A Classic REAL Trains 'n Traction FOTO site!

[LoveDomes]

Mornin' Tom

Just stopped by the bar and left YOU a present! Check it out . . . .

Southern was a fine road and always enjoy looking at those advertisements of yours. Some great stuff on the web, of course and always worth checking out.

Until the next time!

Lars

[BudKarr]

Good Day Captain Tom

Been having a Dickens of a time with the connectivity up here in the high country - router is not functioning properly. Finally got that posting of mine out over at the bar!

Just thought I would make an appearance here, if for no other reason than to keep the JOs at bay![swg]

BK

[siberianmo]

G'day!

One of my favorite Southern locos . . .

Southern #1401 at the Smithsonian


Later![tup]

Tom[4:-)] [oX)]

[siberianmo]

And the final for the nite . . . .


Southern #1401 at the Smithsonian
]


Tom [4:-)] [oX)]

[siberianmo]

ENCORE! Saturday - ENCORE! Saturday
previously Posted at the bar & here

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

Chicago, Indianapolis & Louisville - Monon (The Hoosier Line)

Headquarters: Chicago, IL

Mileage in 1950: 573

Locomotives in 1951

Diesel: 57

Rolling stock in 1951:

Freight cars: 2,609
Passenger cars: 59

Principal routes in 1950:

Chicago-Indianapolis
Louisville-Michigan City
Wallace Junction-Midland
Orleans-French Lick

Passenger trains of note:

Bluegrass (Chicago-Louisville)
Chicago Limited (Indianpolis-Chicago)
Day Express (Chicago-Louisville)
Daylight Limited (Chicago-Indianapolis)
Executive (Chicago-Indianapolis)
Hoosier (Chicago-Indianapolis)
Hoosier Limited (Chicago-French Lick)
Night Express (Chicago-Louisville)
Thoroughbred (Chicago-Louisville)
Tippecanoe (Chicago-Indianapolis)
Varsity (Chicago-Bloomington)
Velvet Train (Chicago-Cincinnati)
Mid-Night Special (Chicago-Cincinnati)

Of note:
Trains east of Indianapolis handled by Cincinnati, Hamilton & Dayton
Monon operated on Chicago & Western Indiana tracks between Hammond and Dearborn Station.
Monon operated on Kentucky & Indiana Terminal tracks between New Albany-Youngstown Yard-Union Station.


Enjoy! [tup]

Tom [4:-)] [oX)]


ENCORE! Saturday - ENCORE! Saturday

[siberianmo]

ENCORE! Saturday - ENCORE! Saturday
first Posted at the bar & here


PASSENGER TRAIN NOSTALGIA #40

Here’s something to enjoy regarding the BRITISH RAILWAYS in a 1948 advertisement from my private collection:

. . . . . 25% Reduction IN TOUR FARES . . . . .

. . . . . For Americans Visiting The BRITISH ISLES . . . . .

When planning your British Isles holiday, make a list of all the places you want to see in England, Scotland, Ireland and Wales. Your Travel Agent will be glad to help you prepare your complete individual itinerary. That way you’ll effect substantial savings on planned tour tickets offered by British Railways.

. . . . . . . . . . See More in Britain! . . . . . . . . . .

Naturally, you’ll visit our great cities, our world-famous historic and scenic shrines (all within a day’s train trip from London) . . . but with more time you can enjoy so many equally memorable travel experiences in our less publicized byways. So plan to stay longer – discover for yourself the charm of our villages, countryside and rugged coastline.

. . . . . . . . . . Travel means BRITISH RAILWAYS

TRAINS . . . Swift, comfortable transportation to every corner of the British Isles.

HOTELS . . . 45 hotels associated with British Railways, strategically situated for your tour or business trips.

CROSS-CHANNEL FACILITIES . . . Railway-operated steamer services over a wide variety of routes to Ireland and the Continent. Depend on the all-inclusive travel services of British Railways for every phase of your tour of the British Isles. We suggest you secure your rail transportation, as well as Pullman, cross-channel steamer and hotel reservations before your leave.

