A Classic REAL Trains 'n Traction FOTO site!

[LoveDomes]

Hello Tom -

So you began the "Theme" huh[?] Good one. I traveled the Southern a few times up from the Gulf to NYC, and always enjoyed the accommodations - double bedrooms and well apointed lounge cars if I recollect. Used to ship out of some Gulf ports and my "honey" would fly down and we'd take the train back up. Special times and most special way of traveling too. Really, really brings back some memories.

I won't bother with my list of names, as I have noticed that your Fallen Flags pieces generally have a much more comprehensive listing than mine. Plus, I just haven't the time to mess with it today![swg]

I'll catch ya over at the bar, that's where I'm heading .....

Until the next time![tup]

Lars

[siberianmo]

G'day!

Good to see you out and about, Lars! After reading your "report" over at the bar, sounds like you surely need a break! Enjoy the night out ... you've both earned it.[tup]

Later!

Tom[4:-)] [oX)]

[siberianmo]

G'day!

Here are a few Pix from European trains to enjoy before I depart for the day!

France: TGV depart Gare Montparnasse, Paris (Wikimedia Commons)


BR Class 390 Virgin Valiant (from: public domain)


Eurostar at Vauxhall (GNU Free Documentation)


Enjoy![tup]

Tom[4:-)] [oX)]

[siberianmo]

G'day!

PASSENGER RR FALLEN FLAG #57

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

Chicago Great Western Railway (CGW)

Headquarters: Chicago (moved to Kansas City)

Mileage in 1950: 1,458

Locomotives in 1963:

Diesel: 141

Rolling stock in 1963:

Freight cars; 4,490
Passenger cars: 33

Principal routes in 1950:

Chicago-Olewein, IA-Omaha, NE
Oelwein-Minneapolis
Oelwein-DesMoines, IA-St. Joseph, MO-Kansas City, MO
Clarion, IA-Mason City, IA-Austin, MN-Hayfield, MN
Osage, IA-Rochester, MN-Red Wing, MN
Red Wing-Mankato, MN
Simpson-Winona, MN

Passenger trains of note:

Blue Bird (Twin Cities-Rochester)
Great Western Limited (Chicago-Twin Cities)
Rochester Special (Twin Cities-Rochester)
Red Bird (Twin Cities-Rochester)
Legionnaire (Chicago-Twin Cities)
Minnesotan (Chicago-Twin Cities)
Mills Cities Limited (Kansas City-Twin Cities)
Nebraska Limited (Twin Cities-Omaha
Twin Cities Limited (Omaha-Twin Cities)


Enjoy! [tup]

Tom [4:-)] [oX)]

[LoveDomes]

Hello Tom

On my way over to the bar with my pix for your Sunday Pix Posting Day! . . .
Here's a sample:

Rounding the bend in the historic Loop District on the Coastal Classic. The Coastal Classic provides passenger service with daily summer service between Anchorage and the town of Seward. (from: www.akrr.com)


Until the next time!

Lars

[passengerfan]

For Lars and Tom.

Alaska
Railroad
(ARR) Dome Cars
by Al

The Alaska Railroad offers some of the most magnificent scenery in the world. Therefore it is surprising to many that the first dome cars acquired by the railroad arrived on the property in January 1972, four used Union Pacific Dome cars carrying their original owner’s numbers 7004, 7008, 7013, and 7014 but painted in the Prussian blue and yellow paint scheme of their new owner. The reason for the ARR being so late in acquiring dome cars was due to government ownership for so many years. Remember the ARR still did not own any new passenger equipment by this time all had been acquired second hand or rebuilt from surplus ex U.S. Government Hospital and Bureau of Mines cars.
The four dome cars retained their 36-leg-rest seats on the cars main level and the 24-seats in the domes. They immediately entered service in the every other day AuRoRa between Anchorage and Fairbanks. The cars were and immediate hit with the traveling public. In their first summer of operation the dome cars operated not only in the AuRoRa but also in the Seward – Anchorage trains that connected with the cruise ships. One of the former UP dome coaches 7004 was destroyed in a collision when the AuRoRa was rear ended by a freight train at Hurricane on July 6, 1975. The other three were all sent to GE at Hornell, New York during the winter of 1981 –82 for HEP installation and rebuilding that increased seating on the cars main level to 48. At this time the cars were assigned new numbers as follows.

500 ex ARR 7013 originally UP 7013

501 ex ARR 7008 originally UP 7008

502 ex ARR 7014 originally UP 7014

Beginning in May 1998 the Alaska Railroad leased the 502 to Kenai Fjords Tours in their “WILDLIFE EXPRESS”. The other two remain assigned summers to the DENALI and winters see all three operating in the Ski trains between Anchorage and Grandview.
In 1984 the Alaska Railroad turned to Amtrak for ten Budd built 46-seat leg rest dome coaches with the standard 24-seats in the dome. The ten domes were originally either former CALIFORNIA ZEPHYR or EMPIRE BUILDER cars. These cars were all assigned 7000 series numbers for ARR service.
The former D&RGW cars had been in storage since purchase by Amtrak and had never received Amtrak numbers.

46-SEAT LEG-REST VISTA DOME COACHES Budd Company January – September 1948 Purchased by the ARR in February 1984

7021 ex Amtrak 9450 ex BN 4680 originally CB&Q 4716 SILVER BRIDLE

7022 ex Amtrak originally D&RGW 1106 SILVER COLT

7031 ex Amtrak originally D&RGW 1107 SILVER MUSTANG

7032 ex Amtrak 9451 ex BN 4681 originally CB&Q 4717 SILVER LODGE

7033 ex Amtrak originally D&RGW 1108 SILVER PONY

7034 ex Amtrak 9456 ex BN 4686 originally CB&Q 4722 SILVER STIRRUP

46-SEAT LEG-REST GREAT DOME COACHES Budd Company May 1955 Leased by the ARR in April 1984
7066 ex Amtrak 9466 ex BN 4606 originally GN 1326

7072 ex Amtrak 9472 ex BN 4612 originally SP&S 1332

7073 ex Amtrak 9473 ex BN 4613 originally CB&Q 1333

7074 ex Amtrak 9474 ex BN 4614 originally CB&Q 1334

All six ARR Budd dome cars were sold to Denver Railcar in October 1986 the same year Westours and Princess Tours began operating their domes on the rear of the ARR trains. For information on the Westours and Princess Tours domes see those respective chapters. The 4-leased Budd built domes from Amtrak were returned in December 1985.
In July 1999 three HEP equipped 38-seat leg-rest seat dome cars arrived on the Alaska Railroad. These former Amtrak cars were originally SP&S and NP domes built for the NORTH COAST LIMITED. All three were converted to 38-seat cars from their original 46-seats and an ADA compliant restroom was added for the handicapped at one end. These three cars are painted in the newest ARR paint scheme and numbered 521-523. Their heritage is as follows:

521 ex Amtrak 9486 HEP conversion October 1983 ex Amtrak 9408 ex BN 4626 originally SP&S 559

522 ex Amtrak 9482 HEP conversion August 1983 ex Amtrak 9403 ex BN 4622 originally NP 555

523 ex Amtrak 9483 HEP conversion March 1983 ex Amtrak 9404 ex BN 4623 originally NP 556

The Alaska Railroad purchased at the Bankruptcy auction all nine cars of the former Florida Fun Train for a reported $3.6 million. Five of the cars can be considered dome cars as they have glass on sides extending onto the roof and are really huge curved panes of glass some of the largest ever installed on railroad equipment.
Four of these cars are Sunroom Table cars with 72-seats at tables for four numbered ARR 551-554. A fifth car is the conference room observation with seating for 39 and an open observation platform at one end. This car is numbered 2000 and carries the name AURORA. All nine of these cars operate as a train named the GRANDVIEW in twice weekly summer service between Seward and Anchorage, at other times the train operates to the Port of Whittier meeting ships at that port as well. All five of these cars were former CN baggage cars originally built by National Steel Car that were rebuilt from the frame up for the Florida Fun Train in 1997.

SUNROOM TABLE CARS

551 ex FFT C-19001 originally CN 9237 by NSC in 1955

552 ex FFT C-29002 originally CN 9269 by NSC in 1957

553 ex FFT C-39003 originally CN 9302 by NSC in 1958

554 ex FFT C-49009 originally CN 9297 by NSC in 1958

CONFERENCE ROOM OBSERVATION
2000 AURORA rebuilt for ARR in 2000

Incomplete as of today still have more entries for the ARR Domes.

TTFN AL

[siberianmo]

G'day!

Great stuff, Lars 'n Al and appreciated! Always wanted to take that trip up from Anchorage (again). First time was way back in 1959-60. In those days I believe the U.S. Army pretty much ran everything, for some of the cars were marked that way. It was a far cry from the tourist train of recent times. A great adventure, nonetheless.

See ya over at the bar for Sunday Photo Posting Day!

Tom[4:-)] [oX)]

[siberianmo]

G'day!

Here's a sample of my final Pix Post for the day over at the bar . . .

Switzerland: Swiss Federal Railways ICN (GNU Free Documentation)


Later . . .

Tom[4:-)] [oX)]

[siberianmo]

G'day!

This is NOT the "theme" for the day . . . .we'll let Al select that ... but while we're waiting:

PASSENGER TRAIN NOSTALGIA #57

Here’s something to enjoy regarding the Southern Pacific (SP) from a 1946 advertisement in my personal collection.



Now you may choose from

5 fine, fast trains daily to
the Southwest Sun Country

ARIZONA * CALIFORNIA * TEXAS * NEW MEXICO

For your winter vacation, Southern Pacific offers the only main line train service direct to Phoenix, Tucson, Palm Springs and other Southwestern resort and guest ranch centers.

On the Golden State Route, low altitude way from Chicago to Los Angeles, via El Paso, Phoenix, Tucson and Palm Springs you may ride;

1. The Golden State Limited, with through streamlined Pullmans from Chicago, New York and St. Louis and streamlined chair cars from Chicago. Now on the fastest schedule in its history, the Golden State streaks from Chicago to Tucson in only 36 ¾ hours, Phoenix in 39 ½ hours, Los Angeles in 49 ¼ hours. No extra fare.

2. The swift Imperial, new 53-hour train between Chicago and Los Angeles, gives you an exciting 51-mile trip through Mexico, and shows you California’s sunny Imperial Valley. No extra fare.

3. The friendly Californian, popular economy train, carries coaches and tourist sleeping cars and a lounge car. Economy meal service. Through cars to San Diego.

4. The Sunset Limited, now making the run from New Orleans to Tucson and Phoenix in a day and a half, to Los Angeles in only 48 hours. No extra fare.

5. The Argonaut, carries chair cars and coaches, tourist and standard Pullmans and full lounge car. Through cars to San Diego. Fast, luxurious daily trains from principal eastern cities connect with the Sunset Limited and Argonaut at New Orleans.


Incidentally, we would like to remind you that the peak winter resort season will continue until February. Most resorts, however, will remain open until late spring. To insure getting the train and resort reservation you want, if possible try to take your trip a little later, during the less crowded months. All train and resort reservations should be made well in advance.

FOUR SCENIC ROUTES TO CALIFORNIA

1. Sunset Route

. . . . . 2. Golden State Route

. . . . . . . . . 3. Overland Route

. . . . . . . . . . . . . . . 4.Route


. . . . . . . . . . . . . . . S*P . . . . . . . . . . . . . . . . . . . .

. . . . The friendly Southern Pacific . . . .


Enjoy! [tup]

Tom [4:-)][oX)]

[passengerfan]

Good Morning Tom and Lars sorry I/m late this Am but what can you expect from those on the left coast.

How about this for today's theme IC. Trulky a remarkable RR and knew how to operate streamlined trains rebuilding many cars in their own shops from older heavyweights.


