A Classic REAL Trains 'n Traction FOTO site!

[siberianmo]

Good Morning!

Here's something previously Posted over at the bar . . .




Canadian Railways of the Past

Number Two: Northern Alberta Railways (NAR)




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


Northern Alberta Railways

Locale: Alberta, British Columbia

Reporting marks: NAR

Dates of operation: 1929 – 1981

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

Headquarters: Edmonton, Alberta


The Northern Alberta Railways (AAR reporting mark: NAR) was a Canadian railway which served northern Alberta and northeastern British Columbia. Jointly owned by both Canadian National Railway and Canadian Pacific Railway, NAR existed as a separate company from 1929 until 1981.


Predecessor railways

Railway construction in northern Alberta during the early 20th century was dominated by the Grand Trunk Pacific Railway and the Canadian Northern Railway, both of which were building westward from Edmonton, AB to the Yellowhead Pass of the Rocky Mountains.

Following the Dominion Land Survey grants to settlers, the Peace River region of northwestern Alberta was one of the few places left on the prairies with available agricultural land, however there was no railway connection.
Several lines were chartered to serve both the Peace River and Waterways regions of the province, beginning with the Athabaska Railway in 1907. It was to build northeast from Edmonton to Dunvegan, AB, then to Fort George, BC.

ED&BC

The company was rechartered in 1911 under the ownership of J.D. McArthur as the Edmonton, Dunvegan and British Columbia Railway (ED&BC). Construction of the ED&BC started in 1912 heading toward Westlock, AB, reaching High Prairie in 1914, and Spirit River in 1915. Deciding not to proceed to Dunvegan, a branch was built south from Rycroft, AB to Grande Prairie, AB in 1916 (400 miles northwest from Edmonton).
In 1924 the line was extended to Wembley, AB and it reached Hythe, AB in 1928. In 1930 the line was extended westward across the provincial boundary to its western terminus at Dawson Creek, BC.

A&GW

In 1909 a charter was granted to the Alberta and Great Waterways Railway (A&GW) to build from Edmonton to Waterways, AB on the Athabasca River. Construction faltered and the line was rechartered in 1913 under the ownership of J.D. McArthur. Construction of the AG&W began in 1914 from Carbondale, AB and reached Lac La Biche, AB in 1916. It reached Draper, AB in 1922 and its terminus at Waterways, AB in 1925.

CCR

In 1913 a charter was granted to the Central Canada Railway (CCR) under the ownership of J.D. McArthur to build from Winagami Junction, AB on the ED&BC to Peace River Crossing, AB in order to access barge traffic on the Peace River. Construction of the CCR began in 1914 and was completed in 1916.

The CCR was subsequently extended to Berwyn, AB in 1921, then to Whitelaw, AB in 1924, Fairview, AB in 1928 and Hines Creek, AB in 1930.

PVR

In 1926, the provincial government passed a statute authorizing the government to construct the Pembina Valley Railway from Busby, AB, where it connected to the ED&BC line, to Barrhead, AB.

Provincial ownership

In 1920, the lines owned by J.D. McArthur entered financial difficulties following the First World War. Coinciding with the problems faced by the McArthur lines (ED&BC, A&GW, and CCR), both the Grand Trunk Pacific Railway (GTPR) and Canadian Northern Railway (CNoR) had fallen victim to similar circumstances brought about by the financial strain of the conflict and falling traffic levels. The Dominion government had nationalized the GTPR and CNoR, along with other previously federally owned lines into the Canadian National Railways.

Following the federal example, and in an attempt to preserve rail service to northern and northwestern Alberta, the provincial government leased the ED&BC and CCR in 1920 for five years. In 1921 the government entered into a five year agreement with the Canadian Pacific Railway (CPR) to operate the ED&BC and CCR. That same year, the provincial government purchased the A&GW outright and chose to operate it separately.

CPR immediately raised freight rates on the ED&BC and CCR lines, charging "mountain prices", claiming that the cost of operating on grades into the Peace and Smoky River valleys of the northwestern prairie was as much as it cost to operate in the Rocky Mountains. Consequently Peace River farmers paid the highest freight charges on the Canadian prairies to reach the lakehead at Port Arthur and Fort William.

The provincial government purchased the ED&BC and CCR from McArthur in 1925, following the expiration of the five year lease. dissatisfied with the CPR's operation of the ED&BC and CCR, the provincial government allowed the operating contract for the these railways to expire in 1926, with operations subsequently taken over by the new provincial Department of Railways and Telecommunications which was also tasked to operate the AG&W and the newly-built PVR.

In 1928, the provincial government began to solicit proposals from both the CPR and the Canadian National Railways (CNR) for purchasing the provincial railways. In 1924, CNR president Sir Henry Thornton visited the ED&BC line and in 1928, CPR president Edward Beattie did the same.

