"OUR" PLACE - SEE NEW THREAD!

[trolleyboy]

ENCORE ! ENCORE ! ENCORE ! ENCORE !

A classic steam encore for everyone to puruse this aftrenoon. This first appeared on page 183
enjoy Rob

CNR STEAM #7... PASSENGER TRAINS AT PALMERSTON ONTARIO

As taken from Ian Wilson's Steam Over Palmerston.

Palmerston is a town close to my heart. i've only visited it once but my Great Grandfather ( Mom's granddad ) was a section man / track walker based out of Palmerston. So I have been told many a story about these times in the 40's and 50's. Mom grew op in Listowell not far from this at the time important division point on CNR's mid Ontario branchlines.

Passenger switching Moves at Palmerston

Prior to Sept. 30,1956 , London trains 168 and 170 arrived on the north leg of wye and backed into the dog leg. After sept 30, train 168 arrived on the south leg of wye to facilitate the transfer of mail car to train 169. Southhampton trains 178 and M330 arrived on Owen Sound mainline,and cars were switched to adjacent yard lead after unloading. Kincardine trains 176 and M332 arrived on North leg of wye and backed into dog leg. after unloading , cars from Kincardine trains were removed from dog leg to make room for loading of Southhampton trains ( late in steam era M332,began arriving on Owen Sound mainline, backing in behind M330 ). Outgoing Kincardine trainswere backed from yard lead through crossovers, and forward to load on the Newton sub mainline ( generally upon arrival of train for Owen Sound ).

All trains to and from Owen Sound arrived on Owen Sound mainline. Engines off 172 and 174 backed onto cars left on yard lead. Engine then worked train around the wye to load on ( and leave from ) opposite side of the station. After sept 30, 1956 , 169 loaded on Owen Sound mainline, with mail car off 168 added to consist. At departrure, train backed to, then left from,north leg of the wye. All Southampton trains left from the dog leg. All trains for Kincardine left from Newton sub mainline. Durham mixed arrived on,and left from, Owen Sound mainline.


CARS

Consists of 173 from Hamilton,and 175 from Toronto went to Owen Sound,and returned to originating terminals on trains 174 and 172 respectivly. At Palmerston, cars as required from London trains were cycled to Southampton and return ( 168 to M329, 170 to 179, 178 to 169, M330 to 171 ). Through the end of steam, RPO cars worked from Hamilton to Park Head and return on 173 and 174 , and from Toronto to Owen Sound and return on 175 and 172. Untill sept 29 1956 , RPO's worked from London to Southampton and return on, 170, 179, M330 & 171 and 168 , M329,178 & 169/29. And from Palmerston to Kincardine and return on M331 & 176. Mailwas also handled bynbaggage cars on Durham trains M333 & M 334. and Kincardine trains 177 & M332. Effective sept 30,1956, all mail service on Southampton,Kincardine,and Durham subdivisions was cancelled. as a result, RPO's dissapeared from 170 & 171, and the RPO off 168 at Palmerston returned to London the same morning on 169/29 ( necessitiating a schedule change and revised operating procedures at palmerston )

The Passenger Trains


Number 168

Left London at 6am, after making connections with train 14, the Chicago-Montreal International Limited . At Stratford, cnnected with Goderich-Toronto train 28, Stratford-Sarnia train 601, and Stratford - Fort Erie M219. Scheduled meet with counterpart 169 at Milverton ( effective sept 30/56, departure time changed to enable 168 to arrive at Palmerston before 169 left ). At Palmerston,connected with Hamilton-Owen Sound train 173.

Number 169

From Palmerston,train to Stratford and London morning connection for Owen Sound-Toronto train 172,Kincardine-Palmerston train 176, and Southampton-Palmerston train 178. See number 168 for meeting times on Newton sub. At Stratford,connected to train 29 from Toronto. Consist of train 29 proceeded to Goderich as number 35. Consist of train 169 proceeded to London as number 29,where it connected with train 17 the Montreal-Chicago International Limited , and it's Windsor/Detroit section 117.Equipment off 29 at London worked to Port Huron and back on trains 17 and 20. In the eveining,these cars headed back to Palmerston on 170.

Number 170

Left London at 6:25pm,after connecting with train 620 from Sarnia. At Stratford,connected with Toronto-London train 11 ( connection disscontinued sept.30/56) At Palmerston,connected with Toronto-Owen Sound train 175.

Number 171

From Palmerston, train was Stratford and London afternoon connection for Owen-Sound-Hamilton train 174,Kincardine-Palmerston M332 and Southampton-Palmerston M330. See trains 168 and 170.

Number 172

Left Owen Sound at 5:50 am. At Palmerston,made connection with 176 from Kincardine,and 178 from Southampton and 169 for London.

Number 173

Left hamilton at 8:50 am. Connected with trains 27 and 29 at Guelph.In the 40's at Guelph an express car and two coaches from Toronto were lifted from 29,and placed at the rear of the hamilton cars. These came off at Palmerston,and were added to the tail end of number 174, and switched to train 34 at Guelph.Number 173 picked up an express car from number 27 at Guelph. At Palmerston,173 connecte dwith mixed trains to Kincardine,Southampton.and Durham,made connections to M337 for Wiarton and set an RPO out for Park Head.

Number 174

Left Owen Sound at 1:45pm. Usually lifted express car off Wiarton M336 at Park Head. Connected at Palmerston with mixed trains from Southampton,Kincardine,and Durham. Connected with trains 34 and 36 at Guelph. In the 1950's, express car was set off for no 36 at Guelph.


Number 175

Left Toronto at 5:35pm.At Palmerston,conected with train 170 from London,train 177 for Kincardine,and train 179 for Southampton.

Enjoy Rob

[trolleyboy]

Okay folks here uis part two of yesterdays transit shots, a little late but I'm sure that you will get a kick out of them anyway.This was charter that my wife and the gang from the ,museum took in in late summer 1992. Right before this line was closed down. Subsiquently this line has been reactivated in late 2005 with the same PCC's ! They were completely refurbished with the latest ultra quiet and fast "chopper" motors that the more modern LRV's are equipped with.

Enjoy Rob









And at the end of the trip they stopped in strassbourg on the way home ( typical railfans )






Rob

[trolleyboy]

Good monday morning gents. Cinday a hot cuppa and a lars speacial sandwich if you please. I'm gratified that yesterday went so well. i had a line of T storms come through so I did not log back on for a round two of photo's yesterday. Al,Ted,Mike Thanks for picking up the slack gents [tup]

Al The multiple streamliners were welcome respite to what could have been a very slooooow day.Thanks for pitching in sir. [tup]

Ted Ah yes well since you have a "history " witht he good inspector and Mr Doyle I shall nominate you to set up,the posse amd search out our wayward chief chef. I do hope that he did not end up in all that cement he was troweling a few weeks back [:O][xx(]

It was a bit off putting to see that so many were arrested in that sting in Toronto. From what I understand though they had been working on that "group" for a couple of years. Nice to see all the levels of responsibility work so well together. Federal CSIS & RCMP, Provincial OPP and local Metro Toronto Police. Hopefully they don't have many other "friends" out there. [tdn]

I;m glad that that old record has proved to be helpfull in your animating of the layout,i have another set of transit sots that I will post up tioday from a cahrter were took in in Philly in 1992.More neat PCC shots.

CM3 I love the MTA story second time or is it third. At any rate a fine fine piece of "Our Places" archieval history ! [tup] This post should have won you a second Silver throttle award. Oh Ted since you were the creator and judger of the STA, what say you of this fine fine MTA post [?] I love those old type 5's from Boston they habe the right sound. I suppose that I'm in the same boat. Whne I was a kid TTC was all PCC now they are all gone and in museum's. Time marches on eh [?]