British Railways – official agents for air tickets on British European Air Corporation routes in the British Isles.

Write for British Railways – new and amusing booklet, ”WHAT, NO ICE?” – written especially for Americans planning to visit us; as well as the full-color map folder, ”THE BRITISH ISLES” both free upon request to Dept. 25 at any of the offices shown below.

For tickets, reservations and authoritative travel information on the British Isles

CONSULT YOUR LOCAL TRAVEL AGENT or any British Railways office:

. . . . . NEW YORK 20, N. Y., 9 ROCKEFELLER Pl.
. . . . . CHICAGO 3, ILL, 39 So. Lasalle St.
. . . . . LOS ANGELES 14, CAL., 510 W. 6th St.
. . . . . TORONTO, ONT., 69 Yonge Street

. . . . . . . . . . BRITISH RAILWAYS . . . . . . . . . .


Enjoy! [tup]

Tom [4:-)][oX)]


ENCORE! Saturday - ENCORE! Saturday

[siberianmo]

ENCORE! Saturday - ENCORE! Saturday
first Posted at the bar & here

PASSENGER TRAIN NOSTALGIA #39

Here’s something to enjoy regarding the Pennsylvania Railroad (PRR) in a 1949 advertisement from my private collection:

The New BROADWAY LIMITED

. . . . . . . . . . . . . . . . . . . . NEW YORK – CHICAGO . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . Now in Service . . . . . . . . . . . . . . .

THE NEWLY-EQUIPPED Broadway Limited presents completely new conception of travel . . . with new styling, appointments, riding ease and beauty . . . more comforts and conveniences than ever before, representing the finest that modern design and engineering can offer.

Beautiful new Lounge and Observation Cars . . . attractive new Dining Cars . . . distinctively new, all-room sleeping cars . . . plus the Broadway Limited’s traditional hospitality – all for your personal travel pleasure! WE invite you to make a reservation for your next trip.

NEW MID-TRAIN LOUNGE AND OBSERVATION LOUNGE CAR – Richly appointed for leisure. Magazines, buffets.

NEW MASTER DINING CAR – Attractively furnished and decorated. Enjoy delicious food . . . meticulous service. Entire car reserved for dining.

ROOMETTES for one. Full-length bed, wardrobe, complete toilet facilities.

DUPLEX ROOMS for one person. Full length bed becomes comfortable divan during day. Toilet facilities.

COMPARTMENTS for two. Sofa-seat and lounge chair. Lower and upper beds. Wardrobe, enclosed toilet annex.

BEDROOMS – for one or two – in three new styles. Lower and upper beds, wardrobe, enclosed toilet annex.

DRAWING ROOMS for three. Sofa-seat and lounge chairs . . . three beds. Wardrobe, enclosed toilet annex.


. . . . . . . . . . . . . . . PENNSYLVANIA RAILROAD . . . . . . . . . .

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


Enjoy! [tup]

Tom [4:-)][oX)]

ENCORE! Saturday - ENCORE! Saturday

[siberianmo]

G'day!

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




Significant events in Canadian RR History during the month of February.


Caveat: Much of the information appearing was gathered from internet sources, with credit to “Colin Churcher’s Railway Pages” at http://www.railways.incanada.net/


*February 25th, 1832: The Champlain & St. Lawrence Railroad becomes the first Canadian railroad charter. The route runs from Dorchester (St. Jean) to a point near Laprairie on the St. Lawrence.

*February 15th, 1881: By Royal Charter, the Canadian Pacific Railwaybecomes incorporated, pursuant to the Act. Included in the terms are the railways Port-Arthur-Selkirk-Winnipeg-Emerson and Port Moody-Savona. Additionally the CPR receives a subsidy of $25 million and 25 million acres of land.


*February 24th, 1888 The Grand Trunk Railway acquires the Northern & Northwestern Railway, 494 miles long.


*February 1898: The first railway in North America to illuminate its cars with acetylene gas in the Pontiac & Pacific Junction Railway.