ILLINOIS
CENTRAL Streamlined Dining & Lounge Cars
(IC)
by Al

The Illinois Central known as the Mainline of Mid-America for its route that paralleled the Mississippi River splitting the country in two between Chicago and New Orleans. Other routes provided service to Waterloo, Iowa and Sioux City, S.D. from Chicago. Another route connected Chicago with the state capital at Springfield and continued on to St. Louis. St. Louis to Carbondale was the connection for the PANAMA LIMITED, CITY OF MIAMI and CITY OF NEW ORLEANS.
The IC provided some of the finest streamlined trains in America beginning with the GREEN DIAMOND an articulated five-car train inaugurated May 17, 1936 round trip daily between Chicago and St. Louis via the Illinois capital at Springfield.

The GREEN DIAMOND resembled the early UP streamliners complete with turret cab and articulated consist was made up as follows.

121 Cab Power Unit with 1,500 hp Winton Diesel Engine
122 Baggage 30’Railway Post Office Car
123 56-seat Coach
124 44-seat Coach 16-seat Dinette
125 Kitchen 8-seat Dinette 20-seat Parlor 2-seat Observation

The two feature cars 124 and 125 were the last articulated cars in the two-tone green train.
Car 124 had 44-coach seats forward arranged in pairs on either side of the center aisle. The car also had two tables for four two-per side at the rear of the car. Waiters carrying the food from the trailing kitchen located in car 125 served coach passengers at these four tables.
Car 125 featured a Kitchen at the forward end of the car followed by two tables for four one either side of the center aisle for parlor car passengers. The actual parlor seating was for 18 with two other chairs sold at parlor rates if all others were sold. In the round observation end was located a desk and two additional chairs.
These cars remained as built for their entire operating career. After being replaced by a conventional streamlined train in 1947 the old articulated consist was transferred to Jackson, Mississippi operating round trip daily to New Orleans as the MISS LOU. In 1950 the articulated streamliner was transferred to Chicago where it was dismantled.

ARTICULATED 44-SEAT COACH 16-SEAT DINETTE CAR Pullman Standard April 1936 (Built for and assigned to GREEN DIAMOND)

124

ARTICULATED KITCHEN 8-SEAT DINETTE 20-SEAT PARLOR 2-SEAT OBSERVATION Pullman Standard April 1936 (Built for and assigned to GREEN DIAMOND)

125

The Illinois Central purchased two single unit American Car & Foundry built railcars for service at opposite ends of the system. Both cars were built and delivered in July 1940.
One of these cars seated 69 passengers with a small buffet and pair of restrooms and was numbered and named the 130 ILLINI and was assigned to operate a daily round trip between Chicago and Champaign, Illinois.
The other car ran in the south so featured divided seating separating the blacks and whites. This was known as Jim Crow seating. The forward coach compartment seated 37 passengers and also featured a pair of restrooms; this section was for the white passengers. The cars had a center entrance as well as an entrance at the rear. To the rear of the center entrance was a small buffet with seating for three passengers. Doors separated the buffet area for white passengers from the black coach passenger section that seated 24 with a pair of restrooms at this end of the car. This car was numbered and named 131MISS LOU and operated a daily round trip between Jackson Miss. and New Orleans, Lou.

69-SEAT COACH RAILCAR WITH BUFFET American Car & Foundry July 1940 (Built for and assigned to Chicago – Champaign Service)

130 – ILLINI

61-SEAT DIVIDED RAILCAR WITH BUFFET American Car & Foundry July 1940 (Built for and assigned to Jackson – New Orleans Service)

131 - MISS LOU

The IC next turned their attention to Florida inaugurated a streamlined seven-car coach streamliner December 18, 1940 between Chicago and Miami operating over the IC between Chicago and Birmingham, the CofG, ACL and FEC were the other partners in the service to Miami. The IC had operated a heavyweight train over this route for some time the SEMINOLE. The new streamlined coach CITY OF MIAMI did not replace the SEMINOLE; in fact the trains seemed to compliment each other. The CITY OF MIAMI operated every third day from Chicago to Miami and along with the PRR and FEC provided every day service with these two roads providing their own seven-car coach streamliners between Chicago and Miami although by different routes between Chicago and Jacksonville. The new CITY OF MIAMI operated with seven-cars with a coach seating capacity combined in five of those cars of 254 revenue seats. For those 254 passengers there were two cars devoted to meal and lounge service.
The fourth car in the CITY OF MIAMI consist was a 48-seat dining car numbered and named 4100 PALM GARDEN. This car operated in IC service until 1971 when it was retired and sold. For most of those years the car was assigned almost exclusively to the CITY OF MIAMI.
The last car in the consist was a lounge observation featuring a forward lounge with seating for 32 a large bar followed by a 22 seat lounge observation, this car was numbered and named 3300 BAMBOO GROVE. This car operated in CITY OF MIAMI service until retired and sold to the National Railroad Historical Society New Orleans Chapter in 1969.

48-SEAT DINING CAR Pullman Standard November 1940 (Built for and assigned to CITY OF MIAMI)

4100 PALM GARDEN

32-SEAT TAVERN LOUNGE BAR 22-SEAT LOUNGE OBSERVATION Pullman Standard November 1940 (Built for and assigned to CITY OF MIAMI)

3300 BAMBOO GROVE

A two-car AC&F railcar train entered service on August 28, 1941 between Chicago and Waterloo, Iowa. The two car train was named the LAND O’ CORN and operated a round trip daily. The first car was number 140 a Cab control coach configuration car seating 70 passengers. The trailing motorized trailer car number 141 had no cab control other than hostler controls at the vestibule end. Car 141 featured a 39-seat coach section followed by an 8-seat lunch counter and eight-seat dinette.
After an accident that left the engineer dead and several passengers injured the IC withdrew the LAND O’CORN railcar set and also withdrew the ILLINI and MISS LOU railcars replacing all three with conventional heavyweight trains, thus ended the railcar era on the Illinois Central. The cars sat idle until sold to the NYS&W and returned to AC&F for rebuilding for that road in 1946.

POWERED RAILCAR TRAILER 39-SEAT COACH 8-SEAT LUNCH COUNTER 8-SEAT DINETTE American Car & Foundry July 1941 (Built for and assigned to LAND O’CORN)

141
The final new streamliner to enter service before WW II actually entered service nearly six months after the Second World War had began. In fact the lightweight streamlined PANAMA LIMITED entered service without the usual fanfare new streamliners usually began service with. The new PANAMA LIMITED train sets were all Pullman trains replacing heavyweights in overnight service between Chicago and New Orleans. Each twelve-car train had sleeping accommodations for 214 passengers.
Each 48 seat dining car was arranged with 32 dining seats at tables for four arranged in the normal manner with at each end of the regular dining area was located one booth on either side of the aisle with seating for four. There were no windows in these booth area and they were quite elegant in there appointments. The two cars built for the PANAMA LIMITED were numbered and named 4101 EVANGELINE and 4102 VIEUX CARRE. Both cars remained in service until retired and sold in 1971. They were replaced in PANAMA LIMITED service by twin unit dining cars in 1950 and operated as pool service dining cars after that going to any train that needed a dining car while its regular dining car was being shopped or often found assignment to extra trains such as troop trains etc. operating over the IC. It is known they operated in SEMINOLE service at least one winter.

48-SEAT DINING CARS Pullman Standard April 1942 (Built for and assigned to PANAMA LIMITED)

4101 EVANGELINE

4102 VIEUX CARRE

Beginning April 27, 1947 there was a new train inaugurated between Chicago and New Orleans the CITY OF NEW ORLEANS an all coach streamliner operating on a sixteen-hour daytime schedule between Lake Michigan and the Mississippi Delta. The new train carried not only coaches between Chicago and New Orleans, for many years through coaches were operated between St. Louis and New Orleans joining the main train at Carbondale, Illinois. Another connecting train brought the Louisville section to Fulton where the through coaches were added to the CITY OF NEW ORLEANS. These connections operated in both directions.
The head end cars and feature cars of the new CITY OF NEW ORLEANS were rebuilt and fully streamlined from old heavyweight coaches in the IC Burnside shops. There were also three feature cars rebuilt and streamlined for the Louisville-Fulton connecting trains, again using old heavyweight coaches. The Burnside shops actually left little more than the frame from the old heavyweight cars in the total new construction of the streamlined car body. Even the old six wheel trucks were upgraded and roller bearings were installed on all axles for high speed running. Many felt the snubbers installed by Burnside shops on these trucks gave them a smoother ride than the new four-wheel trucks built for high-speed service.
Each CITY OF NEW ORLEANS consist operated with three feature cars a 10-seat Lunch Counter 8-seat dinette and 22-seat lounge car, a 36-seat dining car and a 27-seat lounge Bar 21-seat lounge observation.
The two lunch counter dinette lounge cars were ready for service in March 1947 for the new CITY OF NEW ORLEANS trains sets. The two cars were numbered and named 4200 CANAL STREET and 4201 DE SOTO.
The two cars remained in CITY OF NEW ORLEANS service until 1971 being retired and sold at that time.

STEWARDS ROOM KITCHEN 10-SEAT LUNCH COUNTER 8-SEAT DINETTE 22-SEAT LOUNGE CARS Rebuilt and streamlined from heavyweight coaches by IC Burnside shops March 1947 (Rebuilt and streamlined for CITY OF NEW ORLEANS)

4200 CANAL STREET originally heavyweight coach 2199

4201 DE SOTO originally heavyweight coach 2204

Each new CITY OF NEW ORLEANS consist operated with a 36-seat dining car rebuilt and streamlined by Burnside shops from old heavyweight coaches. The interiors of these cars were tastefully decorated and operated in CITY OF NEW ORLEANS service until 1971 when they were retired and sold. If there was one shortcoming of the CITY OF NEW ORLEANS it was a shortage of dining car capacity. After all south of Fulton the CITY OF NEW ORLEANS if a full train carried 488 passengers. With only 36-seats available per sitting in the dining car and 18 in the Lunch counter dinette this meant he dining car crews received little break time between meals. The two 36 seat dining cars were numbered and named 4106 JACKSON SQUARE and 4107 LEE CIRCLE.

36-SEAT DINING CARS Rebuilt and streamlined by IC Burnside Shops March 1947 (Rebuilt and streamlined for assignment to the CITY OF NEW ORLEANS)

4106 JACKSON SQUARE ex IC 2807 ex IC 2299 originally IC 3782

4107 LEE CIRCLE ex IC 2806 ex IC 2298 originally IC 3779

The third feature car in each CITY OF NEW ORLEANS train set was a lounge observation rebuilt and streamlined in IC Burnside shops. These cars featured a forward lounge seating 27 followed by a large bar on one side of the car and another lounge in the rounded observation end that seated 21. Both cars were rebuilt and streamlined from heavyweight coaches and were numbered and named 3305 MARDI GRAS and 3306 AUDUBON PARK. Both cars were retired in 1971 and the MARDI GRAS operates today in charter service owned by the Roanoke Chapter National Railroad Historical Society.

27-SEAT LOUNGE BAR 21-SEAT LOUNGE OBSERVATIONS Rebuilt and streamlined by IC Burnside shops March 1947 (Rebuilt and streamlined for assignment to the CITY OF NEW ORLEANS)

3305 MARDI GRAS originally IC 2188

3306 AUDUBON PARK originally IC 2175
The feature cars built for the Louisville – Fulton CITY OF NEW ORLEANS connection numbered three. These cars made a Louisville – Fulton – Louisville round trip daily.
The three feature cars of the Louisville – Fulton connection were rebuilt and streamlined from heavyweight coaches by IC Burnside shops. One of these 3700 FULTON was a 14-seat lounge 24-seat Coach. It lasted in the connecting train until 1948 when the Louisville – Fulton connection was discontinued. In December 1949 3700 FULTON was rebuilt by Burnside shops into a 32-seat Parlor car and renumbered and renamed 3351-CAPITAL STREET at that time. It was operated between Jackson, Mississippi and New Orleans each morning in the southbound PANAMA LIMITED returning to Jackson in the northbound PANAMA LIMITED that evening. When the Parlor car service was discontinued between Jackson and New Orleans the car was transferred to Chicago – Carbondale service in the PANAMA LIMITED southbound in the evening and northbound the next morning. The 3351 CAPITAL STREET replaced the 3350 ILLINI in Chicago – Carbondale service. The 3351-CAPITAL STREET was retired in 1971 and sold.