Mike Thanks for the url's sir, nice to know that we can count on our crack research dept. To find all the appropraite info [tup]

Back soon

Rob

[coalminer3]

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

Mike – Thanks for the URLs.

Big Ed Walsh pitched for the White Sox from 1904-1916 and pitched for the Boston Braves in 1917. He had a lifetime 195-126 W-L record with a (get this!) career ERA of 1.82. Along the way he pitched 58 shutouts. He started 315 games lifetime, and pitched 250 complete games (2964 IP). Big Ed was elected to the Hall of Fame in 1946. He was a fairly good sized man; 6’1” tall 193 lbs. Well, enough of that for now.

Al – Thanks for much additional information.

Then we have – one of my favorite train names of all time – The Egyptian Zipper (no Boris, it’s a train not an exotic dancer). The C&EI also had, IIRC a “St. Louis Zipper” as well.

Also thanks to all for encores.

Happy belated birthday to John!

Rob – I remember riding on those MTA cars – it’s scary when my childhood is in a museum.

Herewith a previously-posted reminiscence of the Boston subway. ubway

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Work safe

[Anonymous]

A hearty, healthy good morning to all. Well, this starts off another week of "pinch hitting" for all who are away for a while. Cindy, I'll have a toasted English, butter and cuppa Joe to "break the ice." I see Mike has posted on the N.H. Besler "Steam Car" and streamlined steam locos of the N.Y.C. and C.P. As a kid, I was excited to see the innovations different Roads resorted to during the "Art Deco" period but was sad to see the trend was edging out those glorious stem monsters festooned with pumps, piping, injectors, feed water systems, et al. With all of this detail being shrouded over with plain, smooth sheet metal, it seemed sterile and "glitzy" to me. However, there were always the freight road locos, switchers and "hold outs" for traditional steam Buffs. The Frisco 4-6-2 version of streamlining was always a favorite of mine while many others just seemed grotesque. Perhaps the Pennsylvania Line retained the best integrity of the trend along with the West Coast counterpart, the S.P. 4-8-4. This is about the same time Traction car companies were turning to the early P.C.C.'s replacing the standard Peter Witts, St. Louis Cars, Brills and Bernies. Again, I didn't find the P.C.C. as interesting or varied as the older cars. They were far too quiet over turnouts, the motors were nearly silent and there was no hissing of air brakes or whinning of compressors which doesn't bring joy to a youngster's heart. Part of the ambience of going downtown was the cacaphony of traffic, squealing steel wheels and clanging of bells when you are grade school age. This is another reason I enjoy the recording I purchased from the Gift Shop at the Halton Co. Radial Rwy. Museum on our first "Rendesvous" to Toronto. Speaking of which, Rob your pix of the Boston and Kennebunkport excursion runs were surely appreciated.[^] It is so encouraging to see that folks younger than myslef have not let vintage traction "go the way of all flesh." [#offtopic], Your Toronto Police Force is really "on-the-ball" with nabbing the ring of Terrorists so quickly and professionally.[tup] It may be disturbing but such an event reminds us that we aren't "out of the woods" by a long shot. Anyhow, your assessment of our missing Cheif Chef[C=:-)] Nick is probably correct. It looks as if Inspector Clueless and Private Eye Doyle must be brought out of "moth balls" for this is no ordinary missing persons case. BTW, the reruns of Nick's past posts should give any new members a brief "M.O." of our "in house" gourmet.

At this point, there may be a disparity of numbers but quality and inter action remains intact. I hope Tom and Spouse are enjoying the best Alaska has to offer. The Pacific bounty of the sea brings back memories of Alaskan King Crab and so many other fresh varieties of delicacies that my mouth waters as I speak. I wonder if Alaska R.R. still runs full dining service on some of their trains? I shudder to think of the prices, however. Well, I've rambled enough for one moring's deposit and must attend to some over due correspondence. Happy rails all.

[passengerfan]

Good Morning Gang. Time for a coffeee and a crumpet from the Mentor Village Bakery.

Mike see you are able to find photos of just about all of the streamliners guess that makes us a team. Perfect for photo sunday postings.

Here is this mornings early streamliners.

B&O
ROYAL BLUE
(April 25, 1937)
By Al

The B&O inaugurated an all (new) streamlined ROYAL BLUE behind steam power on April 25, 1937. Actually this consist was made up of heavyweight cars streamlined in the B&O Mt. Clare Shops in Baltimore by the Railroads own skilled craftsmen. This gave the B&O two ROYAL BLUE train sets the lightweight Aluminum train set of 1935 built by American Car & Foundry and the heavyweight streamlined train set. The eight-car consist of rebuilt and streamlined heavyweight ROYAL BLUE was preferred by passengers over the lightweight consist and passengers of this Jersey City – Washington, D. C. train let management know. Since only one consist was needed for the ROYAL BLUE schedule the lightweight consist was transferred to B&O subsidiary C&A and the streamlined heavyweight consist became the preferred ROYAL BLUE train.

Unknown 4-6-2 Pacific Locomotive & Tender

1300 Baggage 36 Revenue seat Coach

3520 68 Revenue seat Coach

3511 54 Revenue seat Coach

3512 54 Revenue seat Coach

3065 52 Revenue seat Coach Buffet Car

1075 42-seat dining Car

2110 26 Revenue seat Parlor Car with 5 seat Parlor Drawing Room

3300 Buffet Solarium Observation

AT&SF
SUPER CHIEF
(May 18, 1937)
2,223 miles
By Al

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

1A Box Cab 1,800 HP Diesel Passenger Unit

1C Box Cab 1,800 HP Diesel Passenger Unit

3430 Baggage Car

ISLETA 8 Section 1 Drawing Room 2 Compartment Sleeping Car

TAOS 6 Double Bedroom 2 Compartment 2 Drawing Room Sleeping Car

1370 ACOMA 12 Crew Dormitory Barber Shop Bar 25 seat Lounge Car

1474 COCHITA 36 seat Dining Car

ORAIBI 6 Double Bedroom 2 Compartment 2 Drawing Room Sleeping Car

LAGUNA 8 Section 1 Drawing Room 2 Compartment Sleeping Car

NAVAJO 2 Double Bedroom 2 Compartment 1 Drawing Room 14 seat Lounge Observation

C&EI
EGYPTIAN ZIPPER
(May 20, 1937)
By Al

This service between Danville and Cypress, Illinois was inaugurated with a pair of motorailers built by American Car & Foundry. The two single car streamlined motorcar trains were operated over the 242-mile route as locals making all stops along the route. As the route had a mail contract the cars were equipped with a 15’ Railway Post Office Compartment. The EGYPTIAN ZIPPER trains entered service for owner Chicago and Eastern Illinois on May 20, 1937. The trains made connections with C&EI trains to and from Chicago at Danville.