* February 16th, 1931: The first break through in the tunneling under the Plains of Abraham to Quebec City’s Wolfe’s Cove Harbour Terminal.


* February 10th, 1950: The Canadian National Railway assumes control of the Temiscouata Railway, with trackage from Rivière du Loup to Edmundston and from Edmundston to Connors.


* February 9th, 1951: The Royal Commission on Transportation produces its report from the Turgeon Commission.


* February 16th, 1951: A self-propelled rail diesel car (RDC-1) begins testing with the Canadian National Railway between Ottawa and Montreal).


* February 1952: Lagauchetiere Street, Canadian National Railways tunnel station in Montreal is demolished for the laying of more trackage into Central Station.


* February 1st, 1953: A Budd RDC is placed into trial service on the Mont Laurier-Montreal run of the Canadian Pacific Railway.


* February 13th, 1954: With construction begun in 1950, the Quebec North Shore & Labrador Railway opens between Sept Isles, Quebec and Schefferville, Labrador.


* February 4th, 1958: The Kellog Commission provides its findings on the use of firemen on diesel locomotives.


* February 14th, 1989: Vancouver’s Skytrain opens the New Westminster to Columbia Expo Line.


* February 8th, 1986: Hinton, Alberta is the site of a head on collision between a VIA Rail passenger and Canandian National freight trains; claiming 23 lives.


* February 1st, 1989: Canadian National Railways drops the caboose from its freight trains.


* February 26th, 1999: Ontario Southland begins operations using the CP Port Burwell subdivision between Ingersoll and Tillsonburg, Ontario.


Information contained in this compilation was obtained from internet public domain sources and materials from my private RR library collection. The use of this information is strictly for pleasure without intent of monetary reward or profit of any kind.


Enjoy! [tup]

Tom[4:-)] [oX)]

[LoveDomes]

Hello Tom

Interesting stuff on those Canadian RRs! [tup]

Thought I'd chip in with an ENCORE of some pix previously Posted over at the bar . . . (and perhaps here too).

Wabash #200 (1956, Moberly, MO) (from: www.trainweb.org)



#200 as Amtrak #9560 (1972, Newport News, VA) (from: www.trainweb.org)



Former Wabash #201 as N&W #1611 (from: www.trainweb.org)


Former Wabash #201 as Amtrak #9561 (from: www.trainweb.org)



Until the next time![tup]

Lars

[siberianmo]

G'day!

Good idea, Lars - "ENCORE" Posts are really best over here - save the original stuff for the bar! Tried to get 20 Fingers to do that some time ago . . . .

Slooooooooooooow day. Then again, it IS Sunday and for many a special day at that.

Thanx for popping by and catch ya at the bar tomorrow!

Tom[4:-)][oX)]

[siberianmo]

G'day!

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

Now arriving on track #1 …..
Railroads from Yesteryear! Number Four


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


New York Central Railroad

Locale: Chicago, IL to New York, NY and Boston, MA

Reporting marks: NYC

Dates of operation: 1831 – 1968

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

Headquarters: New York, New York


The New York Central Railroad (AAR reporting mark NYC), known simply as the New York Central in its publicity, was a railroad operating in the North-Eastern United States. Headquartered in New York, the railroad served a large proportion of the area, including extensive trackage in the states of New York, Pennsylvania, Ohio, Michigan, Massachusetts and much of New England and in the Canadian provinces of Ontario and Québec. Its primary connections included Chicago and Boston. The NYC's Grand Central Terminal in New York City is one of its best known extant landmarks.

The New York Central was known as the "Water Level Route" as its mainline to New York City ran along the Hudson River.

The famous Water Level Route of the NYC, from New York City to upstate New York, was the first four-track long-distance railroad in the world.

In 1968 the New York Central merged with its former rival, the Pennsylvania Railroad, to form Penn Central (the New York, New Haven and Hartford Railroad joined in 1969). That company soon went bankrupt and was taken over by the federal government and merged into Conrail in 1976. Conrail was broken up in 1998, and much of its system was transferred to the newly-formed New York Central Lines LLC, a subsidiary of CSX. That company's lines include the original New York Central main line, but outside that area it includes lines that were never part of the New York Central system.