Northern Alberta Railways

In 1929 the provincial government grouped the ED&BC, CCR, AG&W, and PVR under the collective name Northern Alberta Railways (NAR), which received a federal charter on June 14. The NAR was subsequently sold to both the CNR and CPR in equal portions with both companies agreeing to maintain the NAR as a joint subsidiary. At that time, the NAR was the third-largest railway in Canada. In 1937 the NAR began to show a profit for the first time.

In summer 1942, following the entry of the United States into the Second World War, the Alaska Highway civil defence project resulted in tremendous growth for the NAR, as the system was the only railway to service Alaska Highway mile 0 at Dawson Creek.

NAR also saw increased traffic from defence spending in both the Peace River and Fort McMurray regions as Royal Canadian Air Force training bases for the British Commonwealth Air Training Plan were established.

In 1958 the Pacific Great Eastern Railway (PGE), owned by the province of British Columbia, built east to Dawson Creek, BC and then north to Fort St. John, BC. Traffic from Dawson Creek which used to run on NAR now mostly ran on PGE.

NAR completely dieselized its locomotive fleet by October 1960.

Beginning in the 1960s, Alberta's nascent oil and gas industry began to have an impact on the NAR as traffic began to increase on both the Dawson Creek and Fort McMurray branches. In 1964, the federal government built the Great Slave Railway north from the NAR at Grimshaw, AB to Hay River, NWT to carry passengers and cargo which could then be transferred to barges and continue down the Mackenzie River.

In 1966, the passenger train to Waterways was replaced by Budd Rail Diesel Cars, but the experiment was unsuccessful, and it was replaced in 1967 by a mixed train. On June 1, 1974, the passenger train to Dawson Creek was discontinued.

During the 1970s, significant investments also began in the Fort McMurray region as the Athabaskan tar sands deposits began to be exploited.

Canadian National Railway

In 1981, CN (name/acronym) change after 1960 bought out CPR's share in the NAR system and incorporated these lines into the CN network, allowing CN to operate unhindered north from Edmonton to Hay River, NWT and west to Dawson Creek, BC. NAR disappeared as a corporate entity with the departure of CPR from the joint ownership. NAR shops and Dunvegan Yards in Edmonton were demolished and the new Dunvegan Woods housing development was built on the site.

In 1996, CN identified parts of its former NAR trackage for divestiture, either through sale or abandonment. Several lines were subsequently sold to shortline operators.

• Swan Landing, AB (near Jasper) to Grand Prairie, AB (the former Alberta Resources Railway) and west to Hythe, AB (west of Grand Prairie on the NAR) is now operated by Alberta Railnet (ARN), which is owned by North American Railnet. CN has maintained ownership of the portion between Hythe, AB and Dawson Creek, BC where it connects to former BC Rail trackage. The trackage between Hythe and Dawson Creek fell into disuse in 1998, but CN agreed to re-open it as a condition of purchasing BC Rail.

• Edmonton, AB to Boyle, AB (east of Fort McMurray) was purchased in 1997 by the Lakeland and Waterways Railway (LWR), a subsidiary of Canadian shortline holding company RailLink. RailLink was subsequently purchased by RailAmerica.

• Boyle, AB to Fort McMurray, AB is now operated by Athabascan Northern Railway and is owned by shortline operator Cando Contracting.

• CN maintains ownership of former NAR trackage between Edmonton, AB and Smith, AB.

• North and west of Smith, AB, the former NAR to Peace River, AB and Grimshaw, AB, as well as all of the ex-Great Slave Railway north from Grimshaw, AB to Hay River, NWT, was purchased in 1998 by the Mackenzie Northern Railway (MKNR), a subsidiary of Canadian shortline holding company RailLink. RailLink was subsequently purchased by RailAmerica.

References

• Schneider, Ena (1989). Ribbons of Steel:The Story of the Northern Alberta Railways, Detselig Enterprises Limited, Calgary, Alberta. ISBN 0-920490-97-2.

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

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

Enjoy!

Tom [4:-)] [oX)]



(Waving flags credit to: www.3Dflags.com)

[siberianmo]

G'day!

An "in service" look at NAR . . .


NAR #1454 in service (from: Alberta Rwy Museum)



Enjoy![tup]
Tom[4:-)] [oX)]

[LoveDomes]

Hi Tom

Did some browsing on the Northern Alberta and wasn't "sure" about the sites or pix available . . . Nice shot of the passenger car. Wonder if it was on a "mixed" consist. Had read that many of those roads in western Canada used freight and passenger cars in the same train mix.


Until the next time!

Lars

[siberianmo]

G'day!

Lars - My research indicates that many of the Northern Alberta trains were in fact "mixed." So, you win the prize - a free drink at the bar![tup][swg]

Here's another:

NAR #1453 in service (from: Alberta Rwy Museum)



Later![tup]

Tom[4:-)] [oX)]

[passengerfan]

Tom enjoyed the NAR article always wanted to ride one of their mixed trains as some operated with 8 and 9 passenger cars mostly head end types but they offered coach, dining and sleepers on some trains. It was one of those things I put on my list of things to do and never made it.

