QUOTE: Originally posted by BudKarr Good Day Gentlemen, Caveat: This was begun nearly two weeks ago. Interruptions have prevented me from completing this endeavor in a timely fashion. A Man Named Pullman There are volumes that have been written about George Mortimer Pullman (1831-1897) and the long lasting contributions his innovativeness of the railroad car and management of them made to North American railroading. Some highlights are in order: (1) Born into a Brockton, NY family of farmers and mechanics in 1831, it is appropriate to state that he was NOT the inventor of the sleeping car. That distinction, according to history, goes to the Cumberland Valley Railroad, who began operation of those types of cars several years before Pullman’s birth. (2) His first venture into the adult world was as a cabinet maker, turned contractor. The latter brought him to Chicago where he met a man named Benjamin Field, who would become a long time partner and associate in the rail car management, design and operation business. (3) The first railroad to adopt the Pullman-Field approach to sleeping cars was the Chicago, Alton & St. Louis Railroad in 1859 when they accepted the offer to have two of their coaches remodeled into sleepers. (4) In 1865, the largest and most costly car of the day was built by Pullman himself, appropriately named the Pioneer for the westward expansion of the railroads to the Pacific Coast. This car had the distinction of costing $20 thousand, about 5 times the cost of a coach, had 16 wheels, and 12 sections of sleeper units. IT was longer, wider and higher than the standard coaches of the day. In fact the Pioneer was used in President Lincoln’s funeral consist and required the stations along the way to make structural changes to their platforms in order to accommodate the passing train! The Pioneer was credited with having the first fold down berths, and while perhaps not the most luxurious in design and accommodations, was at least as well appointed. (5) By the end of 1866, every major railroad serving Chicago signed on the Pullman-Field sleeping car operation. Field decided that Pullman was better off on his own, and stepped aside. (6) Early in the 1870s, 800 of Pullman’s cars operated over 30,00 miles of track in an association between his company and the ACL, CRI&P, DL&W, MP, NP, AT&SF and SP. It was to be that Pullman’s “Empire” would buy up the contracts of the association railroads, thereby providing him with the sole access desired. (7) Upon his untimely death in 1897, the heirs of the family took over and moved forward with the innovations many take for granted even to this day: (a) PULLMAN 12-1: Usually this heavyweight trailed the streamlined consist – with the exception of a heavyweight lounge car midway in the string. The car was a 12 section, 1 drawing room Pullman rather common back in the 40’s. (b) PULLMAN SECTION SLEEPER: Provided the most basic in terms of sleeping accommodations for the first class traveler. This arrangement may be posed an awkward situation for some, as complete strangers wound up sharing the unit. The protocol was passengers who purchased the upper-berths were obliged to sit in the rearward facing seats during daytime travel, whereas the lower berths entitled the passengers to the forward facing ones. The upper berth was without windows, and was accessed by a ladder. Heavy, dark curtains provided privacy for the sleepers in each unit. (c) THE ROOMETTE: A 1937 innovation provided the privacy and space demanded by the traveling public. These were smaller than double bedrooms, but much more affordable for the single traveler. By day, there was a wide, plush seat with a toilet facility. At night, the bed folded out of the wall, covering the toilet, but gave a window level, wall to wall, bed. This accommodation became the most popular following the end of WWII. (d) THE DOUBLE BEDROOM: This was the choice for traveling couples. With two beds, two collapsible day chairs and a fully accessible toilet (at all times), a cozy environment was provided for the train travelers. There were two types: (1) a couch that folded into a bed, crosswise to the rails, with a second bed folded down from the ceiling. (2) Then there were the fold down bunks parallel to the rails. (e) MASTER BEDROOM: Some referred to this as a “cousin” to the Drawing Room. Both featured three beds, but the difference was the fully enclosed shower in the Master Bedroom. The bunk beds were perpendicular to the rails, whereas the third bed was at window level and parallel to them. (f) PULLMAN RESTAURANT CAR: In the 1930s, Pullman converted many heavyweights into “Parlour – restaurant” or “restaurant-sleeper” cars. This was done to supplement the operating railroad’s usually full dining cars. Pullman’s own employees were assigned to these cars and they quickly became the “car of choice” for Pullman travelers. Elegance in dining was commonplace at these tables. (8) THE END: The Pullman Company ceased collecting money and staffing cars after December 31, 1968. Shortly thereafter the maintenance for the cars ended, thereby leaving the host railroads with a choice: staff them on their own, or discontinue the sleepers. POST SCRIPT: There is so much not said within this submission about this fine company. Those who created it, nurtured it and operated it have a place in railroad lore, just as well as those who staffed and maintained those wonderful Pullmans of days gone by. BK