History

Pre-New York Central: 1826-1853

The oldest part of the New York Central was the first permanent railroad in the state of New York and one of the first railroads in the United States. The Mohawk and Hudson Railroad was chartered in 1826 to connect the Mohawk River at Schenectady to the Hudson River at Albany, providing a way for cargo on steamboats to avoid the Erie Canal. The Mohawk and Hudson opened on September 24, 1831, and changed its name to the Albany and Schenectady Railroad on April 19, 1847.

The Utica and Schenectady Railroad was chartered April 29, 1833; as the railroad paralleled the Erie Canal it was prohibited from carrying freight. Revenue service began August 2, 1836, extending the line of the Albany and Schenectady Railroad west from Schenectady along the north side of the Mohawk River, opposite the Erie Canal, to Utica. On May 7, 1844 the railroad was authorized to carry freight with some restrictions, and on May 12, 1847 the ban was fully dropped, but the company still had to pay the equivalent in canal tolls to the state.

The Syracuse and Utica Railroad was chartered May 1, 1836 and similarly had to pay the state for any freight displaced from the canal. The full line opened July 3, 1839, extending the line further to Syracuse via Rome (and further to Auburn via the already-opened Auburn and Syracuse Railroad). This line was not direct, going out of its way to stay near the Erie Canal and serve Rome, and so the Syracuse and Utica Direct Railroad was chartered January 26, 1853. Nothing of that line was ever built, though the later West Shore Railroad, acquired by the New York Central in 1885, served the same purpose.

The Auburn and Syracuse Railroad was chartered May 1, 1834 and opened mostly in 1838, the remaining 4 miles (6 km) opening on June 4, 1839. A month later, with the opening of the Syracuse and Utica Railroad, this formed a complete line from Albany west via Syracuse to Auburn, about halfway to Geneva. The Auburn and Rochester Railroad was chartered May 13, 1836 as a further extension via Geneva and Canandaigua to Rochester, opening on November 4, 1841. The two lines merged on August 1, 1850 to form the rather indirect Rochester and Syracuse Railroad (known later as the Auburn Road). To fix this, the Rochester and Syracuse Direct Railroad was chartered and immediately merged into the Rochester and Syracuse on August 6, 1850. That line opened June 1, 1853, running much more directly between those two cities, roughly parallel to the Erie Canal.

To the west of Rochester, the Tonawanda Railroad was chartered April 24, 1832 to build from Rochester to Attica. The first section, from Rochester southwest to Batavia, opened May 5, 1837, and the rest of the line to Attica opened on January 8, 1843. The Attica and Buffalo Railroad was chartered in 1836 and opened on November 24, 1842, running from Buffalo east to Attica. When the Auburn and Rochester Railroad opened in 1841, there was no connection at Rochester to the Tonawanda Railroad, but with that exception, there was now an all-rail line between Buffalo and Albany with the completion of the Tonawanda Railroad. On March 19, 1844 the Tonawanda Railroad was authorized to build the connection, and it opened later that year. The Albany and Schenectady Railroad bought all the baggage, mail and emigrant cars of the other railroads between Albany and Buffalo on February 17, 1848 and began operating through cars.

On December 7, 1850 the Tonawanda Railroad and Attica and Buffalo Railroad merged to form the Buffalo and Rochester Railroad. A new direct line opened from Buffalo east to Batavia on April 26, 1852, and the old line between Depew (east of Buffalo) and Attica was sold to the Buffalo and New York City Railroad on November 1. The line was added to the New York and Erie Railroad system and converted to the Erie's 6 foot (1829 mm) wide gauge.

The Schenectady and Troy Railroad was chartered in 1836 and opened in 1842, providing another route between the Hudson River and Schenectady, with its Hudson River terminal at Troy.