TTFN AL

[Anonymous]

Good start. When is someone doing the NYC?

[siberianmo]

For: NYC3149

I don't normally respond to Posts from people without any info in their Profiles - however this one requires me to.

Good start[?]![?]! There are 38 pages full of information about Classic Trains. My suggestion to you and anyone else "out there" is to begin at PAGE ONE and scroll through all of them . . . . You may find what you are looking for, and more!

That's kinda the way things work on these Forums and all the Threads.

Good hunting![tup]

Tom[4:-)][oX)]

[siberianmo]

What the heck ..... one more for "the road!"

NAR "Rycroft" Pullman (from: Alberta Rwy Museum)


Later![tup]

Tom[4:-)] [oX)]

[siberianmo]

Good Morning!

Here's something previously Posted over at the bar . . . .




RAILWAYS of EUROPE #2 – Eurostar
(London – Paris – Brussels)

Eurostar




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


Eurostar



Eurostar at Vauxhall (GNU Free Documentation)


Franchise:: Eurostar

Main Route(s):: London-Lille-Brussels,
London-Paris

Other Route(s):: Lille-Disneyland Paris-Avignon,
Lille-Bourg-St-Maurice

Fleet size:: 27

Stations: 11

Parent company: Eurostar Group

Website: www.eurostar.com


This article is about high-speed trains between London and Brussels / Paris. For Italian trains called Eurostar, see Eurostar Italia.

Eurostar is a train service that connects London with Paris and Brussels. Trains cross the English Channel via the Channel Tunnel. The French and Belgian sections of the route use the same high-speed rail lines as the TGV and Thalys, and in England a new line is being built to the same standard. This is a two-phase project known as the Channel Tunnel Rail Link project (CTRL).

The first revenue-earning Eurostar trains ran in November 1994. Eurostar has established a dominant share of the market on the routes it serves - 68% for London-Paris and 63% for London-Brussels, as of November 2004. The company points out that these passenger figures represent a saving of 393,000 carbon dioxide-producing short-haul flights.

The journey time from London to Paris is currently 2 hours 35 minutes; London to Brussels is 2 hours 20 minutes. These times will be cut by 20 minutes in 2007 when the construction of the second phase of CTRL is completed, bringing the British portion of the route up to the same standards as the French and Belgian sections. Completion of the CTRL will also allow a significant increase in the number of Eurostar trains serving London. After phase two is completed, up to 8 trains per hour in each direction could travel the route from London to the continent, as timetabling would be unaffected by peak hour restrictions at London Waterloo and conflicts between Waterloo and Fawkham Junction.

In addition to the three destination cities, some Eurostar services currently stop en route at Ashford in Kent and at Calais Frethun and Lille in northern France. From 2007 all Eurostar trains will be routed through the CTRL to a new London terminus at St Pancras. The company had intended to retain some services to the existing Waterloo terminal, but this was ruled out on cost grounds. Some trains will additionally serve new stations at Ebbsfleet near Dartford in north-west Kent and Stratford International station in east London (not to be confused with Stratford station, or Stratford Regional station as it will be called when Stratford International station is opened)

Organisation

Eurostar services are now managed under a unified management, the Eurostar Group. In each country a member company undertakes Eurostar operation:

• Belgium — NMBS/SNCB
• France — SNCF
• United Kingdom — Eurostar (U.K.) Ltd. or (EUKL)
o EUKL managed (under contract) by InterCapital and Regional Rail (ICRR), a consortium of:
#61607; National Express Group (40%),
#61607; SNCF (35%)
#61607; NMBS/SNCB (15%)
#61607; British Airways (10%).

A Eurostar on the CTRL near Ashford (Wikimedia Commons)

Additional information

• The trains themselves are 400 metres long, weigh 800 tonnes and carry 750 passengers in 18 carriages (14 carriages for the 7 UK regional sets). In case of an incident in the Channel Tunnel the trains can be divided in two in order to evacuate the passengers in the unaffected carriages.

• In Britain the trains are classified as British Rail Class 373 units, and they were constructed by GEC-Alsthom (now Alstom) at its La Rochelle (France), Belfort (France) and Washwood Heath (England) sites. They can run on third rail and various catenary voltages, achieving a maximum in-service speed of 300 km/h when collecting current from a 25 kV overhead catenary. They are essentially modified TGV sets, and some Eurostar trains not needed for Channel runs are now used in regular TGV service by the French national railway. In July 2003 a Eurostar train set a new UK rail speed record of 334.7 km/h (208.0 mph) during safety testing on the first section of the CTRL. This section opened for commercial services in September 2003 and has helped increase passenger numbers by as much as 20%, as well as shortening journey times by 20 minutes.