14-SEAT LOUNGE 32-SEAT COACH Rebuilt and streamlined by IC Burnside March 1947 (Rebuilt by IC Burnside shops for Louisville – Fulton connection of CITY OF NEW ORLEANS)

3700 FULTON originally IC 2176

32-SEAT PARLOR CAR Rebuilt by IC Burnside shops December 1949 (Rebuilt and streamlined for PANAMA LIMITED service between Jackson and New Orleans)

3351 CAPITOL STREET ex IC 3700 FULTON originally IC 2176

The Louisville – Fulton connecting train also featured a 36-seat dining car nearly identical to those built for the CITY OF NEW ORLEANS. This car an IC Burnside shop rebuild was numbered and named 4108 LOUISVILLE. The 4108 LOUISVILLE operated many times in the main CITY OF NEW ORLEANS trains as a substitute when one of the regulars needed service. In fact the 418 LOUISVILLE became a reserve car for all of the trains operating with 36-seat dining cars. The 4108 LOUISVILLE was retired in 1971 and sold.

36-SEAT DINING CAR Rebuilt and streamlined by IC Burnside shops March 1947 (Rebuilt and streamlined for the Louisville – Fulton connection of the CITY OF NEW ORLEANS)

4108 LOUISVILLE originally IC 2195

The third feature car for the connecting train was 3320 PADUCAH a 24-seat coach 20-seat lounge observation. Again it was an IC Burnside shop rebuild. The 3320 PADUCAH ran in reserve service after the Louisville – Fulton connection was discontinued. The car was retired in 1971 and sold for scrap.

24-SEAT COACH 20-SEAT LOUNGE OBSERVATION Rebuilt and streamlined by IC Burnside shops March 1948 (Rebuilt for and assigned to Louisville – Fulton connection to CITY OF NEW ORLEANS)

3320 PADUCAH originally IC 2173

On March 1, 1948 the IC inaugurated a new streamlined GREEN DIAMOND operating round trip daily between Chicago and St. Louis via the Illinois state capital at Springfield. The entire consist was to have been built by Pullman Standard with the exception of head end cars. Instead as deliveries were taking longer from Pullman Standard than anticipated the IC in order to get the train in service streamlined and rebuilt the interiors of four cars in order to get the train in service as early as possible. It was originally intended that the second streamlined train on this route the DAYLIGHT would have the rebuilt heavyweight streamlined cars from the IC Burnside shops instead of the GREEN DIAMOND. The 56-seat coaches for the new GREEN DIAMOND were new from Pullman Standard.
The four feature cars were built using old heavyweight commuter coaches, little more than the center sill and floor frames was used in the construction of the new streamlined cars to be built on the old six-wheel trucks. Even the trucks were rebuilt and roller bearings installed on all axles. The Burnham shop employees were extremely capable able to match any factories new cars.
The four cars built for the DAYLIGHT by Burnham shops but assigned instead to the GREEN DIAMOND. Burnham shops completed all four cars in December 1947.
The first of these feature cars in the GREEN DIAMOND consist was 3335 GRANT PARK rebuilt and streamlined from old heavyweight coach 2169. The interior was finished with a Crew room, conductors office, Bar, 18-seat lounge 24-seat Coach. The 3335 GRANT PARK lost its crew room and conductors office in 1961 this area being converted into a lounge with seating for 10 passengers. This car lasted in IC service until 1971 before being retired and sold.

CREW ROOM CONDUCTORS OFFICE BAR 18-SEAT LOUNGE 24-SEAT COACH Rebuilt and streamlined by IC Burnham Shops December 1947 (Rebuilt and streamlined for assignment to DAYLIGHT instead assigned to GREEN DIAMOND)

3335 GRANT PARK originally IC 2169

The IC Burnside shops rebuilt and streamlined a heavyweight coach into a 36-seat dining car for the GREEN DIAMOND that was intended for the DAYLIGHT. This car was numbered and named 4109 AUGUSTE CHOUTEAU. The car operated in IC service until 1971 when it was retired and sold.

36-SEAT DINING CAR Rebuilt and streamlined by IC Burnside Shops December 1947 (Rebuilt and streamlined for assignment to DAYLIGHT instead assigned to GREEN DIAMOND)

4109 AUGUSTE CHOUTEAU originally IC 2192

The 3325 PIERRE LACLEDE another Burnside rebuild from a heavyweight coach was classed as a Parlor Tavern Lounge car. The interior contained a bar at one end of the car with tavern-lounge seating 18. The parlor section seated 16 in swivel seats eight on either side of the center aisle. This car lasted in IC service until 1971 when it was retired and sold.

BAR 18-SEAT TAVERN LOUNGE 16-SEAT PARLOR CAR Rebuilt and streamlined by IC Burnside shops December 1947 (Rebuilt and streamlined for assignment to DAYLIGHT instead assigned to GREEN DIAMOND)

3325 PIERRE LACLEDE originally IC2193

Car 3310 MARK BEAUBIEN another Burnside rebuild was a Parlor Drawing room 18-seat Parlor 6-seat lounge observation. The car operated in the GREEN DIAMOND and other IC trains until retired in 1971 and sold.

2-PARLOR DRAWING ROOM 18-SEAT PARLOR 6-SEAT LOUNGE OBSERVATION Rebuilt and streamlined by IC Burnside shops December 1947 (Rebuilt and streamlined for assignment to DAYLIGHT instead assigned to GREEN DIAMOND)

3310 MARK BEAUBIAN originally IC 2189

The Pullman Standard built feature cars originally intended for the GREEN DIAMOND finally arrived in January 1949. Since the new streamlined GREEN DIAMOND was already in service operating with streamlined feature cars built in there own Burnside shops the new Pullman Standard cars were assigned to the DAYLIGHT. The first of the new cars was 3336 FOREST PARK built with a crew room Conductors office Bar 14-seat Lounge 24-seat Coach. This car was rebuilt losing the Crew Room and conductors office in 1959 replacing these areas with ten lounge seats. The car was sold in 1971 and sold for scrap.

CREW ROOM CONDUCTORS OFFICE BAR 14-SEAT LOUNGE 24-SEAT COACH Pullman Standard January 1949 (Intended for GREEN DIAMOND instead assigned to DAYLIGHT)

3336 FOREST PARK

Another of the new cars for the GREEN DIAMOND but assigned to the DAYLIGHT was a 36-seat dining car numbered and named 4110 SHADRACH BOND. This car was retired and sold in 1971.

36-SEAT DINING CAR Pullman Standard January 1949 (Built for GREEN DIAMOND but assigned to DAYLIGHT)

4110 SHADRACH BOND

The next car in the DAYLIGHT consist was 3326 LA SALLE a Bar 18-seat tavern lounge 18-seat Parlor car. In January 1964 the 3326 was rebuilt to a Tavern Lounge Observation renumbered 3315 and reassigned to the CITY OF MIAMI pool until 1971 when it was retired and sold.

BAR 18-SEAT TAVERN LOUNGE 18-SEAT PARLOR CAR Pullman Standard January 1949 (Built for GREEN DIAMOND but assigned to DAYLIGHT)

3326 LA SALLE

The last car in the new DAYLIGHT was a 2-Parlor Drawing room 18-seat Parlor 8-seat lounge observation. This car was numbered and named 3311 FORT DEARBORN. In December 1962 this car was rebuilt to a Tavern Lounge observation and renumbered 3314 and assigned to reserve car status being assigned to any train needing a tavern –lounge observation when its regularly assigned car was in the shops. The car was retired in 1971 and sold.

2-DRAWING ROOM 18-SEAT PARLOR 8-SEAT LOUNGE OBSERVATION Pullman Standard January 1949 (Built for GREEN DIAMOND assigned to DAYLIGHT)

3311 FORT DEARBORN

TTFN Al

[siberianmo]

Hey Al - recently "did" the IC - but here it is again:

PASSENGER RR FALLEN FLAG #41

Here’s another Passenger RR Fallen Flag from Classic American Railroads:

Illinois Central (IC)

Headquarters: Chicago, IL

Mileage:

1950: 4,779
1995: 2,732 (including rights)

Locomotives in 1963

Diesels: 629

Rolling stock in 1963:

Freight cars: 49,226
Passenger cars: 857

Principal routes:

Chicago-New Orleans via Mattoon & Carbondale, IL, & Grenada, MS
Memphis-New Orleans via Vicksburg, MS & Baton Rouge, LA
Memphis-Jackson, MS via Greenwood, MS
Fulton, KY-Birmingham, AL
Freeport-Centralia, IL via Clinton & Vandalia
Chicago-Omaha, NE
Tara (Fort Dodge)-Sioux City, IA
Cherokee, IA-Sioux Falls, SD
Manchester-Cedar Rapids, IA
Waterloo, IA-Albert Lea, MN
Centralia, IL-Madison, WI
Gilman, IL-St. Louis
St. Louis-Du Quoin, IL
Edgewood, IL-Fulton, KY
Fulton-Louisville, KY via Paducah
Effingham, IL-Indianapolis, IN
Mattoon-Peoria, IL via Decatur
Jackson-Gulfport, MS
Meridian, MS-Shreveport, LA

Passenger trains of note:

Chickasaw (Memphis-St. Louis & Chicago)
City of Miami (Chicago & St. Louis-Miami & St. Petersburg, FL; joint with CG, ACL and FEC)
City of New Orleans (Chicago & St. Louis & Louisville-New Orleans)
Daylight (Chicago-St. Louis
Delta Express (Memphis-Vicksburg, MS)
Green Diamond (Chicago-St. Louis)
Hawkeye (Chicago-Sioux City
Iowan (Chicago-Sioux City)
Irvin S. Cobb (Louisville-New Orleans)
Kentucky Cardinal (Louisville-Memphis)
Land O’ Corn (Chicago-Waterloo, IA)
Louisiane (Chicago & St. Louis-New Orleans)
Magnolia Star (Chicago-New Orleans)
Mid-American (Chicago-Memphis)
Night Diamond (Chicago-St. Louis)
Panama Limited (Chicago & St. Louis-New Orleans)
Planter (Louisville-Memphis)
Seminole (Chicago-Jacksonville, FLA via Birmingham & Columbus, GA)
Southwestern Limited & Northeastern Limited (Meridian-Shreveport)


Enjoy! [tup]

Tom [4:-)] [oX)]

[siberianmo]

G'day!

Here's a map of the Illinois Central & Chicago Central put out in 1996 (IC in blue) . . .



Later![tup]

Tom[4:-)][oX)]

[passengerfan]

ILLINOIS
CENTRAL Streamlined Head End Cars
by Al

The first streamlined head end car on the Illinois Central was the second car of the five car articulated train set that comprised the GREEN DIAMOND. The GREEN DIAMOND 5-car articulated train was delivered by Pullman in April 1937 to the Illinois Central painted in a striking two-tone Green paint scheme never repeated by the IC. This second articulated car behind the articulated power unit was numbered 122 it contained a 15’ Railway Post Office compartment and a baggage compartment. In the rear of the Baggage area was the train heat boiler that supplied the steam for the steam-activated air conditioning in the summer and provided the train’s heat in the winter.