245 SALEM Streamlined Single Car 200 HP Motor Train with Control Cab 15’ Railway Post Office Compartment and 61 Revenue Coach seats

342 MT. VERNON Streamlined Single Car 200 HP Motor Train with Control Cab 15’ Railway Post Office Compartment and 61 Revenue Coach seats

Pullman-C&NW-UP-SP
FORTY NINER
(June 8, 1937)
2,260 miles
By Al

This all-Pullman train was inaugurated June 8, 1937 between Chicago and Oakland Pier by way of the C&NW – UP – SP Overland route. The Pullman operated FORTY NINER was an interesting train with all cars provided by Pullman and Pullman owned. The power was supplied by the operating roads over whose lines the FORTY NINER operated, the C&NW initially assigned Pacific’s for power later replaced in 1938 by the new streamlined Hudson’s between Chicago and Omaha. The Union Pacific added streamlining to two locomotives and tenders for assignment to the FORTY NINER, Pacific 2906 was assigned between Omaha and Cheyenne, streamlined Mountain 7002 took over the FORTY NINER for the trip to Ogden. Between Ogden and Oakland Pier the Southern Pacific assigned any of their Mountains available.
The eight car consist was comprised of six heavyweight cars streamlined by Pullman Shops complete with skirting and full width diaphragms and the last two cars were an articulated pair of lightweight streamlined cars. All cars were renamed from their original Pullman names to names associated with the California Gold Rush of 1849 as follows.

DONNER LAKE originally K-100

ANGEL"S CAMP originally D-100

JOAQUIN MILLER originally YOSEMITE PARK

JAMES MARSHALL originally McCLINCHY

CAPTAIN JOHN SUTTER originally ST. LEON

GOLD RUN originally McGILL
BEAR FLAG originally ADVANCE

CALIFORNIA REPUBLIC originally PROGRESS

This all-Pullman train made its first run from Chicago on June 8, 1937 and its final run from Oakland Pier on July 26, 1941. The cars were painted in Dark Gray with Black roof, trucks and under body. The Gray was broken by white accent stripes outlined in black and the lettering was in dulux Gold Leaf. The train was scheduled to operate opposite the first CITY OF SAN FRANCISCO though on a slower schedule.

2906 Streamlined 4-6-2 Pacific Locomotive & Tender (Omaha – Cheyenne)

7002 Streamlined 4-8-2 Mountain Locomotive & Tender
(Cheyenne – Ogden)

DONNER LAKE Baggage 12 Crew Dormitory Kitchen Car

ANGELS CAMP 56 seat Dining Room Car

JOAQUIN MILLER Barber Shop 4 Drawing Room 3 Compartment Sleeping Car

JAMES MARSHALL 12 Section 1 Drawing Room Sleeping Car

CAPTAIN JOHN SUTTER 12 Section 1 Drawing Room Sleeping Car

GOLD RUN 12 section 1 Drawing Room Sleeping Car

BEAR FLAG Articulated Lightweight 2 Double Bedroom 14 Duplex Single Room Sleeping Car
CALIFORNIA REPUBLIC Articulated Lightweight 3 Double Bedroom 1 Compartment Buffet 25 seat Lounge Observation

B&O – C&A
ANN RUTLEDGE
ABRAHAM LINCOLN
(July 26, 1937)
By Al

The ANN RUTLEDGE name was assigned to the first streamlined ABRAHAM LINCOLN train on July 26, 1937 when the former streamlined ROYAL BLUE consist was transferred and repainted from C&A owner B&O to the Chicago – St. Louis run and renamed ABRAHAM LINCOLN. On that date the C&A began offering two daily round trip streamlined trains between Chicago and St. Louis the ABRAHAM LINCOLN and ANN RUTLEDGE. See ABRAHAM LINCOLN and ROYAL BLUE of 1935 for consists.

CRI&P
TEXAS ROCKET
(August 29, 1937)
283 miles
By Al

The TEXAS ROCKET was the first of the Rock Island lightweight streamlined three car ROCKETS to enter service on August 29, 1937. In fact it was the first of the Rock Islands long line of lightweight streamlined ROCKETS to enter service. The TEXAS ROCKET was assigned to operate a Dallas – Fort Worth – Houston daily round trip opposite the CB&Q SAM HOUSTON ZEPHYR with both trains operating over the 250-mile route in each direction in a flat 240 minutes. The three cars were constructed by Budd, as were all of the cars for the first three and four car ROCKETS built to operate trailing EMC TA model passenger diesel units. The EMC TA was the perfect power for these size trains with its 1,200 HP and full ROCKET dress paint scheme introduced on the TA diesels from EMC. It was only when the Rock Island added additional cars to the original three and four car ROCKET consists that the shortcomings of the TA became apparent (lack of MU capability, and under powered). The first two cars in the three-car ROCKET train sets and the first three cars in the four car ROCKET train sets were articulated with the Observations of both the three car and four car trains simply coupled.

602 EMC TA 1,200 HP Passenger Diesel Unit

402 DREAM LAKE Articulated Baggage Kitchen 32 Revenue seat Dinette Coach
302 MESA VERDE Articulated 76 Revenue seat Coach

452 CENTENNIAL 28 Revenue seat Coach 24 seat Parlor Observation

C&NW – UP – SP
CHALLENGERS
(September 15, 1937)
2,299 miles
2,260 miles
By Al

Beginning September 15, 1937 The LOS ANGELES CHALLENGER that had been operating in daily service since 1935 between Chicago and Los Angeles and the new SAN FRANCISCO CHALLENGER both began operating with lightweight streamlined cars in their consists. The lightweight streamlined cars were all from Pullman Standard and were painted Olive Green for these trains with the name CHALLENGER in Red Script centered below the windows. The Tourist Sleeping Cars and most Dining Cars remained heavyweights and the trains still needed many heavyweight coaches to augment the lightweight streamlined coaches of 1937. The LOS ANGELES CHALLENGER was assigned new lightweight streamlined Twin Unit Dining cars at the same time the new coaches entered service. These trains were assigned non-streamlined steam locomotives and tenders for power by the three operating roads C&NW, UP and SP although the C&NW would assign there streamlined Hudson Locomotive & Tenders to the CHALLENGERS. The September 15, 1937 date is the date the CHALLENGERS began operating with the lightweight streamlined cars in there consists and all advertising associated with the CHALLENGERS mentioned streamlined after that date.

T&NO
SUNBEAM
(September 19, 1937)
By Al

On September 19, 1937 Southern Pacific subsidiary Texas & New Orleans inaugurated new eight-car streamlined trains between Dallas and Houston named the SUNBEAMS The new trains sported the same DAYLIGHT paint scheme of parent Southern Pacific’s DAYLIGHT. For power the T&NO streamlined three P-14 class 4-6-2 Pacific Locomotives and painted them and their Vanderbilt Tenders in DAYLIGHT colors to match. The new SUNBEAMS were scheduled over the 264-mile route in 4 ¾ hours. Beginning June 1, 1938 the schedule became non-stop between the two largest cities in Texas and the scheduled time was trimmed by twenty minutes to 4 hours 25 minutes in each direction. This was to meet the mile-a-minute timing of the Rock Island TEXAS ROCKET.

653 Streamlined P-14 class 4-6-2 Pacific Locomotive & Tender

650 Baggage Car

450 48 Revenue seat Coach

500 Articulated 50 Revenue seat Coach
501 Articulated 50 Revenue seat Coach

502 Articulated 50 Revenue seat Coach
503 Articulated 50 Revenue seat Coach

700 32 Revenue seat Parlor Car

950 24-seat Dining 16 seat Lounge Observation

SECOND CONSIST

654 Streamlined P-14 class 4-6-2 Pacific Locomotive & Tender

651 Baggage Car

451 48-revenue seat Coach

504 Articulated 50 Revenue seat Coach
505 Articulated 50 Revenue seat Coach

506 Articulated 50 Revenue seat Coach
507 Articulated 50 Revenue seat Coach

701 32 Revenue seat Parlor Car

951 24-seat Dining 16 seat Lounge Observation

TTFN Al

[wanswheel]

Time to put a nightcap on the 1930s.