• The 27 normal Eurostar-sets are being refurbished with a new interior, designed by Philippe Starck, from September 2004 on. The grey-yellow look (in Standard class) and the grey-red look (In First/Premium First) has been replaced with a more grey-brown look in Standard, and a grey-burnt orange in First class. The Premium First class will be removed from sale in September 2005 as the company looks to simplify its fare structure.

• Eurostar also run services to Disneyland Paris, to Avignon in summer, and - in the skiing season - to Bourg-Saint-Maurice, Aime-la-Plagne and Moutiers in the French Alps. It was originally intended to run "regional Eurostars", direct services to Paris and Brussels from places in the United Kingdom other than London. This proved not to be financially viable, but some of the shorter Eurostar trains intended for those services are now operated by GNER (the Great North Eastern Railway) entirely within the UK, on the East Coast Main Line from London's King's Cross railway station to Leeds. 'Nightstar' sleeper trains constructed for the international service were also never used, and the trains were sold to VIA Rail in Canada, which has branded them as Renaissance Cars.

• Eurotunnel, the company that built and runs the Channel Tunnel, is a completely separate entity from Eurostar.


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

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

Enjoy!

Tom [4:-)] [oX)]



waving flags credit to: www.3DFlags.com

[siberianmo]

G'day!

Something to add to the Eurostar . . . .

France: Eurostar & Thalys, Paris Gare du Nord (Wikimedia Commons)


Enjoy![tup]

Tom[4:-)] [oX)]

[siberianmo]

G'day!

A bit more . . .






Enjoy![tup]

Tom[4:-)] [oX)]

[LoveDomes]

Yo Tom

Man oh man are the JO's out in force on the Thread today! Same-ol, same-ol and they look like they are "feeding" one another. Guys asking about toy trains and model railroading stuff and haven't figured out which Forum is which. Tsk, tsk . . .

So, where was I??? Oh yeah, haven't had much time to do any research on the Eurostar although I'm sure I have something stocked away from the first time you posted this at the bar. Anyway, here's something different that I just provided the guys at the bar . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
GN #400 "Hustle Muscle" (from: www.gnrhs.org)


GN #400 "Hustle Muscle" (from: www.gnrhs.org)

QUOTE: Statistics for GN 400 “HUSTLE MUSCLE” SD45

Builder Date: May, 1966
Builder Number: 31598
Transition: Automatic
Model: SD45
Length: 65’8”
Dynamic Brake: Variable
Builder: EMD
Width: 10’
Air Brake: 26L
Horsepower: 3600
Height: 15’7”
Air Compressor: WBO
WH-AR: C-C
Min Cont Speed: 8.5 mph
Fuel Capacity: 4000 Gallons
Weight: 369,340
Main Generator: AR-10
Sand Capacity: 56 Cubic Feet
Starting TE: 91,999
Alternator: D-14
Cooling System: 288 Gallons
Prime Mover: 20-645E3
Aux. Generator: 10 KW
Lube Oil: 294 Gallons
MU Control: Equipped
Traction Motor: D-77
Gear Ratio: 60:17

from: www.gnrhs.org)


That’s it for me . . . gotta run!


Until the next time!

Lars

[siberianmo]

G'day!

Appreciate the visit, Pix and GN info Lars!

Don't let the JO's getchadown - every Forum has more than their share of JO's who seem to think that the idea is to make an absolute abomination of the intent of the subject matter. It's one thing to have some fun along the way, but still stick to the premise - it's quite another to engage in the braindead crap that seemingly goes unchecked. The option[?] Don't engage them - it's quite simple, eh[?]

My last on the Eurostar - a true Euro Classic train:



Later![tup]

Tom [4:-)] [oX)]

[passengerfan]

How about this for today Tom.

COLORADO
&
SOUTHERN
/
FORT WORTH
&
DENVER
The C&S owned three Budd built streamlined Observations one received new in 1940 the other two purchased used from parent CB&Q in June 1957. The new C&S Observation of 1940 was one of two the other belonged to the FW&D and both were assigned to the TEXAS ZEPHYRS providing overnight service between Denver and Dallas. These two Observations featured Kitchen Pantry 32 seat Dining Room and 23 seat Lounge Observation. The C&S car was 750 SILVER BOWL and the FW&D car was 270 SILVER TRAY. The TEXAS ZEPHYRS were diesel powered with streamlined head end cars, a streamlined Coach Section and a streamlined Observation. The three sleeping cars in each consist were modernized heavyweights painted gray to match the otherwise all stainless steel consists.

KITCHEN PANTRY 32 SEAT DINING ROOM 23 SEAT LOUNGE OBSERVATIONS (Swallow-Tailed) Budd Company August 1940 (Built for and assigned to TEXAS ZEPHYRS)

C&S

750 SILVER BOWL

FW&D

270 SILVER TRAY

In December 1956 the C&S leased the original DENVER ZEPHYRS of 1936 from parent CB&Q after that road inaugurated new DENVER ZEPHYRS.
The 1936 trains had been refurbished and rebuilt in 1948, 49 and were in excellent shape. The C&S assigned the former DENVER ZEPHYRS to TEXAS ZEPHYR service replacing the 1940 train sets. The 1940 TEXAS ZEPHYR trains then became unnamed 9-10 between Denver and Dallas. In July 1957 the C&S purchased the two former DENVER ZEPHYR train sets and renumbered all of the cars but retained the original names.