ARTICULATED 15’ RAILWAY POST OFFICE BAGGAGE CAR Pullman April 1936 (Built for and assigned to GREEN DIAMOND)

122

A conventional non-articulated streamlined GREEN DIAMOND replaced the articulated GREEN DIAMOND in 1947. The old articulated train was transferred to Jackson, Mississippi for service as the MISS LOU between Jackson and New Orleans round trip daily. The MISS LOU was discontinued May 1950 and the train set was returned to Chicago where it was scrapped in June 1950.
The last new head end car purchased by the IC was delivered by Pullman Standard in November 1940 as the first car in the seven-car coach streamliner named the CITY OF MIAMI. This car the 1900 BOUGAINVILLEA was a Baggage 13-Crew Dormitory 22 Revenue seat Coach. The new CITY OF MIAMI began service from Chicago and Miami operating over the IC track as far as Birmingham. From that point to Miami the new diesel powered streamliner operated over the CofG, ACL, and FEC. The new CITY OF MIAMI was inaugurated December 18, 1940 as part of a trio of trains operating between Chicago – Miami the other two being the PRR SOUTH WIND, and FEC DIXIE FLAGLER. Between the three trains they provided daily service between end points.

BAGGAGE 13-CREW DORMITORY 22- REVENUE SEAT COACH COMBINATION Pullman Standard November 1940 (Built for and assigned to CITY OF MIAMI)

1900 BOUGAINVILLEA

The next streamliners introduced by the IC were the new pair of PANAMA LIMITED consists inaugurated May 1, 1942 overnight in each direction between Chicago and New Orleans. The two head end cars of these All-Pullman streamliner’s were rebuilt and streamlined from old heavyweight commuter coaches to Baggage 16-Crew Dormitory cars in the IC Burnham shops in Chicago. These shops would rebuild and streamline every head end car in IC service from that point on. The only way to tell these cars were rebuilt from heavyweights and rode on the original six wheel trucks.

BAGGAGE 16-CREW DORMITORY CARS IC Shops April 1942 (Rebuilt and streamlined for PANAMA LIMITED)

1901 LAKE MICHIGAN originally heavyweight 4073

1902 LAKE PONTCHARTRAIN originally heavyweight 4074

Two streamlined Baggage Cars were rebuilt from heavyweights in August 1946 for addition to the PANAMA LIMITED consists. These two cars were numbered 1800 and 1801.

BAGGAGE CARS IC Shops August 1946 (Rebuilt and streamlined for the PANAMA LIMITEDS)

1800 originally heavyweight 2206

1801 originally heavyweight 2181

Following the Second World War the Illinois Central would embark on a program of streamlining several new trains as well as replacing several older trains with new trains using the previous train’s name.
The first new streamlined train on the IC to be streamlined following WW II was the LAND O’ CORN between Waterloo, Iowa and Chicago round trip daily. A prewar two-car motor train without baggage or mail compartments was discontinued after an accident and returned to its manufacturer American Car & Foundry during the war. This train was replaced by a heavyweight steam powered train until the new postwar LAND O’CORN was inaugurated February 12, 1947. Initially this train was a six car train with a single Baggage 30’ Railway Post Office Car which was not ready for the inaugural. Burnham shops delivered the rebuilt streamlined 402 in August 1948.

BAGGAGE 30’ RAILWAY POST OFFICE CAR IC Shops August, 1947 (Rebuilt and streamlined for assignment to the LAND O’CORN)

402 originally heavyweight 2186

The second new IC train to enter service after WW II was the new GREEN DIAMOND inaugurated February 28, 1947. Only one of the two new head end cars was completed in time for the train’s inaugural Baggage Car 1802. A heavyweight 30’ Railway Post Office Express Car painted in the new IC Chocolate, Orange and Yellow paint scheme substituted until the IC Burnham shops delivered the rebuilt streamlined 30’ Railway Post Office Express Car. The streamlined head end cars assigned to the new GREEN DIAMOND was Baggage Car 1802 and 30’ Railway Post Office Express Car 404.

BAGGAGE CAR IC Shops August 1946 (Rebuilt and Streamlined for assignment to the GREEN DIAMOND)

1802 originally heavyweight 3652

30’ RAILWAY POST OFFICE EXPRESS CAR IC Shops February 1948 (Rebuilt and streamlined for assignment to the GREEN DIAMOND)

404 originally heavyweight 2225

The GREEN DIAMOND was followed by a nearly identical streamlined running mate the DAYLIGHT on March 15, 1947 between Chicago and St. Louis round trip daily. This gave the IC twice-daily round trip service between Chicago and St. Louis. Again only the Baggage Car 1803 was ready for the train’s inaugural and it would be October 1948 before the 30’ Railway Post Office Express car 3654 was ready.

BAGGAGE CAR IC Shops April 1947 (Rebuilt for and assigned to DAYLIGHT)

1803 originally heavyweight 2177

30’ RAILWAY POST OFFICE EXPRESS CAR IC Shops October 1948 (Rebuilt and streamlined for assignment to the DAYLIGHT)

405 originally heavyweight 3654



Last of the new trains to enter service following the war was a pair of streamliners named the CITY OF NEW ORLEANS between Chicago and New Orleans on a fast 16 hour daytime schedule. The two trains entered service on April 27, 1947. These two train sets operated with a pair of head end cars in each consist. 30’ Railway Post Office Baggage Cars 400 and 401 and Baggage Crew Dayroom Cars 1903 and 1904.

30’ RAILWAY POST OFFICE BAGGAGE CARS IC Shops April 1947 (Rebuilt and streamlined for assignment to CITY OF NEW ORLEANS)

400 originally heavyweight 2170

401 originally heavyweight 2183

BAGGAGE CREW DAYROOM CARS IC Shops April 1947 (Rebuilt and streamlined for assignment to CITY OF NEW ORLEANS)

1903 originally heavyweight 2200

1904 originally heavyweight 2177

The IC Shops constructed a single Baggage 18 Crew Dormitory car in August 1948 again using an old heavyweight commuter coach. This car numbered 1905 was assigned to the expanded CITY OF MIAMI that was now carrying sleeping cars forward and the head end car a Baggage Crew Dormitory Coach Combination the 1900 BOUGAINVILLEA was rebuilt to a Baggage 18 Crew Dormitory Car by the IC shops in September 1949. The 1900 minus its name was used as a spare where needed in the CITY OF MIAMI or in the PANAMA LIMITED.

BAGGAGE 18-CREW DORMITORY IC Shops August 1948 (Rebuilt and streamlined for assignment to CITY OF MIAMI)

1905 originally heavyweight 3152

In January 1951 a second Baggage 18 crew Dormitory car 1902 was rebuilt for the CITY OF MIAMI by IC Burnham shops, this car was not a replacement for the previous car but was assigned to a second CITY OF MIAMI consist.

BAGGAGE 18-CREW DORMITORY CAR IC Shops January 1951 (Rebuilt and streamlined for assignment to CITY OF MIAMI)

1902 originally heavyweight 2202

The IC in need of additional baggage cars and Railway Post Office equipped cars and no longer having any suitable heavyweights available for this purpose, turned their attention to the New York Central who had a large number of 22 Roomette Sleeping cars available on the used car market for not much more than scrap prices. The first of these purchased was NYC 10407 LITTLE NECK BAY in February 1961. The IC Burnham shops rebuilt this lightweight car into a Baggage 30’ Railway Post Office Car numbering it 150. The 150 was assigned to General Service. One additional Baggage 30’ Railway Post Office Car 152 was rebuilt in September 1953 from ex NYC 22 Roomette sleeping car 10441 GREAT SOUTH BAY again in Burnham shops.
In December 1961 the IC received three NYC 22 Roomette Sleeping cars 10403 TAWAS BAY, 10439 FOWL BAY and 10444 STURGEON BAY, after shopping at IC Burnham they emerged as Baggage – Express cars 1820 – 1822.
In August 1962 the IC Burnham shops rebuilt ex NYC 22 Roomette Sleeping Car 10408 MANHASSET BAY into 30’ Railway Post Office car 151. At the same time the IC rebuilt two of their own prewar lightweight streamlined sleeping cars from the 1942 PANAMA LIMITED 18-Roomette Sleeping cars CITY OF NEW ORLEANS and CITY OF JACKSON into 30’ Railway Post Office Baggage Cars 153 and 154 respectively.
A further NYC 22 Roomette Sleeping car 10432 MONTEREY BAY was rebuilt to a 30’ Railway Post Office Baggage Car in June 1963 and renumbered IC 155.
In October 1963 the IC rebuilt their own 22-Roomette Sleeping Car FULTON the former NYC 10431 MOBILE BAY acquired in January, 1960 into a 30’ Railway Post Office Baggage Car numbered 156.
In January 1964 the IC Burnham shops rebuilt the IC 22-Roomette Sleeping Car FERNWOOD originally NYC 10415 TURTLE BAY acquired in January 1960 into 30’ Railway Post office Baggage car 157.
Three ex IC 1942 PANAMA LIMITED 6 Section 6 Roomette 4 Double Bedroom Sleeping cars were rebuilt by IC Burnham shops throughout the remainder of 1964 into 30’ Railway Post Office Baggage Cars. First was ex sleeper PELICAN STATE rebuilt to 160 in April 1964. This was followed by sleeper LAND O’STRAWBERRIES in June 1964 rebuilt to 158. Finally in November 1964 sleeper KING COAL was rebuilt to 159.
Many of the 30’ Railway Post Office Cars converted above would last but a short time before the mail contracts were canceled. The cars were than shopped to have the RPO equipment removed and the cars were renumbered to Baggage Cars as follows.
FEBRUARY 1968

1830 ex 150 originally NYC 10407 LITTLE NECK BAY

1831 ex 151 originally NYC 10408 MANHASSET BAY

MARCH 1968

1832 ex 152 originally NYC 10441 GREAT SOUTH BAY

1837 ex 157 ex FERNWOOD originally NYC 10415 TURTLE BAY

APRIL 1968

1835 ex 155 originally NYC 10432 MONTEREY BAY

MAY 1970

1838 ex 153 originally IC CITY OF NEW ORLEANS

1839 ex 154 originally IC CITY OF JACKSON

1840 ex 156 ex FULTON originally NYC 10431 MOBILE BAY

JULY 1970

1841 ex 159 originally IC KING COAL

1842 ex 160 originally IC PELICAN STATE

Sorry Tom and Lars do not have the IC Dome car chapter complete yet it is still a work in progress. Have the information just have to get ot sorted out and find the time to type it up. Have to wait until tax season over.

TTFN Al

[passengerfan]

Good Morning How about the C&O for teme for a day on this forum.

CHESAPEAKE
&
OHIO Streamlined Dining & Lounge Cars
By Al
(C&O)

The C&O northern lines better known at the time as the Pere Marquette introduced a pair of seven-car coach streamliners August 10, 1946 between Detroit and Grand Rapids, Michigan. The two train sets made three round trips between them. The first two cars following the E7A diesel unit the baggage 30’railway post office car and baggage car were simply moved to the other end of the five cars at terminals only the diesel was turned. The five passenger carrying cars were trainlined in the following manner.

56-seat coach observation blunt end
54-seat coach with smoking lounge
44-seat dining car
54-seat coach with smoking lounge
56-seat coach observation blunt end

The new trains were delivered painted in the University of Michigan colors of Venetian yellow and Enchantment blue. These basic colors would be accepted by C&O as the color for all their streamliners with the yellow becoming a darker shade called Federal yellow on subsequent cars. Only those cars built for the CHESSIE would not receive the new C&O paint scheme.
The new Michigan trains were named the PERE MARQUETTES when they entered service and soon earned a reputation for reliability. The cars we are concerned with in this book are car numbers 10 and 11. These two cars featured a center kitchen with a passageway down one side. The dining areas were on either side of the kitchen pantry area and seated 22 at table seating for two and four. There were three tables for two and four tables for four. The cars served a dual purpose acting as lounge space during non-meal hours. The PERE MARQUETTES were one of the few trains in the U.S. to have waitresses instead of waiters and a no-tipping policy. Number 10 was retired in 1968 and sold privately. Car number 11 was converted in 1959 to a cafeteria car without change of number and retired in 1969. In 1970 the car was sold to a private owner.