Ted, thoughtful commentary, thanks always
and Rob, thanks for the local color today.

Al, a few more links inspired by your streamliner posts

New York Central Mercury engine 4915 type 4-6-2, Olmsted Falls, Ohio, August 9, 1937
http://photoswest.org/photos/00013501/00013561.jpg

Canadian Pacific engine 3001 type 4-4-4 Calgary, Alta., August 3, 1938
http://photoswest.org/photos/00020376/00020382.jpg
http://photoswest.org/photos/00020376/00020481.jpg

Canadian Pacific engine 3004 type 4-4-4 Quebec, Que., August 14, 1937
http://photoswest.org/photos/00020376/00020482.jpg

These next 2 are inconvenient. To see the photo, "click to enlarge" JPEG, in the blue box to the right

New Haven Besler steam car 9210 at Bridgeport
http://quest.lib.uconn.edu:20027/enc36ui/servlet/LogicRouter?PAGE=object&OUTPUTXSL=object_enc36ui.xslt&pm_RC=R_RAILRDDB&pm_OI=433&pm_GT=Y&pm_IAC=Y&api_1=GET_OBJECT_XML&num_result=0

New Haven Besler steam car & engineer
http://quest.lib.uconn.edu:20027/enc36ui/servlet/LogicRouter?PAGE=object&OUTPUTXSL=object_enc36ui.xslt&pm_RC=R_RAILRDDB&pm_OI=432&pm_GT=Y&pm_IAC=Y&api_1=GET_OBJECT_XML&num_result=1

[passengerfan]

Good evening all . Just thought I would look in on Tom's forum and see how it did today.

CMStP&P
NORTHWOODS
HIAWATHA
(October 11, 1936)
170 miles
by Al

On the same date the Milwaukee Road inaugurated new streamlined HIAWATHAS on October 11, 1936 the Milwaukee Road assigned one of the original train sets to service between Minocqua and New Lisbon. There the train connected with the HIAWATHAS between Chicago and the Twin Cities. For power as the 4-4-2 Atlantic Locomotives and Tenders were two heavy for this line the Milwaukee Road shops streamlined an older 4-6-0 Ten Wheeler Locomotive and tender numbering it 10 for NORTH WOODS HIAWATHA service. The train operated beyond Minocqua to Star Lake during the summer, as this was a large summer resort area. The following year in 1937 the Milwaukee Road streamlined a second 4-6-0 Ten Wheeler and numbered it 11 for NORTHWOODS HIAWATHA service. The NORTHWOODS HIAWATHA required a single consist to maintain it’s most leisurely of all HIAWATHA schedules.

10 Streamlined 4-6-0 Ten Wheeler Locomotive & Tender

5251 48-seat “TIP TOP TAP” Café Lounge Car

4400 series 48 Revenue seat Coach

4400 series 48 Revenue seat Coach

4400 series 48 Revenue seat Coach

ISHKOODAH 22 Revenue seat Parlor Car

WENONAH 24 Revenue seat Parlor Beavertail Observation

NYNH&H
BESLER
(October 16, 1936)
318 miles daily
by Al

This two car bi-directional streamlined train was rebuilt from a pair of old commuter coaches in the New Havens own shops. Named for the experimental steam power plant installed in one unit the BESLER was a one of a kind never repeated? The power plant developed 550 hp and was installed behind the Shovelnose Control Cab just ahead of the Baggage Room of car 9210. Car 9210 in addition provided coach seating for 64 passengers. The trailing coach 9211 with a control cab also provided revenue coach seating for 88. Controls in 9211 were operated by pneumatics from 9210. The train being bi-directional did not require turning at terminals it being a simple matter to reverse the seats. Initially the BESLER was assigned to a Waterbury-Bridgeport- Hartford-Bridgeport-Waterbury-Bridgeport-Waterbury-Bridgeport-Waterbury schedule that covered 318 miles daily. The BESLER entered service October 16, 1936 and was not scrapped until 1948, but the train had been sitting stored since the end of WW II. Historically it was significant as the last steam motorcar ever constructed in the United States.

9210 Shovelnose Cab 550 HP Besler Steam Power Plant with Baggage Compartment and 64 Revenue Coach seats

9211 88 Revenue seat trailing Coach with Shovelnose Control Cab for Bi-directional operation

CB&Q
DENVER ZEPHYRS
(November 7, 1936)
1,034 miles
By Al

The Burlington Railroads answer to the Union Pacific Railroads CITY OF DENVER streamliners the Stainless Steel DENVER ZEPHYRS entered scheduled service November 7, 1936. These trains represented the first CB&Q Shovelnose ZEPHYRS in which the power was not articulated to the rest of the trailing consists. These were the first and only Shovelnose Diesels to have a Booster Unit built for operation with them. The Shovelnose A units had a pair of 900 hp Winton 201-A Diesels developing a total of 1,800 hp, and the trailing Booster or B unit had a single 1,200 hp Winton 201-A Diesel thus giving each ten car consist 3,000 hp total. The DENVER ZEPHYR was the first Burlington ZEPHYR in which the power and all cars featured SILVER prefix names something that would become synonymous with the CB&Q almost a trademark as it were.
The new DENVER ZEPHYRS replaced the three car ADVANCED DENVER ZEPHYRS on a fast sixteen hour overnight schedule between Chicago and Denver in either direction. The new ten car DENVER ZEPHYRS provided Coach seating, Sleeping Car space, and Parlor car seating, this was quite unusual for a train to provide both Sleeping car space and Parlor Car seating in the same train. The Parlor seating was sold between Chicago and Lincoln westbound and Denver and Omaha eastbound. The new DENVER ZEPHYRS would receive a new 64-revenue seat Coach with 16-seat Dinette seating in May 1938 to increase coach capacity. These cars were 4852 SILVER BEAM in one consist and 4853 SILVER BELL added to the other consist. The addition of this coach brought each DENVER ZEPHYR train up to eleven cars. In April, 1939 Budd delivered a pair of Sleeping cars with 4 Roomettes 4 Chambrettes 1 Drawing Room 1 Compartment and 4 Double Bedrooms to the CB&Q one for each DENVER ZEPHYR train. These two cars were 445 SILVER SLIPPER in one train and 446 SILVER MOON assigned to the other train. This brought the DENVER ZEPHYR trains to twelve cars each. The pair of shovelnose power units with booster units was found to be sufficient for maintaining the hot schedule. Although as the CB&Q began receiving their EMD E5A and B units they were assigned to the DENVER ZEPHYRS replacing the shovelnose pair built for them. This gave the DENVER ZEPHYRS 4,000 hp per train set. Other than a refurbishing of the interiors that the two train sets underwent in 1948 and 1949 they remained on the Chicago – Denver route until October 27, 1956. On the following day October 28, 1956 the 1936 DENVER ZEPHYRS were replaced in Chicago – Denver service with new DENVER ZEPHYRS. At that time the original DENVER ZEPHYR trains were leased to the C&S a Burlington subsidiary for operation as the TEXAS ZEPHYRS between Denver and Fort Worth – Dallas overnight in each direction. In June 1957 the two trains were transferred to C&S ownership and continued in TEXAS ZEPHYR service.