The Lockport and Niagara Falls Railroad was chartered in 1834 to build from Lockport on the Erie Canal west to Niagara Falls; it opened in 1838. On December 14, 1850 it was reorganized as the Rochester, Lockport and Niagara Falls Railroad, and an extension east to Rochester opened on July 1, 1852.

The Buffalo and Lockport Railroad was chartered April 27, 1852 to build a branch of the Rochester, Lockport and Niagara Falls from Lockport towards Buffalo. It opened in 1854, running from Lockport to Tonawanda, where it junctioned with the Buffalo and Niagara Falls Railroad, opened 1837, for the rest of the way to Buffalo.

In addition to the Syracuse and Utica Direct, another never-built company - the Mohawk Valley Railroad - was chartered January 21, 1851 and reorganized December 28, 1852, to build a railroad on the south side of the Mohawk River from Schenectady to Utica, next to the Erie Canal and opposite the Utica and Schenectady. The West Shore Railroad later built on that location.

Albany industrialist and Mohawk Valley Railroad owner Erastus Corning got the above railroads together into one system, and on March 17, 1853 they agreed to merge. The merger was approved by the state legislature on April 2, and ten of the remaining companies merged to form the New York Central Railroad on May 17, 1853. The following companies were consolidated into this system, including the main line from Albany to Buffalo:

1. Albany and Schenectady Railroad
2. Utica and Schenectady Railroad
3. Syracuse and Utica Railroad
4. Rochester and Syracuse Railroad
5. Buffalo and Rochester Railroad

The Rochester and Syracuse also owned the old alignment via Auburn, Geneva and Canandaigua, known as the "Auburn Road". The Buffalo and Rochester included a branch from Batavia to Attica, part of the main line until 1852. Also included in the merger were three other railroads:

6. Schenectady and Troy Railroad, a branch from Schenectady east to Troy
7. Rochester, Lockport and Niagara Falls Railroad, a major branch from Rochester west to Niagara Falls
8. Buffalo and Lockport Railroad, a branch from the Rochester, Lockport and Niagara Falls at Lockport south to Buffalo via trackage rights on the Buffalo and Niagara Falls Railroad from Tonawanda
As well as two that had not built any road, and never would:
9. Mohawk Valley Railroad
10. Syracuse and Utica Direct Railroad

Soon the Buffalo and State Line Railroad and Erie and North East Railroad converted to standard gauge from 6 foot (1829 mm) broad gauge and connected directly with the NYC in Buffalo, providing a through route to Erie, Pennsylvania.

Erastus Corning years: 1853-1867

The Rochester and Lake Ontario Railroad was organized in 1852 and opened in Fall 1853; it was leased to the Rochester, Lockport and Niagara Falls Railroad, which became part of the New York Central, before opening. In 1855 it was merged into the New York Central, providing a branch from Rochester north to Charlotte on Lake Ontario.

The Buffalo and Niagara Falls Railroad was also merged into the New York Central in 1855. It had been chartered in 1834 and opened in 1837, providing a line between Buffalo and Niagara Falls. It was leased to the New York Central in 1853 and merged in 1855.

Also in 1855 came the merger of the Lewiston Railroad, running from Niagara Falls north to Lewiston. It was chartered in 1836 and opened in 1837 without connections to other railroads. In 1854 a southern extension opened to the Buffalo and Niagara Falls Railroad and the line was leased to the New York Central; it was merged in 1855.

The Canandaigua and Niagara Falls Railroad was chartered in 1851. The first stage opened in 1853 from Canandaigua on the Auburn Road west to Batavia on the main line. A continuation west to North Tonawanda opened later that year, and in 1854 a section opened in Niagara Falls connecting it to the Niagara Falls Suspension Bridge. The New York Central bought the company at bankruptcy in 1858 and reorganized it as the Niagara Bridge and Canandaigua Railroad, merging it into itself in 1890.