44-SEAT DINING CARS Pullman Standard July 1946 (Built for and assigned to PERE MARQUETTES)

10, 11

The next trains to be discussed were the CHESSIES the trains that never were. The C&O received three Budd built consists in August 1948 that would have been among the finest day trains in the land if not the finest. The CHESSIES were built to operate between Washington, D.C. and Cincinnati with a connecting train between Newport News and Charlottesville. The three consists were to be pulled by the largest coal fired turbine locomotives ever built for passenger service. The C&O realized before the train entered service that they would never attract enough ridership to pay their way.
Each CHESSIE consist would have had five feature cars. These cars were 1875 –1877, 1900 –1902, 1920 – 1922, 1940 – 1942 and 1970 – 1972.
We will look at the cars in numerical order this is definitely not the way they would have been trainlined.
The 1875 – 1877 were built to be the last cars in the CHESSIES They featured a 20-seat coach section forward of the dome on the main level The Dome a lower profile dome built for eastern clearances seated the standard 24 found in all Budd short domes. To the rear of the dome in the rounded observation end on the cars main level was a lounge seating 16 with unusual seating arrangement having all facing aft at angles in pairs a single and one group of three. Beneath the dome was a pair of restrooms and a newsstand that would have sold newspapers, cigarettes, candies, magazines and souvenirs. Ahead of the coach seating was a silent screen room that showed headlines for the coach passengers of these cars. These cars would have operated Newport News to Cincinnati. After operating in PERE MARQUETTE service for a short period of time the three cars were sold to the D&RGW September 20, 1949. Before repainting and delivery to their new owner the cars were fitted with an adaptor at their rounded end complete with diaphragm for mid-train operation. See D&RGW for disposition and further history of these cars.

24-SEAT DOME 20-SEAT COACH 16-SEAT LOUNGE OBSERVATIONS with Newsstand beneath dome Budd Company August 1948 (Built for stillborn CHESSIE)

1875 – 1877

Cars 1900 – 1902 were 6-seat lunch counter 8-seat dinette 25-seat tavern lounge 10-seat lounge cars. Car number 1900 was rebuilt to C&O business car 19 in 1953. One year later in 1954 the car was sold to the NYC as their business car 28. The NYC in turn sold the car privately in 1959 and named ADIOS II. Cars 1901 and 1902 were sold to the General Roca Railway of Argentina in 1951.

6-SEAT LUNCH COUNTER 8-SEAT DINETTE 25-SEAT TAVERN LOUNGE 10-SEAT LOUNGE CARS Budd Company August 1948 (Built for stillborn CHESSIE)

1900 – 1902

Car numbers 1920 – 1922 were 5-seat lunch counter 16-seat dining 18-seat lounge 6-seat lounge observations. These cars were blunt end observations and would have operated between Washington and Cincinnati. All three cars were remodeled in 1952 each differently. Car 1920 after rebuilding featured a 4-seat lunch counter 38-seat dining 6-seat lounge observation. Car 1920 was transferred to Amtrak ownership in 1971. Car 1921 was remodeled to 5-seat lunch counter 36-seat dining and 4-seat lounge observation. Car 1921 was transferred to Amtrak ownership in 1971. Car number 1922 was remodeled to a 5-seat lunch counter 32-seat dining 10-seat lounge observation. In 1971 car 1922 was transferred to Amtrak ownership.

5-SEAT LUNCH COUNTER 16-SEAT DINING 18-SEAT LOUNGE 6-SEAT LOUNGE OBSERVATIONS Budd Company August 1948 (Built for stillborn CHESSIE)

1920 – 1922

Cars 1940 – 1942 were part of two unit-dining sets with each coupled to car numbers 1970 – 1972 respectively. Cars 1940 – 1942 featured a 6-crew dayroom 9-seat dinette 4-seat lunch counter and a large kitchen pantry. Since these cars were built during the Jim Crow era of racial segregation they served black passengers only. The trailing 1970-1972-class dining room – theater cars were for white passengers only. Cars 1970 – 1972 were 52-seat dining room-theater cars. Seating was arranged at tables for two and four and they provided no kitchen facilities of any kind being totally dependant on the kitchens in 1940 – 1942 for food service. All three sets of cars were sold to the ACL in November 1950 for further service see ACL chapter for further history of these cars.

6-CREW LOUNGE 9-SEAT DINETTE 4-SEAT LUNCH COUNTER KITCHEN UNITS Budd Company August 1948 (Built for stillborn CHESSIE)

1940 – 1942

52-SEAT DINING – THEATER UNITS Budd Company August 1948 (Built for stillborn CHESSIE)

1970 – 1972

In 1950 the C&O received a large number of cars from Pullman Standard that were to say the least state of the art. The cars they received were part of a larger order parts of which were sold to other railroads with delivery straight from Pullman Standard. Still other parts of this huge order were canceled altogether. The C&O realized with their passenger services not all of the cars would be necessary to operate the trains they had.
The C&O purchased eight twin-unit dining car sets that were actually completed and delivered but none ever entered C&O service instead four were sold to the NYC, two were sold to the ACL and the remaining two were sold to the IC. These twin-unit dining sets as built consisted of a 16-crew dormitory – kitchen unit and a 52-seat dining room 12-seat cocktail lounge theater unit.

16-CREW DORMITORY KITCHEN CARS – 52-SEAT DINING 12-SEAT COCKTAIL LOUNGE THEATER CARS Pullman Standard 1950 (Built for C&O service but sold to other railroads)

1950 GADSBY’S KITCHEN
1973 GADSBY’S TAVERN
(Sold to Illinois Central November 1950)

1951 RALEIGH KITCHEN
1974 RALEIGH TAVERN
(Sold to Illinois Central November 1950)

1952 MICHIE’S KITCHEN
1975 MICHIE’S TAVERN
(Sold to New York Central October 1950)

1953 HANOVER KITCHEN
1976 HANOVER TAVERN
(Sold to New York Central October 1950)

1954 SWAN KITCHEN
1977 SWAN TAVERN
(Sold to Atlantic Coast Line December 1950)

1955 POSTLETHWAIT’S KITCHEN
1978 POSTLETHWAIT’S TAVERN
(Sold to Atlantic Coast Line December 1950)

1956 CALDWELL’S KITCHEN
1979 CALDWELL’S TAVERN
(Sold to New York Central October 1950)

1957 BOTSFORD KITCHEN
1980 BOTSFORD TAVERN
(Sold to New York Central October 1950)

No single unit lightweight streamlined dining cars were delivered for C&O service from this 1950 Pullman Standard order. Two were built but they were sold directly to the D&RGW. See the D&RGW for further details of these cars.
Pullman Standard built four 8-seat lunch counter buffet 38-seat lounge cars as part of the order for C&O but three were delivered directly to the D&RGW, only one was destined for C&O service 1903 CHESSIE CLUB assigned to C&O Northern lines for PERE MARQUETTE service. This car was transferred to Amtrak service in 1971.

8-SEAT LUNCH COUNTER BUFFET 38-SEAT LOUNGE CAR Pullman Standard 1950 (Built for and assigned to PERE MARQUETTE)

1903 CHESSIE CLUB

As part of the Pullman Standard order were eight 5-double bedroom buffet 26-seat lounge observations. Only four would enter C&O service and the other four were sold to the B&O who assigned their four to the AMBASSADOR and CAPITOL LIMITED. The C&O assigned three of the cars to the GEORGE WASHINGTON and the remaining car 2504 NEW RIVER CLUB was rebuilt to C&O Business car 29. The C&O rebuilt all three remaining cars 2500 BLUE RIDGE CLUB, 2503 TIDEWATER CLUB and 2506 BLUEGRASS CLUB in 1962 to 6-crew dormitory Kitchen-pantry 38-seat dining observations. Three of the bedrooms were designated crew dormitory space and the remaining two along with the buffet were rebuilt to Kitchen pantry and the lounge seating was removed and replaced by seven tables for four. All three were retired and sold to Amtrak in 1971. Business car CHESSIE 29 sold privately in 1971. These cars were renumbered and retained their names as before see below.

5 DOUBLE BEDROOM BUFFET 26-SEAT LOUNGE OBSERVATIONS Pullman Standard 1950 (Built for and assigned to C&O passenger trains)

2500 BLUE RIDGE CLUB remodeled 1962 to C&O 1923 BLUE RIDGE CLUB

2501 SHENANDOAH CLUB sold to B&O February 1951 renumbered and renamed B&O 7502 DANA assigned to AMBASSADOR

2502 TIDEWATER CLUB sold to B&O March 1951 renumbered and renamed B&O 7500 NAPPANEE assigned to CAPITOL LIMITED

2503 ALLEGHENNY CLUB remodeled 1962 to C&O 1925 ALLEGHENNY CLUB

2504 NEW RIVER CLUB rebuilt 1951 to C&O Business car CHESSIE 29

2505 OHIO RIVER CLUB sold to B&O February 1951 renumbered and renamed B&O 7503 METCALF

2506 BLUE GRASS CLUB remodeled 1962 to C&O 1924 BLUE GRASS CLUB

2507 WOLVERINE CLUB sold to B&O March 1951 renumbered and renamed B&O 7501 WAWASEE assigned to CAPITOL LIMITED

The C&O converted two of their 1950 built coaches 1610 and 1611 to Coach diners in 1956. Where the one large bathroom in these cars was located at the end opposite the boarding vestibule, it was rebuilt to a pair of bathrooms the 26-seat coach seating at this end remained and to the rear of the center offset a 22-seat dining room was installed with 5-tables for 4 and one corner table for 2. Where the large bathroom at the boarding vestibule end was located this was rebuilt to a kitchen. Both 1610 and 1611 were retired in 1971 and sold to Amtrak.

TTFN Al

[siberianmo]

Good Morning!

Chesapeake & Ohio - good selection, Al[tup][tup] . . . Here's something previously Posted on this thread:

PASSENGER RR FALLEN FLAG #31

Here’s another Passenger RR Fallen Flag from Classic American Railroads:

Chesapeake & Ohio (C&O)

Headquarters: Richmond, VA

Mileage in 1950:

5,343 (including ferries)

Locomotives in 1963:

Steam: 3 (fireless “cookers”)
Diesel: 1,053

Rolling stock in 1963:

Freight cars: 92,992
Passenger cars: 324

Principal routes in 1950:

Chicago-Cincinnati, OH-Ashland, KY-Staunton, VA-Newport News, VA
Gordonsville, VA-Washington, DC
Clifton Forge-Richmond VA
Ashland-Louisville, KY
Limeville (Ashland)-Columbus, OH-Toledo, OH
Columbus-Pomeroy, OH
Catlettsburg (Ashland)-Elkhorn City, KY
Ronceverte-Durbin & Bartow, WV
Chicago-Grand Rapids, MI-Detroit, MI-St. Thomas, ON-Buffalo & Niagra Falls, NY
Grand Rapids-Petoskey & Bay View, MI
Erieau, ON-Ludington, MI
Ludington-Milwaukee & Manitowoc & Kewaunee, WI (ferry routes to each from Ludington)
Toledo-Bay City, MI
Port Huron-Bay City-Elmdale, MI
Holland-Muskegon-Hart, MI

Passenger trains of note:

George Washington (Washington & Newport News-Cincinnati & Louisville)
F.F.V. (Washington & Newport News-Cincinnati & Louisville)
Sportsman (Washington & Newport News-Cincinnati & Detroit)
Pere Marquettes (Detroit-Grand Rapids; Chicago-Grand Rapids & Muskegon; Detroit-Saginaw, MI)
Resort Special (Chicago-Petoskey; later, Washington-White Sulphur Springs, WV)


Enjoy! [tup]

Tom [4:-)] [oX)]

[siberianmo]

Good Morning!