9906A SILVER KING Shovelnose 1,800 hp Diesel Passenger Cab Unit

9906B SILVER QUEEN Shovelnose 1,200 hp Diesel Passenger Booster Unit

950 SILVER COURIER Auxiliary Power 30’ Railway Post Office Baggage Car

980 SILVER LINING Baggage 15 Crew Dormitory Buffet 16 seat Lounge Car

4852 SILVER BEAM 64 Revenue seat Coach 16 seat Dinette Car (Added May, 1938)

4631 SILVER CITY Articulated 64 Revenue seat Coach
4632 SILVER LAKE Articulated 38 Revenue seat Coach
152 SILVER GRILL Articulated 40 seat Dining Car

410 SILVER STATE Articulated 12 Section Sleeping Car
411 SILVER TIP Articulated 12 Section Sleeping Car

412 SILVER ARROW Articulated 12 Section Sleeping Car
440 SILVER SIDES Articulated 3 Compartment 1 Drawing Room 6 Double Bedroom Sleeping Car

445 SILVER SLIPPER 4 Roomette 4 Chambrettes 1 Drawing Room 1 Compartment 4 Double Bedroom Sleeping Car (Added April, 1939)

230 SILVER FLASH 10 Revenue seat Parlor Buffet 31 seat Lounge Observation

SECOND CONSIST

9907A SILVER KNIGHT Shovelnose 1,800 HP Diesel Passenger Cab Unit

9907B SILVER PRINCESS 1,200 HP Diesel Passenger Booster Unit

951 SILVER HERALD Auxiliary Power 30’ Railway Post Office Baggage Car

981 SILVER BAR Baggage 15 Crew Dormitory Buffet 16 seat Lounge Car

4853 SILVER BELL 64 Revenue seat Coach 16 seat Dinette Car (Added May, 1938)

4633 SILVER SPRUCE Articulated 64 Revenue seat Coach
4634 SILVER PLUME Articulated 38 Revenue seat Coach
153 SILVER SERVICE 40 seat Dining Car

413 SILVER SKATES Articulated 12 Section Sleeping Car
414 SILVER SCREEN Articulated 12 Section Sleeping Car

415 SILVER TONE Articulated 12 Section Sleeping Car
441 SILVER THREADS Articulated 3 Compartment 1 Drawing Room 6 Double Bedroom Sleeping Car

446 SILVER MOON 4 Roomette 4 Chambrettes 1 Drawing Room 1 Compartment 4 Double Bedroom Sleeping (Added April, 1939)

231 SILVER STREAK 10 Revenue seat Parlor Buffet 31 seat Lounge Observation

CB&Q
1936 TWIN ZEPHYRS
(December 17, 1936)
437 miles
By Al

After the 1935 3 Car TWIN ZEPHYRS had entered service the CB&Q realized that if they hoped to hold onto the traffic the new ZEPHYRS were generating then they would need additional passenger capacity. With this in mind the CB&Q ordered replacement TWIN ZEPHYRS within months, but the Burlington themselves delayed the new TWIN ZEPHYRS completion putting greater emphasis on the DENVER ZEPHYRS being completed first. Once the DENVER ZEPHYRS were rushed to completion work resumed on the incomplete TWIN ZEPHYRS at Budd in Philadelphia. The new TWIN ZEPHYRS were powered by a single Shovelnose Diesel Unit with two 900 hp Winton 201-A Diesels producing a total of 1,800 hp. The cab Units for the new TWIN ZEPHYRS were identical to the lead unit of the DENVER ZEPHYRS. The six car articulated train sets would be the last of their kind built for the CB&Q. A seventh articulated car was added to each TWIN ZEPHYR train set in September 1937 to increase Coach seating capacity. The two new cars were 4850 PSYCHE added to the TRAIN OF THE GODDESSES train and 4851 CUPID added to the TRAIN OF THE GODS train. These would be the last trains to carry names without SILVER prefixes. All Cars and the power unit in one train were named for Greek and Roman Gods and the cars and power of the other train was named for Greek and Roman Goddesses. These two trains were always known throughout their years of operation as the TRAIN OF THE GODS and TRAIN OF THE GODDESSES. A shortened version of the TRAIN OF THE GODDESSES is operated today at the Illinois Railway Museum and has appeared in one or two Motion Pictures.

TRAIN OF THE GODDESSES

9904 PEGASUS Shovelnose 1,800 HP Diesel Passenger Cab Unit

960 VENUS Articulated Auxiliary Power Buffet 32 seat Lounge Car
4626 VESTA Articulated 60 Revenue seat Coach
4627 MINERVA Articulated 60 Revenue seat Coach
4850 PSYCHE Articulated 56 Revenue seat Coach with 16 seat Dinette (Added September, 1937)
150 CERES Articulated 32 seat Dining Car
4625 DIANA Articulated 19 seat Parlor Car with 5 seat Parlor Drawing Room
225 JUNO Articulated 24 seat Parlor Lounge Observation

TRAIN OF THE GODS

9905 ZEPHYRUS Shovelnose 1,800 HP Diesel Passenger Cab Unit

961 APOLLO Articulated Auxiliary Power Buffet 32 seat Lounge Car
4629 NEPTUNE Articulated 60 Revenue seat Coach
4630 MARS Articulated 60 Revenue seat Coach
4851 CUPID Articulated 56 Revenue seat Coach with 16 seat Dinette (Added September, 1937)
151 VULCAN Articulated 32 seat Dining Car
4628 MERCURY Articulated 19 seat Parlor Car with 5 seat Parlor Drawing Room
226 JUPITER Articulated 24 seat Parlor Lounge Observation

CB&Q
SAM HOUSTON ZEPHYR
(January 6, 1937)
283 miles
By Al

On January 6, 1937 the CB&Q inaugurated the SAM HOUSTON ZEPHYR between Dallas and Houston by way of Fort Worth. The SAM HOUSTON ZEPHYR operated a daily round trip covering the 250 miles in each direction in a flat 240 minutes. The first SAM HOUSTON ZEPHYR was the displaced 9901 ZEPHYR train recently displaced by the NEW TWIN ZEPHYRS. The SAM HOUSTON ZEPHYR would operate with both the 9901 ZEPHYR and 9902 ZEPHYR at different times and the 9901 ZEPHYR would be destroyed in a grade crossing accident with a tanker truck near Dacus, Texas while operating in this service, the only ZEPHYR to suffer such a sad end. For consist of the 9901 ZEPHYR see the original TWIN ZEPHYRS.

SP
DAYLIGHT
(March 21, 1937)
470 miles
By Al

One of the most beautiful trains in the world was inaugurated Sunday March 21, 1937 the streamlined DAYLIGHTS of the Southern Pacific. The two trains inaugurated that day for service between San Francisco and Los Angeles in each direction by the beautiful picturesque coastline route. The new streamlined trains painted in Daylight Orange and Red with Black Roofs and under bodies with Silver lettering and separation stripes replaced an older heavyweight DAYLIGHT on the coast route. The new twelve car DAYLIGHT trains were powered by new Lima built 4-8-4 GS-2 class Locomotive and tenders painted in DAYLIGHT colors to match the trailing streamlined trains. The trains operated over the 471 miles in 9 3/4 hours either direction with five stops. The scheduled stops after leaving the 3rd and Townsend Street Depot in San Francisco was at San Jose, Salinas, San Luis Obispo, Santa Barbara, and Glendale before arrival at Los Angeles Union Passenger Terminal.
The initial consists of the DAYLIGHTS were twelve cars with a coach seating capacity of 392 and a parlor seating capacity of 57. Within days of the new DAYLIGHTS inaugural the trains were running fully booked weeks in advance. A second heavyweight section of the DAYLIGHT was operated on many days to carry the overload of passengers.

