attacked en route to the station. All in all, it was a sad-looking group of citizen soldiers which finally reached the shelter of the railroad station. Vice President King of the B&O turned his private car into a hospital for the benefit of his military allies.

Late in the night of July 21st the rioters in West Baltimore set fire to a 37-car train of coal oil. This they fired by throwing wads of cotton waste saturated with flaming oil onto the train, but only seven cars, with three hundred barrels of oil, were burned. The rioters intended to run the train into Mount Clare and destroy the huge B&O shops there.

Shortly after a conflagration broke out near the President Street depot of the Philadelphia, Wilmington & Baltimore Railroad in Baltimore, but the efforts of police and firemen saved the station.


[:I] When you think about the differences between work and prison, maybe prison isn't so bad...

IN PRISON.......You spend the majority of your time in an 8x10 cell.
AT WORK........You spend most of your time in a 6x8 cubicle.

IN PRISON.......You get three meals a day.
AT WORK........You get a break for 1 meal and you have to pay for it.

IN PRISON.......You get time off for good behaviour.
AT WORK........You get rewarded for good behaviour with more work.

IN PRISON.......A guard locks and unlocks all the doors for you.
AT WORK........You must carry around a security card and unlock and open all the doors yourself.

IN PRISON........You can watch TV and play games.
AT WORK.........You get fired for watching TV and playing games.

IN PRISON.......You get your own toilet.
AT WORK........You have to share.

IN PRISON.......They allow your family and friends to visit.
AT WORK........You cannot even speak to your family and friends.

IN PRISON.......All expenses are paid by taxpayers with no work required.
AT WORK........You get to pay all the expenses to go to work and then they deduct taxes from you salary to pay for prisoners.

IN PRISON.......You spend most of your life looking through bars from inside wanting to get out.
AT WORK........You spend most of your time wanting to get out and go inside bars.

IN PRISON......There are wardens who are often sadistic.
AT WORK.......They are called supervisors.

IN PRISON.......You have unlimited time to read e-mail jokes.
AT WORK........You get fired if you get caught.

NOW GET BACK TO WORK! [:I]