Something to appreciate . . . .



Later![tup]

Tom[4:-)][oX)]

[LoveDomes]

Hi Tom

Just passing by on the way to the bar. Chessie (again?) Good name, but haven't we "been there, done that" with this one[?]

Once again, my "list" of name trains isn't at all as detailed as yours - so I'll yield to the Master![swg]

Good stuff from Al, as always![tup]

Until the next time!

Lars

[passengerfan]

Keeping to todays C&O theme.

CHESAPEAKE
&
OHIO
PERE
MARQUETTE Streamlined Head End Cars
By Al

The C&O and its subsidiary the Pere Marquette owned a total of eight lightweight streamlined head end cars with the Pere Marquette owning four parent C&O owning four but only two of the latter remained on the C&O for any length of time.
The Pere Marquette received all four of their lightweight streamlined head end cars from Pullman Standard in July 1946. There were two Baggage 30’ Railway Post office cars numbered 50 and 51 and two straight baggage cars numbered 60 and 61. These cars were part of two seven-car streamlines named the PERE MARQUETTES built for three times daily service between Detroit and Grand Rapids, Michigan. The five passenger carrying cars in each consist were not turned at terminals but instead just the seating in the two caches and two Coach Observations seating was turned instead. The two head end cars and the EMD E7A unit were turned at each terminal before rejoining their trains for the return trip.

BAGGAGE 30’ RAILWAY POST OFFICE CARS Pullman Standard April 1946 (Built for and assigned to PERE MARQUETTES)

50, 51

BAGGAGE CARS Pullman Standard April 1946 (Built for and assigned to PERE MARQUETTES)

60, 61

The C&O purchased three Baggage 28-seat Coach combinations for the stillborn CHESSIE trains. The three Budd built cars were delivered in August 1948 and only one of the three Baggage Coach Combinations entered C&O service. Two of the Baggage Coach Combinations were sold to Argentina while the third 1402 entered C&O service generally assigned to the C&O PERE MARQUETTE between Chicago and Detroit.

BAGGAGE 28-REVENUE SEAT COACH COMBINATIONS Budd Company August 1948 (Built for but never operated in the CHESSIE)

1400 – 1402

The last lightweight streamlined head end car purchased by the C&O was 1403 a Baggage 32 revenue seat coach combination. The C&O had ordered thirteen cars of this type from Pullman Standard following WW II part of an order for nearly three hundred cars placed by the C&O of which many were canceled and many went directly to other roads. In the case of the Baggage 32 revenue seat Coach Combinations thirteen were ordered but only three were delivered. Two of these were delivered directly to the Rio Grande as there 1230 and 1231 and the 1403 was delivered to the C&O. The 1403 was assigned to the Chicago – Detroit PERE MARQUETTE service.

BAGGAGE 32-REVENUE SEAT COACH COMBINATION Pullman Standard 1950 (Built for General Service assigned to PERE MARQUETTE)

1403

Besides the above head end car the C&O originally ordered nine Baggage Cars but only three of these were completed and they were delivered directly to the Rio Grande as there 1210-1212.
Eight 60’ Railway Post Office cars were ordered in the same large car order but none were built.
Thirteen Baggage 30’ Railway Post Office cars were ordered but only three were actually completed and they went directly to the Rio Grande as there 1200-1202.

[siberianmo]

G'day Gents!

Just a word of Thanx to Al for the Posts![tup][tup] and to Lars for stopping by.[tup] Sure looks like we're a "club unto ourselves" 'round here, eh[?][swg]

Later!

Tom[4:-)] [oX)]

[passengerfan]

How about this for a theme road for the day.

SPOKANE
PORTLAND
&
SEATTLE Streamlined Dining & Lounge Cars
(SP&S)
By Al

The SP&S operated connecting trains between Portland and Pasco for parent Northern Pacific and between Portland and Spokane for parent Great Northern.
Initially the SP&S operated the train they simply called the streamliner as a connection to the Great Northern EMPIRE BUILDER both to and from Spokane. There were three -streamlined feature cars built during 1950 for this train and painted in the EMPIRE BUILDER colors but carried the name SPOKANE PORTLAND & SEATTLE centered in the letter boards.
The first of these cars to arrive was 600 MOUNT HOOD and 601 MOUNT ST. HELENS. These cars were 6-roomette 3-double bedroom Buffet 25-seat lounge cars. Both cars built by Pullman Standard arrived on the property in February 1950 and were immediately assigned to the STREAMLINER. Eastbound the cars served more in their capacity as buffet – lounge cars as the run was daylight in nature. Westbound the run was nocturnal with an early morning arrival in Portland. These cars were operated on the rear of the STREAMLINER throughout their careers. After the NORTH COAST LIMITED schedule was revised and speeded up the STREAMLINER operated through cars from both the GN EMPIRE BUILDER and NP NORTH COAST LIMITED. The NP cars were transferred at Pasco and the GN cars were transferred at Spokane as before. At that time the two sleeper buffet lounge cars were given two tail signs one either side of the diaphragm proclaiming the NORTH COAST LIMITED on one the EMPIRE BUILDER the other. After 1953 the eastbound run sold the roomette space as parlor seating and westbound the space was sold as sleeping car space. The cars traveled on alternate days allowing more time for servicing in Spokane where one laid over each night for the next westbound departure from Spokane.

6-ROOMETTE 3-DOUBLE BEDROOM BUFFET 25-SEAT LOUNGE CARS Pullman Standard February 1950 Plan: 4163 Lot: 6829 (Built for and assigned to STREAMLINER)

600 MOUNT HOOD

601 MOUNT ST. HELENS

The third feature car arrived in June 1950 again from Pullman Standard. This car numbered 405 was a 32-seat dining 10-seat parlor car as delivered. Delivered in EMPIRE BUILDER colors for service in the STREAMLINER between Portland and Spokane connecting with the EMPIRE BUILDER both eastbound and westbound. Eastbound the car served as a dining –parlor car, westbound returning to Portland the car operated overnight and served breakfast before arrival in Portland the parlor space left empty.
In July 1953 the SP&S rebuilt 405 into a straight 48-seat dining car and retained its original number. In December 1965 405 received the name COLUMBIA to go with its number.

32-SEAT DINING 10-SEAT PARLOR CAR Pullman Standard June 1950 (Built for and assigned to STREAMLINER)

405 (COLUMBIA)

In March 1966 the SP&S purchased a used 46-seat dining car from the Missouri – Kansas – Texas their 1100 SAM HOUSTON built originally for the TEXAS SPECIAL in 1948. The SP&S numbered the car 406 and operated it as a spare for the 405 COLUMBIA. In June 1966 the 46-seat dining car 406 was assigned the name WILLAMETTE. During the peak travel periods both cars were assigned to the STREAMLINER operating from Spokane every other night. This gave more time for servicing.

TTFN Al

[siberianmo]

Good Morning!

Nice choice, Al [tup] Don't know how much info we'll dig up on the SP&S to make it a full-fledged "Theme," but here's a start . . . . previously Posted on this Thread . . .

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

Spokane, Portland & Seattle (SP&S)

Headquarters: Portland, OR

Mileage in 1950: 968

Locomotives in 1963:

Diesel: 93

Rolling stock in 1963:

Freight cars: 3,547
Passenger cars: 48

Principal routes in 1950:

Portland-Spokane, WA
Portland-Seaside, WA
Portland-Eugene, OR (subsidiary Oregon Electric Railway)
Wishram, WA-Bend, OR subsidiary Oregon Trunk Railway)

Passenger trains of note:

Columbia River Express [Portland-Spokane)
Empire Builder (Portland-Chicago)
Oriental Limited (Portland-Chicago)
Western Star (Portland-Chicago)
North Coast Limited (Portland-Chicago)
Mainstreeter (Portland-Chicago)

Of note: SP&S handled GN’s Empire Builder, Oriental Limited and Western Star between Portland and Spokane; SP&S handled NP’s North Coast Limited and Mainstreeter between Portland and Pasco, WA


Enjoy! [tup]

Tom [4:-)] [oX)]

[siberianmo]

Hey Al

Check this out to follow along with our "Theme" . . .

Spokane, Portland & Seattle (SP&S) Railway at Snoqualmie, Washington (GNU Free Documentation)


Later![tup]

Tom[4:-)] [oX)]

[LoveDomes]

Hey Tom and Al

On the way over to the bar, but thought I'd pop in. Haven't got a thing for the SP&S - not a bunch of stuff out there. Nice pix, though! I tried to find some that aren't copyrighted to death .... couldn't.

Good "stuff" from Al too .......[tup]

Until the next time!

Lars

[passengerfan]

Just to keep the SP&S alive a bit longer have included the following.

Spokane
Portland
&
Seattle Streamlined Dome Cars
(SP&S)
By Al

The SP&S was the fully owned subsidiary of the Great Northern and Northern Pacific Railways. It was built solely to give the two Northern transcontinental roads direct access to Portland from the east. The road acquired other railroads to expand its operation south to Bend, Oregon from its mainline on the north bank of the Columbia River at Wishram, Washington. Another Branch operated from Portland along the south bank of the Columbia River to its mouth at Astoria. Another artery of the railroad proceeded down the Willamette Valley to Eugene.
The Railroad provided passenger services along all of these routes during the heavyweight era. By the time streamlined equipment was introduced in the late 1940’s and early 1950’s the SP&S was only operating trains along the north bank route between Portland and Spokane.
Initially streamlined equipment was operated in train’s #1-2 connecting with the Great Northern EMPIRE BUILDER in Spokane. The SP&S cars operated in this train between Portland and Spokane were painted GN colors the same as the through cars to and from Chicago and Portland. Later the NP NORTH COAST LIMITED through cars to and from Chicago to and from Portland were switched in and out of SP&S trains 1-2 at Pasco where both the NP and SP&S crossed the Columbia River.
In 1954 when the Northern Pacific began operation of the VISTA-DOME NORTH COAST LIMITED with a new paint scheme and new domes the SP&S became the owner of two of the new NP domes. In August the SP&S received a new Vista-Dome 46-seat Leg-Rest Coach one of ten owned by the NP, CB&Q and SP&S. The SP&S owned car was numbered 559. For further details on car 559 see the BN and NP chapters of this book.
In November 1954 the SP&S received one of the ten Vista-Dome Sleeping cars built for the VISTA-DOME NORTH COAST LIMITED. The SP&S Vista-Dome 4 Roomette 4 Double Bedroom 4 Duplex Single Room was numbered 306. See the NP and BN chapters for further details of this car.
In May 1955 the Great Northern added Great Dome 46-seat Leg-Rest Coaches to the EMPIRE BUILDER between Chicago and Seattle-Portland. One of each daily GREAT DOME EMPIRE BUILDERS gave up a dome in Spokane for the SP&S to forward to and from Portland. The SP&S owned GREAT DOME EMPIRE BUILDER dome coach was numbered 1332. It was the only four digits numbered passenger car owned by the SP&S. For further details on SP&S 1332 see the GN and BN chapters of the book. Between Pasco and Portland SP&S trains 1-2 operated two dome coaches and one dome sleeping car giving that train more dome seating than rival UP and their CITY OF PORTLAND provided along the south bank of the Columbia River enroute to and from Portland.

TTFN AL

[siberianmo]

Hello Al 'n Lars

Here's a URL for the SP&S

http://www.sps700.org/spshist.html

Enjoy![tup]

Tom[4:-)] [oX)]

[siberianmo]

G'day!