4411 LIMA GS-2 4-8-4 Northern Locomotive & Tender

3300 Baggage 44 Revenue seat Coach Combination

2400 48 Revenue seat Coach

2402 Articulated 50 Revenue seat Coach
2403 Articulated 50 Revenue seat Coach

2404 Articulated 50 Revenue seat Coach
2405 Articulated 50 Revenue seat Coach

2406 Articulated 50 Revenue seat Coach
2407 Articulated 50 Revenue seat Coach

10310 24 seat Lunch Counter 18 seat Tavern Lounge Car

10200 40 seat Dining Car

3000 29 Revenue seat Parlor Car with 5 seat Parlor Stateroom

2950 23 Revenue seat Parlor 10 seat Lounge Observation

SECOND CONSIST

4413 LIMA GS-2 4-8-4 Northern Locomotive & Tender

3301 Baggage 44 Revenue seat Coach Combination

2401 48 Revenue seat Coach

2408 Articulated 50 Revenue seat Coach
2409 Articulated 50 Revenue seat Coach

2410 Articulated 50 Revenue seat Coach
2411 Articulated 50 Revenue seat Coach

2412 Articulated 50 Revenue seat Coach
2413 Articulated 50 Revenue seat Coach

10311 24 seat Lunch Counter 18 seat Tavern Lounge Car

10201 40 seat Dining Car

3001 29 Revenue seat Parlor Car with 5 seat Stateroom

2950 23 Revenue seat Parlor 10 seat Lounge Observation

TTFN Al

[rtraincollector]

Good day all just a quick note to inform if you didn't already know the latest with Lionel/K-Line

QUOTE: K-Line Announcement from Jerry Calabrese
04/25/2006
Dear Friends,

I must confess that I so enjoyed the speculation and armchair lawyering about the future of K-Line that I almost hate bringing it to an end. But, as one of my former mothers-in-law used to say, “Appoint a day and it will come.” After a lot of legal wrangling, the K-Line transaction has finally been concluded. As of last week, right before York, Lionel took control of all K-Line assets, including its inventory, intellectual property, tooling, and trademarks.

Lionel’s deal is with Sanda Kan, K-Line’s principal manufacturer and creditor, who, in turn, worked out its own deal with K-Line’s bankers before we could move forward. Under the terms of our arrangement, Lionel will control and run the K-Line brand, in all respects, and will have the exclusive right to buy it outright sometime in the near future.

Our first step was to take possession of the existing K-Line inventory and move it from its former headquarters in North Carolina. As of today, that’s just about done. Our next challenge is to sort through K-Line’s books and records to make sure that everyone who pre-paid for products receives them. This will take some time, as most of what’s owed to individuals and clubs is not in existing inventory and will have to be manufactured.

As I’ve said before, Lionel is committed to making good on unfulfilled orders. I anticipate that it will take us at least 60 days to sort out what is owed to whom. During that time, I cannot stress strongly enough how much we will need your patience and cooperation. As hard as it may be to control the urge to call us throughout this transition, I would really appreciate it if you will give us a couple of months to figure things out.

One bit of good news is that we’ve already managed to get most of the trains that had been stuck in K-Line’s repair department during its bankruptcy fixed and shipped back to their owners.

Once the smoke clears, we plan to re-launch K-Line later this year, in our second catalog. Because getting the deal done took so long, there will be only a limited line of new products in 2006. But we plan to make them very special. Next year, in 2007, we plan to make K-Line a larger part of the Lionel product line, positioning it with our own LionMaster offerings, in our ongoing effort to offer you even more quality mid-priced choices.

Finally, I’d just like to say thanks to all of the people who worked so long and hard to get this deal done.

Best Regards,


Jerry Calabrese

[Anonymous]

Good early evening from the sweltering climes of FL. We have been at or near the 90 deg. F. mark for days now. Spring Fever has struck in the form of endless respitory aggravation, "...and this too will pass." While this may not be a "landmark day" for Sunday's photo posting, there have been some excellent replays for all to enjoy. Rob, Mike, Al and Dave have come to the rescue like the Seventh Cavalry sounding "Charge."[tup] You gents are doing the "Lion's share" of keeping a sense of momentum and continuity hereabouts. I haven't quite "got my act together" on how to handle the "quote" feature on the thread. Hence, I'm relegated to "cheer leading" for those who have this savvy. Dave the P.E., S.N., Key System and Tidewater Southern certainly are welcome additions to the copius data from the Canadian Radial lines furnished by our resident traction scholar Rob. Mike's URLS on steam and light weight diesel headed streamliners visually bring back those heady days of prolific passenger ridership and competition between the Lines. The interior shots of the car's, Porters, Chefs, Waiters, peripheral buildings and surrounding scenery graphically give a glimpse into "what was." The Sulpher Springs, CO shot of the Zephyr's "whistle stop" reflects the local gentry admiring the "new" lines and contours of the day. The S.P. Daylight Northern 4-8-4 is sporting an air chime on the boiler front to comply with the CA State Hiway Patrol's insistance for safety precautions. Dave, I'm a bit hazy on the "Loft" status of downtown buildings in L.A. Perhaps this is a precursor of "urban renewal" during the 50's? I would really enjoy seeing the abandoned station still in "mint condition" downtown. What a "time capsule" into "the good old days" that would be.[^] Many of us have seen the "spiral down" of our cities in the 50's and 60's and the bazaar efforts to bring them back more recently. This station from antiquity would be serve as a "fountain of youth" for we Seniors on the Thread. True, enough can not be said of the glamour and oppulance of the venerable S.P. Daylights, unique among passenger Varnish Dave and Mike. Your input is greatly appreciated.

Well, it is nearly dinner time here and I'm the only cook around, so I must make this a wrap for now. Thanks again to the regulars who's prodigious efforts "keep the home fires burning." Happy rails all.

[passengerfan]

Good Morning Gang I know we are closed on Sundays but I just looked in my cupboard and discovered I am out of coffee until I go to the store. In about an hour I will be ready to kill for a cup of coffee. I start each day with at least a pot of coffee.
Continuing the early streamliners.

C&NW – UP – SP
M-10004
CITY OF SAN FRANCISCO
(June 14, 1936)
2,260 miles
By Al

Less than a month after the inauguration of the first CITY OF LOS ANGELES the C&NW – UP – SP inaugurated the first CITY OF SAN FRANCISCO train on June 14, 1936. The new train operated on a 39-¾ hour schedule between Chicago and San Francisco. Between Chicago and Omaha the CITY OF SAN FRANCISCO operated over the C&NW, between Omaha and Ogden it operated over the Union Pacific. The final part of the trip between Ogden and Oakland Pier was by way of the Southern Pacific. The consist of the new train set was identical to the earlier CITY OF LOS ANGELES except the CITY OF SAN FRANCISCO booster unit was powered by a 1,200 hp Winton engine instead of a 900 hp Winton engine. This fourth train as it was better known served as not only the first CITY OF SAN FRANCISCO train, it also served later as a CITY OF PORTLAND train and was not retired until 1948 and scrapped.