10 SEAT PARLOR BUFFET 30 SEAT LOUNGE OBSERVATIONS Budd Company November 1936 (Built for and assigned to DENVER ZEPHYRS transferred to C&S for TEXAS ZEPHYR operation in July 1957)

640 SILVER FLASH originally CB&Q 230 SILVER FLASH

641 SILVER STREAK originally CB&Q 231 SILVER STREAK

TTFN AL

[siberianmo]

G'day!

Nice one Al but unfortunately much too much research to make it a "theme" for me. Especially since at best there are only 4 of us who are "active" on this site. Much better stuff for the bar, where "original" input like this would be much more appreciated . . . [tup]

Post away, we await your next one![swg]

Tom [4:-)] [oX)]

[siberianmo]

G’day All!

PASSENGER TRAIN NOSTALGIA #71

Here’s something to enjoy regarding Great Britain’s L M S and L*N*E*R in a 1933 advertisement from my private collection:

Shut your books and open your eyes

You remember how Mr. Pickwick, when he was after jingle, got into a mess about rescuing a schoolgirl and was locked up in a cupboard – well, that happened at Bury St. Edmunds, near Ipswich.

Wouldn’t you like to see the quaint old town of Great Yarmouth where Peggotty’s boat was beached? From there step back three hundred years to Stratford and the house where Shakespeare was born.

See the Bronte Country and famous York itself. A little further and you’re in the Lake District with its memories of Wordsworth, Coleridge, Ruskin.

Then over the Border to the land of glens and woods and waterfalls, where Burns wrote his songs and Scott his romances.

A wonderful schedule! An unforgettable trip! Fast, luxurious trains take you everywhere.

Illustrated Pamphlet from T. R. Dexter –
Vice-President, Passenger Traffic, (Dept. A 34)
L M S Corporation, 200 Fifth Avenue, New York City.
H. J. Kitchgin, General Agent, (Dept. A 34)
L N E R Railway, 11 West 42nd Street, New York City,
or from your own ticket agent.

L M S
LONDON MIDLAND & SCOTTISH RAILWAY OF GREAT BRITAIN

LONDON & NORTH EASTERN RAILWAY OF GREAT BRITAIN
L*N*E*R


Enjoy! [tup]

Tom [4:-)][oX)]

[BudKarr]

Greetings Captain Tom

Just returned to the "mountain top" and thought I could check in to see what I have missed. Some good postings, and a visit from one of the "JOs" - appropriate term!

Always enjoy seeing the Brit train information and it makes me wonder why in the world I did not use that mode more frequently when in Great Britain. Not being a "train nut" has something to do with it, I suppose. However, the more exposure I receive on these threads of yours, the more I want to climb aboard a train![swg]

See you at the bar!

BK

[LoveDomes]

Hi Tom

Just thought I'd pop in, if for no other reason than to keep that JO off the top of the page![}:)] Don't know why it bothers me so, but . . .

So, BK made it back, huh[?] No mention of MY GN pix, tho . . . hmmmmmm. Not like him. Must be preoccupied these days. Actually, I'm heading over to the bar to see what's up . . .

Oh yeah, can't forget 20 Fingers - interesting post and you sure come up with some dandies! I agree wih Tom - that's not a "theme," it's a "challenge!"[swg]

Until the next time!

Lars

[siberianmo]

G'day!

A Brit Pix or two . . . .

BR Class 390 Virgin Valiant (from: public domain)



BR Class 170 First ScotRail (from: public domain)


Later![tup]

Tom[4:-)] [oX)]

[siberianmo]

G'day!

A "steamer" from GB . . . .

Great Britain: LMS Stainer Class 5 4-6-0 45110 at Bridgnorth (Wikimedia Commons)


Later![tup]

Tom[4:-)] [oX)]

[siberianmo]

G’day!

PASSENGER TRAIN NOSTALGIA #72

Here’s something to enjoy regarding the Northern Pacific (NP) in a 1933 advertisement from my private collection:

. . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . Washington . . . . . . . . . .

. . . . . and the Pacific Northwest . . . . .

Summer fares to the north Pacific Coast are the lowest ever! Only $77.75 round trip. Chicago to Seattle, Tacoma and Portland: $66.50 to Spokane. Bargains in Pullman rates too!

Let us estimate cost from your home. No charge or obligation to you for our booklets and accurate information.

Address: E. E. Nelson,
. . . . . . . . 152 Northern Pacific Ry.,
. . . . . . . . St. Paul, Minn.

For Travel in the West, the NEW

North Coast Limited


Enjoy! [tup]

Tom [4:-)][oX)]

[siberianmo]

G'day!