A change of pace . . . some Pix to enjoy . . .


ATSF #9536 Kodachrome (courtesy: www.trainweb.com)


ATSF #943 Dash 8 (courtesy: www.trainweb.com)


ATSF #358 GEU28CG (courtesy: www.trainweb.com)


Later![tup]

Tom[4:-)] [oX)]

[siberianmo]

Good Morning!

Those Santa Fe loco's looked so good, perhaps a couple more are in order!

ATSF #2505 CF-7 (courtesy: www.trainweb.com)


ATSF #2098 RS-2 (public domain)


Enjoy![tup]

Tom[4:-)][oX)]

[passengerfan]

Good Morning Santa fe seems like a good theme to me.

ATCHISON
TOPEKA
&
SANTA FE Streamlined Head End Cars
by Al

The first lightweight streamlined headend cars purchased by the Santa Fe were a pair from the Budd Company as part of the first SUPER CHIEF order. These two cars one a full Baggage 3430 the other a Baggage 30’Railway Post Office car 3400. These two stainless steel cars were delivered to the Santa Fe as part of a nine-car order for the first streamlined SUPER CHIEF in April 1937. Only one of the two head end cars the Baggage Car 3430 would operate in the SUPER CHIEF when it entered service beginning May 18, 1937. As the Baggage 30’Railway Post Office Car was not assigned to the SUPER CHIEF it was operated in numerous other heavyweight trains until March 15, 1938 when it found permanent assignment to the first SAN DIEGAN consist for operation between Los Angeles and San Diego.

BAGGAGE CAR Budd Company April 1937 (Built for and assigned to SUPER CHIEF)

3430

BAGGAGE 30’ RAILWAY POST OFFICE CAR Budd Company April 1937 (Built for SUPER CHIEF assigned to SAN DIEGAN)

3400

Santa Fe next placed large orders with both Pullman Standard and Budd for lightweight streamlined cars. There were enough new cars ordered to equip six CHIEF consists, two EL CAPITAN consists, two consists to equip the CHICAGOAN-KANSAS CITYAN two GOLDEN GATE consists and additional cars for the first SAN DIEGAN consist as well as a second SUPER CHIEF consist.
The head end cars that were purchased for the CHIEF were from Budd as were all the head end cars for these trains and were delivered in early November 1937 for the January 21, 1938 debut of the streamlined CHIEFS.
Each consist of the CHIEF was assigned one of six Baggage – Barber Shop – Buffet 30seat lounge cars all numbered and named with SAN prefix names.

BAGGAGE – BARBER SHOP – VALET – BUFFET 30-SEAT LOUNGE CARS Budd Company November 1937 (Built for and assigned to CHIEF)

1380 SAN MIGUEL

1381 SAN MARCIAL

1382 SAN FERNANDO

1383 SAN SIMON

1384 SAN IGNACIO

1385 SAN PASCAL

The Budd Company delivered two Baggage 7 Crew Dormitory Bar 30 seat Lounge Cars in January 1938 for assignment to both the first and second streamlined SUPER CHIEF consists. At that time the Santa Fe withdrew Baggage Car 3430 from the first streamlined SUPER CHIEF consist and replaced it with one of the new cars from Budd 1386-SAN CLEMENTE in February 1938. The second streamlined SUPER CHIEF consist was assigned 1387-SAN ACACIA.

BAGGAGE 7-CREW DORMITORY BAR 30-SEAT LOUNGE CARS Budd Company January 1938 (Built for and assigned to SUPER CHIEFS)

1386 SAN CLEMENTE

1387 SAN ACACIA

On the same date February 22, 1938 that the second streamlined SUPER CHIEF consist entered service the Santa Fe inaugurated the all Coach streamlined EL CAPITAN between Chicago and Los Angeles with two consists operating on the same days at the SUPER CHIEF. These five car trains had a single combination head end car assigned to each train set. These cars were Baggage 13 Crew Dormitory Newsstand 32 revenue seat Coach combinations 3480 and 3481.

BAGGAGE 13 CREW DORMITORY NEWSSTAND 32-REVENUE SEAT COACH COMBINATIONS Budd Company January 1938 (Built for and assigned to EL CAPITAN)

3480, 3481

The previously mentioned 3400 Baggage 30’Railway Post Office car was the next head end car to enter service at the head of the new SAN DIEGAN consist beginning March 27, 1938. The SAN DIEGAN made two round trips daily from Los Angeles to San Diego.
Santa Fe inaugurated two seven-car streamliners between Chicago and Wichita, Kansas daily in each direction beginning April 17, 1938. The first car in each streamlined consist of the CHICAGOAN-KANSAS CITYAN was a new Baggage 30’ Railway Post Office Car numbers 3401 and 3402.

BAGGAGE 30’ RAILWAY POST OFFICE CARS Budd Company March 1938 (Built for and assigned to CHICAGOAN – KANSAS CITYAN)

3401, 3402

The final new trains of the Santa Fe inaugurated in 1938 were the two consists of the GOLDEN GATES seven-car streamliners between Oakland and Bakersfield with Bus connections at terminals to and from Los Angeles from Bakersfield or to or from San Francisco from Oakland.
The head end cars built for these trains were Baggage 36-revenue seat Coach combinations 3490 and 3491.

BAGGAGE 36-REVENUE SEAT COACH COMBINATIONS Budd Company April 1938 (Built for and assigned to GOLDEN GATES)

3490, 3491

Santa Fe received two 60’ Railway Post Office cars from Budd in January 1940 80 and 81. These cars were assigned to the CHICAGOAN – KANSAS CITYAN replacing the earlier Baggage 30’ Railway Post Office cars that had been operated in these trains since inaugurated. By this time the CHICAGOAN – KANSAS CITYAN route had been expanded westward from Wichita to Oklahoma City. It is believed the two Baggage 30’ Railway Post Office cars 3401 and 3402 continued to operate in the consists using their Baggage space only until March 1940 when they were at last replaced by Baggage 38-revenue seat Coach Combinations 3492 and 3493 newly delivered by Pullman Standard. The two older Baggage 30’ Railway Post Office cars 3401 and 3402 were then assigned to the CHIEF pool of cars that was now operating with Baggage 30’ Railway Post Office Cars in their consists. These were mostly heavyweights in fact 3401 and 3402 were the first two lightweight streamlined cars assigned to the CHIEF pool.

60’ RAILWAY POST OFFICE CARS Budd Company January 1940 (Built for and assigned to CHICAGOAN – KANSAS CITYAN)

80, 81

BAGGAGE 38-REVENUE SEAT COACH COMBINATIONS Pullman Standard March 1940 (Built for and assigned to CHICAGOAN – KANSAS CITYAN)

3492, 3493

One other Baggage Crew Dormitory Coach Combination was delivered to the Santa Fe in March 1940 this was a Baggage 13 Crew 32-revenue seat Coach combination from Budd number 3482. This car was assigned to a third EL CAPITAN consist that was then entering service.

BAGGAGE 13-CREW DORMITORY 32-REVENUE SEAT COACH COMBINATION Budd Company March 1940 (Built for and assigned to EL CAPITAN)

3482

Baggage Car 3430 originally built for the first streamlined SUPER CHIEF consist was next assigned to the first SAN DIEGAN consist. This was done as a means to carry baggage on the one round trip daily by the SAN DIEGAN when the Baggage 30’ Railway Post Office car 3400 was not in the consist.
When a second SAN DIEGAN consist entered service on a twice-daily basis round trip two head end cars were built for assignment to that train set. First there was another Baggage 30' Railway Post Office car 3403 delivered to the Santa Fe by Budd in May 1941. Full Baggage car number 3431 delivered in June 1941 was the other car assigned to the second SAN DIEGAN. Only rarely did the occasion arise when both head end cars were in the consists at the same time.

BAGGAGE 30’ RAILWAY POST OFFICE CAR Budd Company May 1941 (Built for and assigned to SAN DIEGAN)

3403

BAGGAGE CAR Budd Company June 1941 (Built for and assigned to SAN DIEGAN)

3431

The Santa Fe operating two sets of EL CAPITAN train sets by 1941 was faced with lengthier trains and additional space for the crew became necessary as that also increased. The Santa Fe rebuilt two of the three Baggage Crew Dormitory Coaches 3480-3481 to Baggage 22 Crew Dormitory cars during February – March 1941 in Topeka shops with no changes of numbers.
The Santa Fe received an order from Budd between January and May 1942 for a group of 21-Baggage cars numbered 3432 – 3452. These cars were built for general service but each consist of the CHIEF was assigned one car from this pool. In photos of the period they are also shown operating in the otherwise all heavyweight RANGER the Santa Fe train between Chicago and the Galveston. They turned up in the SCOUT and GRAND CANYON trains as well. Assigned as they were to general service they could turn up in almost any Santa Fe train.

BAGGAGE CARS Budd Company January – May 1942 (Built for and assigned to the CHIEF and General Service)

3432 – 3452

The Santa Fe received five Baggage 30’ Railway Post Office Cars 3404 – 3408 from Budd in October 1945 for assignment to the CHIEF. As five cars were not enough to equip the six sets of CHIEF equipment one set was assigned a heavyweight RPO. These cars only operated in the CHIEF until April 1947 when they were temporarily replaced by 60’ Railway Post Office Cars 82-88 intended for the SUPER CHIEF. After the CHIEF lost its RPO the 3404 – 3408 series cars were assigned to General Service in 1947 with 3406 finding permanent assignment in the EL PASOAN train set beginning in May 1953. The EL PASOAN was the daily round trip service offered by the Santa Fe between Albuquerque, New Mexico and El Paso, Texas.

BAGGAGE 30’ RAILWAY POST OFFICE CARS Budd Company October 1945 (Built for and assigned to CHIEF initially)

3404 – 3408

In December 1945 the Santa Fe Topeka Shops rebuilt the two Baggage 38-revenue seat Coach Combinations 3492 and 3493 into Baggage 12-Crew Dormitory 28 revenue seat Coaches for continued service in the CHICAGOAN – KANSAS CITYAN. The majority of the space needed for the crew dormitory came from the baggage area. The two cars were assigned to CHICAGOAN – KANSAS CITYAN for the dining car and lounge crew.
Prewar CHIEF Baggage – Crew Dormitory – Buffet Lounge Car 1384 SAN IGNACIO was rebuilt in Topeka shops in March to a straight Baggage 22 crew Dormitory car and was then assigned to one of the SUPER CHIEF consists at that time.
In anticipation of the SUPER CHIEF going daily the Santa Fe ordered seven 60’ Railway Post Office Cars 82 – 88 delivered by American Car & Foundry in April 1947. Until 1948 when the SUPER CHIEF became daily the cars were assigned to the CHIEF. Once enough new equipment was delivered for daily operation of the SUPER CHIEFS the cars were transferred to that train. The CHIEF then lost its RPO and thereafter carried only storage mail and baggage with some REA express shipments.

60’ RAILWAY POST OFFICE CARS American Car & Foundry April – May, 1947 (Built for and assigned to the SUPER CHIEF)

82 – 88

Also delivered by American Car & Foundry at the same time in April – May 1947 were eighteen Baggage Cars 3409 – 3426. These cars were assigned to General Service but at least one of these cars operated in every CHIEF train set. When the TEXAS CHIEF was inaugurated the cars were also assigned to service in the three train sets for that train.

BAGGAGE CARS American Car & Foundry April – May 1947 (Built for and assigned to General Service besides CHIEF and TEXAS CHIEF)

3409 – 3426

In July – August 1947 the Santa Fe received three 60’ Railway Post Office cars numbers 50 – 52 for assignment to the TEXAS CHIEF between Chicago and Galveston. Actually these cars were pooled with the seven received earlier that year for the SUPER CHIEF 82-88. Between the 50-52 series and 82-88 series the Santa Fe had ten of these cars with six assigned to the SUPER CHIEF consists and four available for operation in the TEXAS CHIEF. These cars could be found operating in either train as they were exchanged frequently in Chicago.