M-10004A 1,200 HP Diesel Cab Unit
M-1004B 1,200 HP Diesel Booster Unit

12202 Articulated Auxiliary Power 30’ Railway Post Office Compartment Bag-age Car
12761 Articulated Baggage 15 Crew Dormitory Kitchen Car
10302 Articulated 40 seat Dining 17 seat Lounge Car
HAWAII Articulated 11 Section Sleeping Car
LANAI Articulated 7 Double Bedroom 2 Compartment Sleep-in Car
HONOLULU Articulated 11 Section Sleeping Car
OAHU Articulated 11 Section Sleeping Car
10405 Articulated 48 Revenue seat Coach
10406 Articulated 38 Revenue seat Coach Buffet Blind End Observation


C&NW – UP
CITY OF DENVER
(June 18, 1936)
1,048 miles
By Al

Beginning June 18, 1936 the C&NW and Union Pacific inaugurated a pair of ten car streamliners named the CITY OF DENVER between Chicago and Denver overnight on a fast 16-hour schedule. The route was 1048 miles in length and included eight stops in each direction for an average speed of 65.4 mph. Beginning with these train’s no more than two cars were articulated together in any further UP streamliners. There were three sets of paired cars and four single cars in each consist. Initially there were two 1,200 hp power units and 10 cars in each consist. In May, 1939 one additional sleeping car was delivered by Pullman Standard and added to each train between the two articulated sleeping car pairs one train received SOUTH PLATTE and the other train received DENARGO. These cars were built to Plan: 4083 containing 4 Roomettes 3 Compartments 1 Drawing Room 4 Double Bedrooms. After the addition of the extra sleeping car the CITY OF DENVERS began having a problem with maintaining schedule, the solution was adding a third 1,200 hp power unit to each CITY OF DENVER. This solved the problem of time keeping but increased the cost of the operation substantially. These two trains were replaced in CITY OF DENVER service beginning March 20, 1953. Both trains were then sent to Omaha where they were scrapped in May 1953.

M-10005A 1,200 HP Diesel Passenger Cab Unit

M-10005B 1,200 HP Diesel Passenger Booster Unit

11700 Auxiliary Power Baggage Car

12203 Baggage 30’ Railway Post Office Car

11701 Baggage 32 seat “FRONTIER SHACK” Lounge Car

10407 Articulated 50 Revenue seat Coach
10408 Articulated 50 Revenue seat Coach

10303 24-seat Dining 12 seat Lounge Car

CACHE LA POUDRE Articulated 12 Section Sleeping Car
SQUAW BONNET Articulated 8 section 2 Double Bedroom 1 Compartment Sleeping Car

SILVER DOLLAR Articulated 12 Section Sleeping Car
OGALLA Articulated 5 Double Bedroom 1 Compartment 12 seat Lounge Observation

SECOND CONSIST

M-10006A 1,200 HP Diesel Passenger Cab Unit

M-10006B 1,200 HP Diesel Passenger Booster Unit

11702 Auxiliary Power Baggage Car

12204 Baggage 30’ Railway Post Office Car

11703 Baggage 32 seat “FRONTIER SHACK” Lounge Car

10409 Articulated 50 Revenue seat Coach
10410 Articulated 50 Revenue seat Coach

10304 24-seat Dining 12 seat Lounge Car

BIG PINEY Articulated 12 Section Sleeping Car
SNOWY RANGE Articulated 8 Section 2 Double Bedroom 1 Compartment Sleeping Car

ST. VRAINS Articulated 12 Section Sleeping Car
COLORES Articulated 5 Double Bedroom 1 Compartment 2 seat Lounge Observation

NYC
MERCURY
(July 15, 1936)
By Al

The New York Central System rebuilt nine old heavyweight cars into streamlined cars at their Beech Grove shops on the outskirts of Indianapolis, Ind. The cars were rebuilt to a plan submitted by famed industrial designer Henry Dreyfuss. The train was named the MERCURY and was built for service between Cleveland and Detroit round trip daily. The NYC streamlined a pair of 4-6-2 Pacific Locomotives with tenders to pull the new train set. They were equipped with disc drivers and when running at night, lights shone on the spinning drivers. The new MERCURY entered service on July 15, 1936 and the NYC soon discovered that streamlined trains attracted additional passenger loads, as the MERCURY was nearly always full. New lightweight cars did not replace the first MERCURY cars until the late 1940’s by the NYC.

4915 or 4916 Streamlined K5 4-6-2 Pacific Locomotive and Tender

1001 Baggage 52 Revenue seat Coach Combination

1002 60 Revenue seat Coach

1003 18 Revenue seat Coach – Kitchen Car

1004 62 seat Dining Room Car

1005 56 Revenue seat Coach

1006 56 Revenue seat Coach

1015 TOLEDO 31 seat Tavern Lounge Car

1017 CLEVELAND 25 Revenue seat Parlor Car

1019 DETROIT 26 Revenue seat Parlor 10 seat Lounge Observation

CPR
CHINOOK
ROYAL YORK
VIGER – WINDSOR
(September 27, 1936)
By Al

On September 27, 1936 the Canadian Pacific Railway inaugurated not one, not two, nor even three but four identical lightweight streamlined trains to the traveling public on that date. Each of the new trains was powered by new Streamlined 4-4-4 JUBILEE steam locomotive with matching tender and four new lightweight streamlined cars trailed the streamlined steam power.
The streamlined Baggage 30’ Railway Post Office Car in each consist was constructed by National Steel Car Company and numbered 3600 - 3603. The remaining three lightweight streamlined cars in each consist were constructed in the Canadian Pacific’s own Montreal shops with frames supplied by National Steel Car Company.
One of the new train sets was assigned to operate in Western Canada in the Province of Alberta. This train named the CHINOOK operated a daily round trip between the provinces two largest cities Calgary and the provincial capital at Edmonton. The name CHINOOK was chosen for the strange warm wind named CHINOOK that comes off the Canadian Rockies during the winter at some of the coldest times of the year. Another train was assigned to operate between Toronto the largest city and capital of Ontario and Detroit, Michigan largest city in that state and was the only one of the four trains to cross an International border. This train was named the ROYAL YORK after the Royal York Hotel the huge 1,500-room Canadian Pacific Railway owned hotel directly across the street from Toronto's Union Station. At one time the Royal York with its 1,500 rooms was the largest hotel in the British Commonwealth.
The other two trains were assigned to operate between the Province of Quebec’s two largest cities Montreal and Quebec City. Both were named for Canadian Pacific owned hotels once again the WINDSOR and VIGER. Both of these trains operated a daily round trip between the two city pairs.

ROYAL YORK

3000 or 3002 Streamlined 4-4-4 JUBILEE Locomotive & Tender

3600 Baggage 30’ Railway Post Office Car

3050 Baggage Buffet 28 Revenue seat Coach

2100 36 Revenue seat Coach

2101 36 Revenue seat Coach

CHINOOK

3001 Streamlined 4-4-4 JUBILEE Locomotive & Tender

3602 Baggage 30’ Railway Post Office Car

3052 Baggage Buffet 28 Revenue seat Coach

2102 36 Revenue seat Coach

2103 36 Revenue seat Coach

VIGER

3003 Streamlined 4-4-4 JUBILEE Locomotive & Tender

3601 Baggage 30’ Railway Post Office Car

3051 Baggage Buffet 28 Revenue seat Coach

2104 36 Revenue seat Coach

2105 36 Revenue seat Coach

WINDSOR

3004 Streamlined 4-4-4 JUBILEE Locomotive & Tender

3603 Baggage 30’ Railway Post Office Car

3053 Baggage Buffet 28 Revenue seat Coach

2106 36 Revenue seat Coach

2107 36 Revenue seat Coach

CMStP&P
1936 HIAWATHA
(October 11, 1936)
421 miles
By Al


The Milwaukee Road introduced two all new nine car streamlined HIAWATHAS on October 11, 1936 for service between Chicago – Milwaukee and St. Paul – Minneapolis. The new trains replaced the earlier HIAWATHAS and also received new 4-4-2 Atlantic Locomotives and Tenders numbers 3 and 4 identical to the earlier pair for power.