Check this out . . . .



Later![tup]

Tom[4:-)] [oX)]

[BudKarr]

Good Afternoon Captain Tom

Now that's a mighty fine road - the Northern Pacific and one that I thought would get Sir Al up and about in short order!

Here is a little something from our favorite source, Wikipedia:

QUOTE: The North Coast Limited was a famous passenger train operated by the Northern Pacific Railway between Chicago and Seattle. It commenced service on April 29, 1900, served briefly as a Burlington Northern train after the merger on March 2, 1970 and ceased operation the day before Amtrak began service (April 30, 1971). In the mid 1970s, the North Coast Limited was restarted by Amtrak, and continued running until it was again discontinued in 1979.

The most memorable version of the train was when the train began receiving not only the popular dome coaches known as "vista domes" but also the rare dome sleepers. The two-tone green paint scheme with white stripe was designed by industrial designer Raymond Loewy.

The North Coast Limited was the Northern Pacific's flagship train and the Northern Pacific itself was built along the trail first blazed by Lewis and Clark.

BK in beautiful Alberta, Canada's mountain country!

[LoveDomes]

G'day Tom

I see the JOs are back at it . . . . One of these days . . .

So, it's the NP! I agree with BK a mighty fine road, indeed. So, where's 20 Fingers??? Thought he'd be all "lathered up" over this one . . . . [swg]

A couple of pix . . .

NP #310 in service (from: www.trainweb.org)




NP #307 (from: www.trainweb.org)



Until the next time!

Lars

[passengerfan]

Did you really think I would pass on NP. Busy day at office and had to go in early this AM.

Northern
Pacific
(NP)
Streamlined Dome Cars
by Al

The Northern Pacific added domes to the NORTH COAST LIMITED in 1954 becoming the second train between Chicago and Seattle to operate domes. When the Milwaukee Road added a Super Dome to each OLYMPIAN HIAWATHA train set in December 1952 there was an immediate increase in passenger business. The Milwaukee Road line paralleled the Northern Pacific across much of Montana and Washington State, not only that but the OLYMPIAN HIAWATHA operated on a faster schedule between Chicago and Seattle – Tacoma.
The Northern Pacific decided it was time to speed up the NORTH COAST LIMITED to make it competitive with the GN EMPIRE BUILDER and Milwaukee Road OLYMPIAN HIAWATHA. Both of these trains were operating on a 45-hour schedule at the time while the NORTH COAST LIMITED was operating on a 56-hour schedule between Chicago and Seattle. Rival GN had introduced a secondary streamlined train between Chicago and Seattle named the WESTERN STAR operating on a 56-hour schedule on June 3, 1951. The WESTERN STAR equipment was actually the five train sets of the 1947 EMPIRE BUILDER and one new set to give the train six complete trains necessary for the slower schedule. The GN introduced all new fifteen car EMPIRE BUILDERS on June 3, 1951.
The NP had completed many miles of track improvement in Montana and Washington in the late 1940’s and early 1950’s and by 1954 was ready to speed up the NORTH COAST LIMITED. At the same time the NP contracted with famed industrial designer Raymond Loewy to upgrade and modernize the interiors of the NORTH COAST LIMITED streamlined cars and design a more modern paint scheme for the exterior of the NP passenger cars. At the same time the NP ordered 10-Vista Dome 46-seat leg rest coaches and 10-Vista Dome 4-Roomette 4- Duplex Single Room 4-Double Bedroom Sleeping cars from Budd. The NP ordered six flat top sleeping cars from Pullman Standard at the same time with 6 Roomettes 8 Duplex Roomettes and 4 Double Bedrooms. All of the older NORTH COAST LIMITED streamlined cars were repainted beginning in November 1953 into the new two-tone green paint scheme with white separation stripe and lettering.
The ten new Budd built Vista Dome 46-seat Leg Rest Coaches NP 550-556 CB&Q 557,558 and SP&S 559 arrived in July and August and were added two per train set to the VISTA-DOME NORTH COAST LIMITED operating on a new 45-hour schedule between Chicago and Seattle. The NP replaced two of the 56-seat Leg-Rest Coaches in the NORTH COAST LIMITED consists with domes separated by a 56-seat leg rest Coach. One Vista Dome coach was a Chicago – Seattle car the other a Chicago – Portland car operated between Pasco and Portland by the SP&S. The lettering on the sides of the new domes on either side of the monad emblem in the center of the car below the windows proclaimed the train the VISTA-DOME NORTH COAST LIMITED. All reference to the train in advertising after this time referred to the train as the VISTA-DOME NORTH COAST LIMITED.
These new stainless steel Vista-Domes were the first delivered by Budd with flat sides instead of the fluted panels and they were fully painted in the new NP color scheme matching the rest of the consist.