QUOTE: Originally posted by trolleyboy The Nearside Car A Classic Juice tech story Since the beginning of public transportation, fare collection and how it was handled has always been a determining factor of car design.When horse cars were first introduced the driver handled the horses and the conductor collected the fares from the passengers as they entered the rear of the car and exited at the front. This is ( was known) as pay as you enter. ( PAYE ) This continued into the electrification of the street railways.The conductor would signakl the stop and starts for the motorman via bell signals.Howerevr because passengers entered at the rear of the car the motorman did not always have a clear view of them and accidents were unfortunatly common as the motorman would start off and passengers would grab for a handrail etc miss and fall. This resulted in injuries sometimes deaths and lawsuits against the company. To combat these problems and lawsuits, an English born Thomas E. Mitten ( who was the acting chairman of the executive commitee of Philladelphia Rapid Transit, initiated and oversaw the design of a new type of car.This car was ultimatly named the "Nearside" car.Passengers boarded and departed through the front doors on these cars, this gave the motorman much better control. The conductor sat behind the motorman and called out street names and destinations as well as still collecting the fairs and issuing the transfers.Passengers could still exit the car via the back doors if they wished In the days before the Nearsides the car would pull through the intersection to line up the back doors for the passengers to board. So they stopped on the farside of the intersection. Mitten's design called for the passengers to enter at the front, so the cars stopped on the "near" side of the intersection, hence the name. For political reasons trhe first cars of this design were built by J. G . Brill of Philladelphia. Both cars were sent to Buffalo and tested there for assesment as Buffalo's street railway was once served by Mitten as General manager. The first prototypes #6000 and 6001 were built in 1912. The standard specs for these cars was as follows 45' 6" in length over the anticlimbers.width of 8' 5" ,top of the rail to top of the roof 12' 0". The original design called for the use of Brill's maximum traction truck 33" driving ( powered ) wheels and the second axel with 22" non powered. IN typical Brill fashion the cars had a high arched roof for summer time ventilation. The Brill records show that slightly more than 2000 of these casr were built. Used by Buffalo,Chicago,Philladelphia,Atlantic City ,and Lincoln Nebraska. One of these cars was made for Canada for the British Columbia Electric Railway ( BCE ) in Vancouver. It was number 501 and was to be the prototype no more were ordered however. Philly not supprisingly had the largest fleet numbering 1500 cars The Nearside was the first of two major fare collection induced design changes for streetcars. the next happening in 1920 by peter Witt of Cleveland. That story will come later. Rob
QUOTE: Originally posted by trolleyboy Classic Juice #8 The PCC The PCC car. The final of what I think were the major three tactics / car designs brought out to keep the riding public on the street railways, as opposed to busses or cars. The PCC or Presidents Conference Committee cars were designed by a committee of the 21largest streetcar companies of North America { Toronto , Philly . Clebveland , KC , St Louis , Chicago , and Detroit being amoung the designing presidents ) The company presidents got together in St Louis in 1934 to brainstorm and come up with a car design to compete with burgeoining compition from cars and busses also to modernize and maintain passenger levels in the final stages of the great depression. They wated to go with a car that could operate as a one man vehicle( coast saving) most older designs had been so converted at this point) utilizing the revolutionary Pay as you pass ( the farebox ) idea started by Peter Witt in the late teens. They also wanted a lighter weight, faster car ( the older wood and steel cars Witt's nearside's etc had heavy framing and were slow and in some designs rough riding ) which would be comfortable and warm and appealing to modern people. The cars ended up with a light weight unibidy design which as was envogue at the time streamlined with leather,padded upolstry in single an double seat sets the length of the car. Efficient electric in floor heating and a very quick 0 to 50 mph start up which would leave auto's and cars weighting in a dead start. These were the frist stret cars that could actually maintain a constant quick speed with which they could keep up with traffic. The cars were first put into production at the St Louis car company with the first units rolling off the assembly line in 1936. Pullman standard annd CC&F ( Canadain Car & Foundry of Montreal ) soon had licence to build the design as well. The first CC&F units rolled off the assembly line for the TTC in 1938. Our museum has air electric # 4000 the TTC'S original Candain prototype car. ( still operable as well ) The first batches of the cars had a definate art deco design very curvy and gracefull. They are also