3 Streamlined 4-4-2 Atlantic Locomotive & Tender

151 Express 40 seat “TIP TOP TAP” Lounge Car

400 series 52 Revenue seat Coach

400 series 52 Revenue seat Coach

400 series 52 Revenue seat Coach

400 series 52 Revenue seat Coach

100 48 seat Dining Car

IAGOO 28 Revenue seat Parlor Car

SHADA 22 Revenue seat Parlor Car with 5 seat Parlor Drawing Room

OMEME 26 Revenue seat Parlor 12 seat Parlor Lounge Beavertail Observation

SECOND CONSIST

4 Streamlined 4-4-2 Atlantic Locomotive & Tender

152 Express 40 seat “TIP TOP TAP” Lounge Car

400 series 52 Revenue seat Coach

400 series 52 Revenue seat Coach

400 series 52 Revenue seat Coach

400 series 52 Revenue seat Coach

101 48 seat Dining Car

SAHWA 28 Revenue seat Parlor Car

WAWA 22 Revenue seat Parlor Car with 5 seat Parlor Drawing Room

OPECHEE 26 Revenue seat Parlor 12 seat Parlor Lounge Beavertail Observation

TTFN Al

[trolleyboy]

Good morning again folks.Leon will have coffee on for most of the day as he is doing an inventory, of the kitchen and wine cellars. [tup] here's round two of photo's from me today. part one of some trolley charters we have taken in over the years.[tup]



Boston Charter in 1991 at the barn



Our charter car just before boarding



Boston classic car loaned to to the MTA by seashore trolley musuemused for summer excursions at the time in Boston.

We took in Seashiore on the same trip, they are at Kennebunkport Maine.



Seashore's DE PCC car

end PT 1

Rob

[trolleyboy]

Okay this will be the first round of pictures for this sunday's photo posting day from me. then it's off to never never land [zzz]

* Just a reminder, Tom posted a master url list for all the previous photo sunday's here at the bar.If you don't have a photo posting ability why not repost some of the past pictures using the forums " quote " function. *

First up some more shots from the museum's archieves.



HSR ( Hamilton Street Railway's ) snowsweeper



MS&C ( Montreal and Southern Counties ) snowsweeper



NS&T ( Niagara St Catharines and Toronto ) curve sided city car 303



Toronto Transit's ex TRC ( Toronto Railway Companies )home built DT TR cars



TTC small Witt 2666 enetreing the yard at the Hillcrest Shops



TTC homebuilt Y class trailer shunters

enjoy Rob

[trolleyboy]

ENCORE ! ENCORE ! ENCORE ! ENCORE !

Another Classic encore from the "Nick files." This one hailing from page 5 ! April of 2005 ! Even in it's embryonic stages Our Place was a solid performer of wonderfull info from far and wide !
More proof of why I keep comming back day in and day out [tup]

Rob

QUOTE: Originally posted by nickinwestwales

Hey,Tom-another of those cold Molsons please and as it`s payday a round for the house,as and when they straggle in!! Well it`s a day off for me(the best sort-everyone else is working) and blowing a gale out there so time to sit a while. So,Ontario Northland,classic or not?...discuss....[takes me back to schooldays] Well ,first a disclaimer,I`ve never travelled on any of these lines,so all this is "received wisdom" picked up from the (un)official O.N. railfan site,but they caught my imagination. In part because of the manageable size of the outfit (in modelling terms) and partly the off the beaten track,frontier feel of the place. So,the trains, The Northlander runs daily from Toronto up to Cochrane via North Bay ( C.N. trackage to N.Bay ) Normal formation seems to be G.P.38-2,A.P.U (converted "B" unit for car heating ) 2 coaches and a food service car ( coverted G.O.cars ) until fairly recently,power was any one of the last 3 F.P.7a`s dating back to `51 or 2 but retro-fitted with 2000 hp Caterpiller prime movers. Also seen on this service although not sucessful and long withdrawn ,were a number of Dutch built Werkspoor T.E.E units. This service meets bus connections along the route serving the various `branches ` although It`s predecessor the Northland sleeper carried connecting portions and could include virtually anything. Heading north from Cochrane we have the Polar Bear Express,a summer-only tourist run up to Moosonee up in the arctic circle--this is usually a twin G.P38 lashup although Cochrane shed will happily use whats available,usually a dozen plus cars including domes,food service etc ( think these came from B.C.Rail and C.P.R . The Little Bear is the 3-times-weekly mixed to Moosonee--Beyond Cochrane you are in the tree line and the track is the only land route in or out so this is a community lifeline, The little bear runs about a dozen freight cars(lots of flats with big plant,containers etc,fuel tanks,general stores. According to season,a "canoe car" ( bulkhead flat with special racks fitted) and a "moose car" (50` box for dressed carcases) are available. so a thumbnail essay. Thats left me thirsty so same again and i`ll just perch over here at the end of the counter,take care now,nick

[trolleyboy]

ENCORE ! ENCORE ! ENCORE ! ENCORE !

Another classic juice encore this one to go along with Westcoast Dave's fine PE encore from earlier today. Had one heck o a day at work today, apparently the thunderstrom we had last night scored a direct hit on the store's satalite dish. Fried all the computers in the store, and severed our connection to the Home Office( not that that ws such a bad thing[;)][:D] ).And on the start day of a huge sale[:0][B)] [xx(][xx(]. Oh well we weathered the storm and survived to fight another day.It's amazing how computer dependant we can be in these here modern days ( daze )

Rob



CLASSIC JUICE # 27 WP's ELECTRIC LINES

Well good day again gents another round of Blue I think Tom please. I haven't much info on the WP, however after such info packed pieces as dave and yourself put forth I'll just add this little bit on WP's electric lines. I know that these are in no way complete. Perhaps our local West Coast connections can fill in the more interesting meat that i leave out as I know there will be much.

in the days of steam most Railroads viewed the electric interurbans as interlopers that competed for customner traffic and were to be beaten down at all costs. the WP thought differently and purchased two local lines and continued to operate them as electric lines years after many such railways had faded into history. Indeed the Sacarmento Northern and the Tidewater Southern fed needed traffic to their WP parent, and were a help as opposed to a hinderence.

When the Wp's last steam power was being phased out the SN steeple cabs still fed freight to it's parent from the electric lines industrial spurs.

Built primarily as a passenger line the SN ran interurban cars for three decades between the communities of its region. Indeed in 1941 when the SN ran it's last interurban passenger cars it bosted then the longest interurban run in the country an approx 200 mile round trip. Boarding one of the SN's cars at the Trans Bay Terminal in San Francisco, a passenger would cross the Bay Bridge into Oakland and then out into the dry Oakland Hills Region and down into the San Ramon valley. At Pittsburg Ca,the car ferry Ramon carried the cars across the Sacramento River. Beyond there the interurban cars sped across the delta lands on trestles and levees toward it's namesake city of Sacramento then continued north through the Sacremento valley to it's termi nus in Chico. The SN began scrapping it's steeple cabs in the mid 50's and aquired it's own roster of diesel locomotive replacements, painted in WP company colours but still lettered for the SN. Gradulaly several segments of trackage were retired and the SN became a collection of spurs reached via trackage rights over other railways. The section between Marysville and Yuba City remained electrified until 1965.

The other WP electric line was the Tidewater Southern. it evolved into the diesel world more completly than it's sister the SN and remained intact.WP bought the 46 mile line in 1917 gaining it's conection at Stockton via Modesto and Turlock. This small lines days of electrification fell victim to the depression in 1932 when the passenger service and electric service ended. The WP kept the line open for it's wine and fruit trade however, revenue the line still subsides on today.

Enjoy Rob