24-SEAT VISTA DOME 46-REVENUE SEAT LEG-REST COACHES Budd Company July – August 1954 (Built for and assigned to VISTA-DOME NORTH COAST LIMITED)

NP

550-556

CB&Q

557, 558

SP&S

559

Between September and November 1954 Budd delivered the ten Vista-Dome sleeping cars CB&Q 304,305 SP&S 306 and NP 307-313. Pullman Standard delivered their new sleeping cars at the same time and they were train-lined between each VISTA-DOME NORTH COAST LIMITEDS pair of Dome sleeping cars. Like the Vista-Dome coaches one of the Vista-Dome sleeping cars operated between Chicago – Seattle the other between Chicago – Portland during peak travel periods. At other times the Portland Vista-dome sleeping cars were leased to other roads during the winter season to the Illinois Central for assignment to the CITY OF MIAMI and PANAMA LIMITED. For IC service the cars were repainted to match those trains. The PRR also leased NP Vista-dome sleepers for winter operation in the SOUTH WIND between Chicago and Miami, for this service they remained painted in NP colors.

24-SEAT VISTA-DOME 4-ROOMETTE 4-DOUBLE BEDROOM 4-DUPLEX SINGLE ROOM SLEEPING CARS Budd Company Plan: 9535 Lot: 9669-141 September – November 1954 (Built for and assigned to VISTA-DOME NORTH COAST LIMITED)

CB&Q

304,305

SP&S

306

NP

307-313

In December 1957 the NP received a single Vista-Dome 46-seat Leg Rest Coach 549 and a single Vista-Dome sleeping car 314 identical to the earlier cars for use as spares when cars needed shopping for other than routine maintenance.

24-SEAT VISTA-DOME 46-REVENUE SEAT LEG-REST COACH Budd Company December 1957 (Built for and assigned to VISTA-DOME NORTH COAST LIMITED)

NP

549

24-SEAT VISTA-DOME 4-ROOMETTE 4-DOUBLE BEDROOM 4 DUPLEX SINGLE ROOM SLEEPING CARS Budd Company December 1957 Plan: 9535 Lot: 9669-210 (Built for and assigned to VISTA-DOME NORTH COAST LIMITED)

NP

314

Beginning in the winter season of 1959 the NP leased Vista-Dome sleeping cars to the Illinois Central and Pennsylvania railroads. The first season the NP leased 307,308, and 310; the IC assigned the cars to the every other day CITY OF MIAMI between Chicago and Miami. The IC repainted the cars in the Chocolate, Orange and Yellow scheme for the winter months this trains busy season. The extra car was assigned to one of the PANAMA LIMITED train sets, the only season this train would be assigned a dome. The IC felt that due to the nocturnal nature of the PANAMA LIMITED it was not necessary to operate a dome in this train. In the spring all three of the Vista-Dome sleeping cars were repainted into NP colors and returned to their owner for summer season in VISTA-DOME NORTH COAST LIMITED. The IC leased three of the NP Vista-Dome Sleeping cars again in 1963 operating them in the CITY OF MIAMI and the extra car was assigned to the PANAMA LIMITED once again. This was the last season the IC leased NP Vista-Dome Sleeping cars operated in the PANAMA LIMITED. In the 1963 season the IC leased NP 308, 309, and 310. The IC would repaint these cars and all subsequent NP Vista-Domes leased in the
following years into IC colors and returned them each spring repainted for the NP. The 1964 season found four of the Vista-Dome sleeping cars leased to the IC they were CB&Q 304 and NP 308-310. That year the IC operated two Vista-Dome Sleeping cars in each CITY OF MIAMI. In 1965 the IC leased only three of the Vista-Dome Sleeping cars for the winter NP 310, 312, and 313. In 1966 the IC leased only a pair of the Vista-Dome sleeping cars assigning one to each CITY OF MIAMI train set. The 1966 cars were CB&Q 304 and NP 311. For the final season the IC leased Vista-Dome sleeping cars it was a pair NP 305 and 313.
The story for the Pennsylvania was similar to the IC except the PRR operated the leased NP Vista-Dome Sleeping cars in full NP colors, they never repainted any of the leased cars into PRR Tuscan red, they were assigned to the SOUTH WIND operating every other day between Chicago and Miami.
The first winter the PRR leased a pair of the Vista-Dome sleeping cars SP&S 306 and NP 309. In 1963 they leased SP&S 306 and NP 307, the same two cars returned for the winter of 1964. In 1965 it was CB&Q 304 and NP 307. In 1966 SP&S 306 returned along with NP 307. For the final year of leasing Vista-Domes for the winter 1967 SP&S 306 and NP 310 were the selected pair.
The NP retired their sleeper lounge Observations in late 1966 and sleeping car passengers immediately began writing letters to NP management complaining about sharing lounge space with the coach crowd. The NP responded to the complaints by converting six of the Vista-Dome Sleeping cars by installing a cocktail lounge in the dome and converting the space two of the Duplex Single Rooms beneath the dome occupied into a bar. The seating in the “Lounge in the Sky” as the NP referred to the cars seated 24 but seating faced each other and six tables were installed giving three tables for four on either side of the domes center aisle. Cars converted were NP 307, 309, 311, 312, and 314, and CB&Q 34. The conversion work on the Vista Dome Sleeping cars was completed by NP in their St. Paul, Minnesota Como shops between March and May 1967 pulling one car out of service at a time to complete before pulling another out of the VISTA-DOME NORTH COAST LIMITED. These cars were operated as through Chicago – Seattle cars and operated on the rear of the VISTA-DOME NORTH COAST LIMITED. After rebuilding the cars were returned to service with new numbers NP 375-379 and CB&Q 380 respectively.
All NP Vista-Dome Coaches and sleeping cars were transferred to BN ownership in the merger of 1970.