known as the airelectric PCC's meaning that the doors and brakes were air powered with the traction power and heaters being electric. In 1944 PS and St Louis car began building the all electric version's which featured as the name suggests all door brake and traction power being electric ( thus simplifying maintenance ) The later all electrics could be mu'd for train service on busy routes. Shaker heights in Cleveland Bloor and St clair in Toronto are two that come imediatly to mind. The PCC's certainly had staying power they were manufactured from 1936 straight through to 1951. many external changes ocured to the designs over the production spans. A few double ended cars, larger bus type windows, ommision of standee windows, and roof ventilation options, etc etc. Close to 6000 units were produce for the major Us and Canadian cities as well as several European city systems, in France , Belgium and Holland. The TTC even sold older airelectric cars to Alexandria and Cairo i Egypt. Several Us cities also sold off theiir cars to Turkey or other cities as they discontinued service or replaced with newer LRV's. At one point in 1965 the TTC webt all PCC sysrem wide with 400 cars they purchased new and the additional cars they bought used a refurbised from US cities finally topping out at 775 cars on the system. Today most PCC's are in musuems however San Fransisco's street railway runs several lines with just PCC cars bought mostly from Toronto & other cities as well. One thing with theirs are that they maintain the cars with their classic donner paintjobs so on San Fran you can see Baltimore,detroit ,Cleveland . PE just about everyone's liveries plying the streets still doing what they do best. Quick efficient point "A" to point "B" oublic transit. Rob
QUOTE: Posted by LoveDomes Posted: 03 May 2006, 08:41:26 Good Morning Kapitan Tom and fellow travelers at the bar! . . . . . Now, to my submission. It is amazing just how much “reality” is crammed into articles written under the guise of “toy trains” and model railroading. Check this one out for not only the fascination with Lionel trains but to glean some factual info regarding the real-life prototypes. The following submission is from: QUOTE: LIONEL DIESEL LOCOMOTIVES Unlike most real railroads, Lionel was slow to embrace diesel locomotives. Prior to World War II, the only examples Lionel produced were the power units for the “M10000” streamliner and “Zephyr” replicas. All this chanted in 1948 when Lionel introduced its model of the F3 locomotive. In unusual arrangement, the tooling costs for the new model were shared jointly by General Motors (parent company of EMD - the Electro Motive Division, builders of the actual F3), Lionel, and the New York Central and Santa Fe railroads. The new diesel model was a sales hit, especially the Santa Fe. In its heyday, 125 of the gleaming red and silver units were produced each hour. This popularity paved the way for a succession of other locomotive models and paint schemes – some quite realistic, others purely fictitious. Reproduction and forgeries of many of the Lionel F-3s are rampant, and the listings below will hopefully help in distinguishing actual Lionel production from fakes. Most real “diesel” locomotives are actually diesel-electric. The diesel engine runs at a steady speed, turning a generator. The current produced is then fed to large motors, called traction motors, which are mounted in the locomotive’s trucks. American Locomotive Company (ALCO) was a longtime supplier of steam locomotives and was not about to let an upstart like General Motors get the upper hand. Initially teaming with General Electric, ALCO produced a broad range of models for different needs. Its model FA (Freight-A unit) was the equal of the EMD F3, and was about the same size in real life. Lionel, however, chose to offer its FA replica as O27 item, and it was substantially downsized from scale. Because the FA was the only ALCO diesel Lionel duplicated, many collectors use the name ALCO interchangeably with the model name FA. Other GM-built locomotives Lionel chose to duplicate were the NW-2 switcher and GP7 General Purpose diesels. Lionel also listed GP9 diesel models in its catalog, but in actuality these were merely replicas of GP7 diesels with dynamic brake housings. On a real locomotive dynamic braking is achieved by using the locomotive’s traction motors as generators when going downhill or slowing the train. The current produced is then dissipated through windings, generating heat, which is why the large housing and blower are required. Its purpose is to lessen the wear on the train’s service brakes. Longtime heavy-machinery builder Fairbanks-Morse had perfected an opposed-piston engine prior to WWII. During the war, hundreds of these were supplied for use in submarines and other Navy ships. Its high horsepower-to-weight ratio and compact size made it a natural for adaptation as a locomotive power plant, and F-M entered the locomotive market. The H24-66 (2,400 horsepower, two six-wheel trucks) “Train Master” locomotives were substantially more powerful than any other diesels on the market at the time. IT is not surprising that Lionel produced a model of these powerhouses. As with ALCO products, Lionel duplicated only one of the many models Fairbanks-Morse offered, resulting in collectors using