60’ RAILWAY POST OFFICE CARS American Car & Foundry July – August 1947 (Built for and assigned to TEXAS CHIEF)

50 – 52

The last three head end cars received by the Santa Fe in 1947 were three Baggage 22- Crew Dormitory Cars 3477 - 3479 from Pullman Standard delivered in August – September 1947. These three Baggage 22 Crew Dormitory cars were for assignment to the daily EL CAPITAN train sets. Along with the three prewar cars 3480 - 3482 that had already been converted from Baggage Crew Dormitory Coach Combinations to Baggage 22 Crew Dormitory cars in 1941. This gave the EL CAPITAN the six cars of this type necessary for daily operation.

BAGGAGE 22-CREW DORMITORY CARS Pullman Standard August – September 1947 (Built for and assigned to EL CAPITANS)

3477 – 3479

In February, 1948 the Santa Fe shops in Topeka modernized six-heavyweight Baggage Buffet 30 seat Lounge Cars and repainted them Silver with shadow line striping to mimic the fluted stainless steel panels found on the streamlined cars these cars were numbered 1300 - 1305. These cars were then assigned to the CHIEF and the streamlined cars of this type formerly assigned to the CHIEF were assigned to the daily SUPER CHIEFS until replaced by new cars in October – November 1950. At that time the old modernized heavyweights 1300 - 1305 were retired from the CHIEF replaced by the original streamlined cars from 1938.
Another of the Santa Fe Baggage Dormitory Lounge cars 1387 SAN ACACIA originally built for the second streamlined SUPER CHIEF consist was rebuilt to a Baggage 22 Crew Dormitory car in June 1948by Topeka shops. It was then assigned to the EL CAPITAN trains as a spare.
Santa Fe received four Baggage 30’ Railway Post Office Cars numbered 3600 - 3603 from American Car & Foundry in June 1951. These cars were assigned to General Service and were not assigned to any specific trains but instead assigned to the pool of these cars that included 3404 – 3408.

BAGGAGE 30’ RAILWAY POST OFFICE CARS American Car & Foundry June 1951 (Built for and assigned to General Service)

3600 – 3603

Santa Fe rebuilt the Baggage –Dormitory- Coach 3482 into a Baggage 22 Crew Dormitory car in August, 1952 for assignment to the EL CAPITAN. This car was built for the third EL CAPITAN train set and was not converted at the same time as the other two in 1941. When the war ended the Santa Fe assigned 1384 SAN IGNACIO after it had been rebuilt to a Baggage 22 Crew Dormitory car in March 1946. The 3482 had then been assigned to General Service at that time although it was still found operating in the EL CAPITAN quite often.
The next group of head end cars to arrive on the Santa Fe were forty straight baggage cars from Budd numbered 3500 – 3539 delivered between June and November, 1953. These cars were assigned to premium service trains such as the SUPER CHIEFS and EL CAPITANS both needing six for a total of twelve. In addition the CHIEF received six and the TEXAS CHIEFS received a total of eight as they operated with two sometimes more in each train set. Actually they operated in a pool that was based out of Chicago for service any of these trains as necessary. Other baggage cars of this series were assigned to the new SAN FRANCISCO CHIEF when that train was inaugurated in 1954. The Santa Fe made it a practice to assign the very latest cars to the premium service trains such as the SUPER CHIEF, CHIEF, EL CAPITAN, TEXAS CHIEF, and SAN FRANCISCO CHIEF with all cars being stainless steel fluted sidecars in these trains.

BAGGAGE CARS Budd Company June – November 1953 (Built for and assigned to premium service trains)

3500 – 3539

Budd delivered ten similar cars in outside appearance to the forty baggage cars numbered 3500 – 3539. These cars were actually Storage Mail cars and were assigned numbers 3650 – 3659 and traveled locked between destinations unlike the Baggage cars that were manned. In trains that carried Railway Post Office cars they were generally trainlined either ahead of or just behind these cars but ahead of the trains working baggage car. In other cases the cars were assigned to the mail and express trains that carried a single rider coach across the state of Kansas for any passengers that wished to ride these trains that generally stopped at nearly every station. These cars being nearly identical to the Baggage cars were often substituted when one of the Baggage cars was not available for any reason.

STORAGE MAIL CARS Budd Company November – December 1953 (Built for and assigned to General service)

3650 – 3659

In January – February 1954 the Santa Fe received ten 60’ Railway post office cars from Budd numbered 89 – 98. These ten cars were assigned to the SUPER CHIEF and TEXAS CHIEF replacing older streamlined cars of the same type in these trains.

60’ RAILWAY POST OFFICE CARS Budd Company January – February 1954 (Built for and assigned to SUPER CHIEF – TEXAS CHIEF)

89 – 98

American Car & Foundry delivered 25 Storage Mail cars 3660 – 3684 between January – April 1955. These 25 cars were assigned to General Service but were often found operating in the daily FAST MAIL trains consists.

STORAGE MAIL CARS American Car & Foundry January – April 1955 (Built for and assigned to General Service)

3660 – 3684

In 1956 the EL CAPITAN Baggage Dormitory cars were fitted with an Airfoil at the aft end of these cars to carry the wind flowing across the top of the cars from standard car height to the height of the trailing Hi-Level EL CAPITAN consists. At the same time this airfoil was installed the Crew Dormitory space was increased to 27 from the previous 22. This also made it necessary for a full baggage car to be carried in each EL CAPITAN consist ahead of the Baggage Crew Dormitory Car in each train set. The cars with the added airfoil were 3477 – 3482 all of them original equipment for the EL CAPITAN consists.
Still in need of additional Baggage cars for service in the express and mail trains that did not require the expense of stainless steel equipment the Santa Fe constructed fifty Baggage cars in the Topeka shops 3700 – 3749. These cars were delivered painted silver and were assigned to mail and express trains as well as secondary passenger trains.

BAGGAGE CARS Santa Fe Shops April – November 1956 (Built for and assigned to mail and express trains)

3700 – 3749

A trio of Baggage 30’ Railway Post Office cars 3604 – 3606 arrived from American Car & Foundry in July 1957. They were assigned to the TEXAS CHIEF replacing the earlier 60” Railway Post Office cars in those consists.

BAGGAGE 30’ RAILWAY POST OFFICE CARS American Car & Foundry July 1957 (Built for and assigned to TEXAS CHIEFS)

3604 – 3606

That same year Budd delivered fifteen Baggage Cars 3540 - 3554 in September – October to the Santa Fe. These cars were assigned to the SUPER CHIEF, EL CAPITAN, CHIEF, SAN FRANCISCO CHIEF, and TEXAS CHIEF pool. This group of Baggage cars was the last stainless steel cars of this type purchased by the Santa Fe.

BAGGAGE CARS Budd Company September – October 1957 (Built for and assigned to SUPER CHIEF, EL CAPITAN, CHIEF, SAN FRANCISCO CHIEF, and TEXAS CHIEF pool)

3540 – 3554

Santa Fe still in need of Baggage cars to replace older heavyweight cars in express and mail train service ordered another fifty Baggage cars to be built in the roads Topeka shops. These fifty cars were delivered between February and September 1958 numbered 3750 – 3799.

BAGGAGE CARS Santa Fe Shops February – September 1958 (Built for and assigned to mail and express trains)

3750 – 3799

In August – September 1960 the Santa Fe received ten Baggage cars from Topeka shops fitted with end doors and numbered 3990 – 3999. These cars were for the transportation of antique cars and old carriages to California by collectors of the vintage vehicles. The Santa Fe operated them most often as regular Baggage Cars, when not in special assignment transporting antique cars.

BAGGAGE CARS WITH FULL WIDTH END DOORS Santa Fe Shops August – September 1960 (Built for and assigned to Mail and Express trains)

3990 – 3999

Another order for forty of these home built Baggage cars were delivered by Santa Fe Topeka Shops between August – December 1960 numbered 3800 – 3839.

BAGGAGE CARS Santa Fe Shops August – December 1960 (Built for and assigned to Mail and Express trains)

3800 – 3839

The Santa Fe ordered 25 additional Baggage Cars to be built by their own Topeka shops with delivery taking place October – November 1961. This group of Baggage Cars continued the numbering sequence of these cars 3840 – 3864. As with the previous cars of this type they were painted silver and assigned mainly to Mail and Express trains.

BAGGAGE CARS Santa Fe Shops October – November 1961 (Built for and assigned to Mail and Express trains)

3840 – 3864

Between September and December 1962 another 25 of the Topeka built Baggage cars arrived on line numbered 3865 – 3889.

BAGGAGE CARS Santa Fe Shops September – December 1962 (Built for and assigned to Mail and Express trains)

3865 – 3889

Still purchasing these Topeka built Baggage cars in lots of 25 numbers 3890 – 3914 arrived between September – November 1963. As with all previous cars of this type they were assigned to Mail and Express trains.

BAGGAGE CARS Santa Fe Shops September – November 1963 (Built for and assigned to Mail and Express trains)

3890 – 3914

Santa Fe needing additional Crew Dormitory cars rebuilt the Pullman Sleeping car FORWARD dating back to November 1936 built originally with 8-Sections 2-Compartments 2 Double Bedrooms. This car as rebuilt retained the 8-Sections and one Bedroom for the Crew Space and the rest of this car was rebuilt to a Baggage Compartment. The work was completed in October 1963 and the car was numbered 3473.
An additional Sleeping car ORAIBI was rebuilt in December 1963 and numbered 3472. This car originally one of the first streamlined SUPER CHIEF cars delivered in April 1937 was originally 6 Double Bedroom 2 Compartment 2 Drawing Rooms. The interior of this car was gutted and Crew Dormitory space for 26 was installed with one bedroom retained for the Dining Car Steward. The remainder of the car interior was converted to a Baggage Compartment. The car was assigned number 3472 when the conversion was completed in December 1963.
In May and June 1964 the Santa Fe received their last stainless steel head end cars from Budd twelve 60’ Railway Post Office Cars numbered 99 – 110. These were the last 60’ Railway Post Office Cars built for service in the United States. Unfortunately the mail contracts were canceled shortly after their delivery so they saw very little service on the Santa Fe. In fact these cars after being stored for some time were sold to Mexico where the practically new trucks were removed for use on other cars and the bodies were scrapped.

60’ RAILWAY POST OFFICE CARS Budd Company May – June 1964 (Built for and assigned to SUPER CHIEF and TEXAS CHIEF)

99 – 110

A final order for twenty-five Baggage cars 3915 - 3939 was received from Topeka Shops in December 1965. Identical to the earlier cars this final group was indistinguishable from all of the earlier Topeka built cars.

BAGGAGE CARS Santa Fe Shops December 1965 (Built for and assigned to Mail and Express trains)

3915 – 3939

TTFN AL

[BudKarr]

Hello Captain Tom and whoever else is around!

Nicely done pix of the Santa Fe - always enjoyed the color scheme, even as a "non rail fan." Skimmed through the last 5 pages and looks as if not much has changed insofar as participation is concerned. Still you, Al and Lars. Some rather interesting postings though and one cannot beat the price!

I will see you over at the bar.

BK in beautiful Alberta high country!

[LoveDomes]

Hello Tom

Great Santa Fe pix .. love 'em, love 'em![tup][tup]

Been awhile since I contributed ... so here's three for your enjoyment (you too, 20 Fingers Al):

ATSF #501 (from: www.trainweb.org)


Santa Fe #503 Plaza (from: www.trainweb.org)


Santa Fe #501 Super Chief (from: www.trainweb.org)


Until the next time!

Lars