TTFN AL

[siberianmo]

G'day!

Something rather informative from www.trainweb.org

QUOTE: In 1954, the "North Coast Limited" was upgraded with 10 dome coaches and 10 dome sleepers from Budd. Of each 10, ownership was split NP-7, Burlington-2, SPS-1. In 1957 a protection coach and sleeper were added by NP.

The sleepers were somewhat "unique" in that other than 1 built for the GM "Train of Tomorrow" and 3 built for the stillborn "Chessie" on C&O, these were the only other full sleepers ever constructed.

Each of the 5 trainsets carried 2 of the dome sleepers, with 1 going to Seattle and 1 to Portland. In the winter, the Portland car was removed. In 1959 the dormant cars were temporarily traded for IC sleepers and ran on the Chicago - Florida IC-CofG-ACL/SCL(1967)-FEC "City of Miami" and the PRR-L&N-ACL/SCL(1967)-FEC "Southwind".

The "trading" occured again in the 5 years 1963-1967 except that in 1963 they did not run on the "City of Miami" but ran on the IC "Panama Limited" instead.

The cars on the "Southwind" remained in NP colors, but the cars used by IC were repainted (TWICE!) each year. The cars repained to chocolate & orange IC colors each year were:

1959 NP 307-308-310
1963 NP 308-310
1964 CBQ 304 - NP 308-309-310
1965 NP 310-312-313
1966 CBQ 304 - NP 311
1967 NP 305-313

All of the sleepers were originally built as 4 double bedroom, 4 roomette, 4 single room cars. In 1967 NP 307-308-311-312-314 and CBQ 304 were renumbered NP 375-376-377-378-379 and CBQ 380 and were rebuilt, removing 2 of the single rooms, adding a buffet-lounge and changing the dome seating to tables and lounge seats instead of forward facing chairs. NP renamed the service "Lounges in the Sky".

Later![tup]

Tom[4:-)] [oX)]

[siberianmo]

G'day!

PASSENGER TRAIN NOSTALGIA #73

Here’s something to enjoy regarding the Canadian Pacific (CP) in a 1952 advertisement from my private collection:

14 adventures as

. . . . . you cross CANADA

For top scenery and service, go Canadian Pacific

Greatest picture-window view of great, growing Canada is yours by Canadian Pacific!

1: Visit the salty Down-East, abounding in fish and game.

2: The walled city of Québec, seen best by horsedrawn calèche– handily near fine Laurentian ski trails.

3: Urban Montreal, where street signs “speak” both French and English.

4: Ottawa, the stately capital city!

Service every mile because you’re traveling Canadian Pacific.

5: Air-Conditioning, roominess of seats and beds.

6: Fine meals and courtesy of service famous the world-over!

Westward ho by Canadian Pacific!

7: Through lake and woods beauty of lake Superior’s north shore.

8: Winnipeg, center of rolling fertile prairies.

9: Calgary, booming gateway to oil riches.

10.: Then, Diesels glide us into wonderland, the Canadian Rockies . . . (Skiers: peerless slopes near Banff and Lake Louise!!)

Onward! . . .

11: Visit the city of show gardens, Victoria, B.C.

12: Stay at the famous Empress, year round hotel.

13: Nearby, fascinating shops.

14: Great sorts . . . largest sea pool under glass . . . golf, sailing, fishing all year!

Ask your agent about a world of service:

Sailings to Europe by White Empress, Fast airliners to Far East, New Zealand, Australia.

See your local agent or Canadian Pacific in principal cities in U.S. and Canada.

. . . . . . . . . . . . . . . Canadian Pacific . . . . . . . . . . . . . . .


Enjoy! [tup]

Tom [4:-)][oX)]

[siberianmo]

G'day!

So what's not to like about this[?]

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


Later![tup]

Tom[4:-)] [oX)]

[LoveDomes]

Hi Tom!

How about this one[?]

CP #1400 (from: www.trainweb.org) Photo: John Leeming


Until the next time!

Lars

[siberianmo]

G'day!

Okay - good one, Lars! Try this . . .

Royal CP exiting the Spiral Tunnels. Mt. Stephen in background.


Later![tup]

Tom[4:-)] [oX)]