the terms “Train Master,” F-M, and Fairbanks-Morse interchangeably. Lionel introduced a new style switcher to its product line in 1956 with the 44-ton GE switcher. Lionel’s version was not an accurate model because it was grossly oversized. Actual 44-ton switchers were created to doge a stipulation in a 1937 agreement with the Brotherhood of Locomotive Firemen and Enginemen. That agreement specified that a fireman would be required on any locomotive weighing 90,000 lbs or more. At 44 tons, the little GE was just under the limit. The F3 and ALCO models were of a style of locomotive sometimes referred to as “covered wagons.” This name came from the shape of the round-topped full-width car body of the locomotives. Lionel’s power units were all replicas of what was known as an “A” unit. A real “A” unit had the locomotive cab, with windshield and engineers controls near one end. Other units, known as “B” units, were produced by ALCO, EMD, and other builders. These locomotives lacked the cab and engineer positions, and were controlled by an engineer in the adjacent A unit. This type of arrangement is known as a multiple unit lash up and an infinite number of locomotives, both A and B units, could be connected and controlled this way. From the real railroad’s perspective, the advantage of the B unit was its lower cost because of the lack of expensive controls and cab fittings. Further, locomotive builders often used letters to designate various models, such as E, F, GP, H, FT, FA, etc. To add to this alphabet soup, Lionel created its own terminology for their diesel replicas. Power units had the suffix P added to the catalog number, dummy A units had the suffix T (for trailer), and B units – all of which were dummy – were assigned the suffix C, for center. Thus an A-B-A lashup of 2343 F3s would consist of a 2343P-2343C-2343T. ********************************* If you missed my previous submission on Lionel Steam locomotives it is on page 309, 19 April 2006 Until the next time! Lars
QUOTE: Posted by BudKarr Posted: 19 Apr 2006, 13:33:09 Good Afternoon Captain Tom and all assembled! . . . . . A bit of European hobby photos for the bar on this Pike Perspectives afternoon: Fleischmann 4117 - Tender Loco Class 17 Fleischmann 4318 - Electric Loco Class E19.1 Fleischmann 4324 - Electric Loco Class 146 Fleischmann 4337 - Electric Loco Class Ae 3/6 Fleischmann 4903 - Passenger Train of the K.P. u. G.H. St. E. 4913 Passenger Train "90 Years of MITROPA" of the P. St. E. V. I do not take credit for retrieving these photos. My computer literate “roomie” does so well at this![swg] I will now enjoy a Southern Comfort on the rocks and a glass of white wine for my lady![tup] Enjoy the weekend, Gentlemen! BK in beautiful Alberta, Canada’s high mountain country!
QUOTE: Posted by siberianmo Posted: 18 May 2005, 14:25:29 Canadian Rail Journey, Part II (initially Posted on page 13) On Sunday, May 8th (Mother’s Day and VE Day) I set out on my solo round trip from Halifax, Nova Scotia to Ottawa, Ontario via Montreal, Quebec. Arriving at VIA Rail’s Halifax Station in a torrential downpour, the line up for Easterly Class sleepers had just begun. I noticed a rather large group of people all wearing name tags and my first thought was, “Oh no, a tourist group!” Experiences from past journeys have not all been that pleasant when encountering some of these organized rail trips and I hope this would be different. It was. It didn’t take long for me to discern the pronunciation of certain words that only people who reside in the St. Louis, MO, USA area can appreciate. The group turned out to be comprised of people from my community and those adjacent to it. The tour director had been my three children’s math teacher in high school and before I realized it, it was “old home week” at the Halifax Station. This particular fellow and I have traveled aboard the same trains, but never as part of his group. He does a good job at ensuring that all goes well, without the intrusiveness experienced with other groups. On this day, Train #15, the all BUDD consist of 11 cars (1 baggage car, 2 coaches, one Skyline dome car, one dining car, 5 Chateau series sleepers and the Evangeline Park Car (observation dome with 2 lounges and 4 bedrooms) awaited us. Heading up the train were two F40PH’s, numbered 6441 and 6405 respectively. The train was booked full, including the coaches. There was talk of adding another coach at Moncton, NB, however, that didn’t occur as one wasn’t available. The rain had been falling since Saturday morning and this was monsoon-like. Heading northward towards Truro, the water on either side of the right-of-way was running fast and at times appeared to be very, very close to the roadbed. Sitting in the Park Car dome, the vantage point was sufficient enough to determine the impact of the storm on the country side. Several crossings had police cars blocking them, lights flashing, probably because of roadways under water. By the time the train wound its way through the great scenery between Truro and Amherst (last stop in Nova Scotia) the rain began to let up. Our arrival in Moncton was only long enough for me to dash out into the rain, take some photo’s and get back aboard for the continuation of the journey. One of my new-found friends from a community not far from where I live, accompanied me and we got more than a few chuckles from the employees all huddled beneath this or that wondering who these “Yay hoos” were with their cameras! Been there, done that before and will undoubtedly do it again! With a refueled train at the ready, the remainder of the trip was enjoyable – as always. The dining car was jammed for the evening meal – at least a 15 minute wait for a table. Good to see, in that many of my previous trips witnessed near empty situations, even though the trains were rather full. Somehow this all didn’t equate – fewer menu selections, higher prices equals greater demand? Huh? Another delightful meal, some great dinner table chit chat over a couple of Keith’s Pale Ale, then back to the dome. Ahhhhhhh. Couldn’t handle much more beyond Campbellton, so it was time to hit the sack. I had a single (Roomette) on this journey in the Chateau Brule bedroom car adjacent to the Evangeline Park observation dome car. This single was an “upper,” in that the step down could be a ‘killer’ if one forgot it was there! Happens …. Amazing how every bit of space is wisely planned for ……… a good night’s sleep interrupted only by my curiousness to take a look through the wide window now and then. Some snow on the ground between western New Brunswick and eastern Quebec. Morning on the “Ocean” began very early for me. I arose at 4 AM – and decided to sit in the Evangeline Park’s dome until our stop at Charny station. While this stop has existed for decades, the feature stop for the “Ocean” was at a place on the south bank of the St. Lawrence Seaway, directly across from Quebec City called Levis. When on the eastbound, the train sat for about 20 minutes, which gave the passengers an incredible view of the ramparts and lights of Quebec City – just wonderful. The westbound got in a bit early (as with Charny), so most times I slept through that ….. About five years ago, the tracks were sold and removed for Condominiums (or so the story goes) and the Levis station faded into history. The ferry connection between Levis and Quebec City lost much of its charm insofar as passenger train travelers were concerned. At Charny on the westbound, the train backs in, whereas it is the opposite heading east. Took a few minutes to breath in the chilly morning air – chat a bit with crew and just enjoy the beginning of yet another great morning with VIA Rail. I must say that those continental breakfasts in the Bullet Lounge of the Park Car was sorely missed on this day. I’m a “pill taker” in my advancing age and without something of substance to go with them, the experience can be rather unpleasant. Fortunately, “Joanne,” our attendant, noticed my discomfort and immediately provided me with a few packages of cookies to go with the complimentary juices, coffee, tea and hot chocolate in the Park Car. She’s a “sweetheart” for sure – an “old timer” from our traveling days aboard the “Atlantic,” which used to run between Montreal and Halifax, but took a more southerly route through Maine. A story for another day ……. We arrived in Montreal about 15 minutes early – 8 AM – and I quickly located a place for breakfast within Montreal’s Central Station. Two eggs, sausages, toast and coffee all for $5 (Cdn) – not bad. What a shame that VIA Rail’s decision makers have no clue regarding breakfast aboard the westbound “Ocean.” The Chef is there – the food is there – the attendants are there and the only thing served is the continental breakfast. Pity. My Ottawa train departed at 10 AM as I settled into my window seat aboard a VIA Rail LRC coach. For such a short journey, I decided against VIA1 service – much more costly. The train makeup consisted of 4 LRC cars – 1 VIA1 and 3 coaches powered by a single Genesis P42 locomotive. Just love the color scheme (livery). The hour and 35 minutes flew by and before I realized it – there we were, pulling into the station. Ottawa’s VIA Rail station is a beautifully appointed structure – very modern, airy and clean. Bus and taxi service to downtown is readily available and frequent. I took bus #95 to downtown and off I trudged to the newly opened and dedicated War Museum. The War Museum is located rather far from where the bus driver left me off. Hmmmmmmm, was there a message there? Anyway, I enjoyed the exercise – snapped a bunch of photo’s along the way of the Parliament buildings, Supreme Court and so on. The weather was outstanding – blue skies and temperatures in the mid-70’s (F). Lots of joggers – lots of jiggles and lots to look at! Ahhhhhhhh, young man on the lose in Ottawa! Well, at least mentally! Arriving at the War Museum about 45 minutes after my bus departure – really – I was taken in by the new structure and those entering and departing it. The day before, VE Day, Ottawa hosted a terrific remembrance for the veterans and many were still around. I made a point of introducing myself to several and I’ll tell you, many misty eyes all ‘round for sure. I digress a bit: During WWII my father was a U.S. Merchant Marine mate and several of his convoys used to make up at Halifax. There was a special bond between those embarked on those voyages – some only made it one way – some didn’t complete the trips – and the lucky ones are still around to talk about it. Yes, a very significant experience for me.……. To be continued ……….
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