The Saratoga and Hudson River Railroad was chartered in 1864 and opened in 1866 as a branch of the New York Central from Athens Junction, southeast of Schenectady, southeast and south to Athens on the west side of the Hudson River. On September 9, 1867 the company was merged into the New York Central, but in 1867 the terminal at Athens burned and the line was abandoned. In the 1880s the New York, West Shore and Buffalo Railway leased the line and incorporated it into their main line, taken over by the New York Central in 1885 as the West Shore Railroad.

The Hudson River Railroad

The Troy and Greenbush Railroad was chartered in 1845 and opened later that year, connecting Troy south to East Albany on the east side of the Hudson River. The Hudson River Railroad was chartered May 12, 1846 to extend this line south to New York City; the full line opened October 3, 1851. Prior to completion, on June 1, the Hudson River leased the Troy and Greenbush.

Cornelius Vanderbilt obtained control of the Hudson River Railroad in 1864, soon after he bought the parallel New York and Harlem Railroad.

Along the line of the Hudson River Railroad, the High Line was built in the 1930s in New York City as an elevated bypass to the existing street-running trackage on Eleventh Avenue, at the time called "Death Avenue" due to the large number of accidents involving trains. The elevated section has since been abandoned, and the tunnel to the north, built at the same time, is only used by Amtrak trains to New York Penn Station (all other trains use the Spuyten Duyvil and Port Morris Railroad to access the New York and Harlem Railroad).

Vanderbilt years: 1867-1954

In 1867 Vanderbilt acquired control of the New York Central, with the help of maneuverings related to the Hudson River Bridge in Albany. On November 1, 1869 he merged the New York Central with his Hudson River Railroad into the New York Central and Hudson River Railroad. This extended the system south from Albany along the east bank of the Hudson River to New York City, with the leased Troy and Greenbush Railroad running from Albany north to Troy.

Vanderbilt's other lines were operated as part of the New York Central Railroad; these included the New York and Harlem Railroad, Lake Shore and Michigan Southern Railway, Canada Southern Railway and Michigan Central Railroad.

The Spuyten Duyvil and Port Morris Railroad was chartered in 1869 and opened in 1871, providing a route on the north side of the Harlem River for trains along the Hudson River to head southeast to the New York and Harlem Railroad towards Grand Central Terminal or the freight facilities at Port Morris. From opening it was leased by the New York Central.

The Geneva and Lyons Railroad was organized in 1877 and opened in 1878, leased by the New York Central from opening. This was a north-south connection between Syracuse and Rochester, running from the main line at Lyons south to the Auburn Road at Geneva. It was merged into the New York Central in 1890.

On July 1, 1900, the Boston and Albany Railroad was leased by the New York Central, although it retained a separate identity. In 1914 the name was changed again forming the modern New York Central Railroad.

The New York Central had a distinctive character; unlike its arch rival the Pennsylvania Railroad's mountainous terrain, the NYC was best known as the Water Level Route; most of its major routes, including New York to Chicago, followed rivers and had no significant grades. This influenced many things, including advertising and most notably locomotive design.

Steam locomotives of the New York Central were optimized for speed on that flat raceway of a main line, rather than slow mountain lugging. Famous locomotives of the System included the well-known 4-6-4 Hudsons, and the postwar Niagaras, fast 4-8-4 locomotives often considered the epitome of their breed by steam locomotive aficionados.

Despite having some of the most modern steam locomotives anywhere, the NYC dieselized rapidly, conscious of its by then difficult financial position and the potential relief that more economical diesel-electric power could bring. Very few New York Central steam locomotives still exist. All Hudsons and Niagaras were sent to the scrapper's torch. In 2004, the only surviving big modern steam locomotives are two 4-8-2 Mohawk dual-purpose locomotives.

The financial situation of northeastern railroading soon became so dire that not even the economies of the new diesel-electric locomotives could change things.

Bypasses

A number of bypasses and cutoffs were built around congested areas.

The Junction Railroad's Buffalo Belt Line opened in 1871, providing a bypass of Buffalo, New York to the northeast, as well as a loop route for passenger trains via downtown. The West Shore Railroad, acquired in 1885, provided a bypass around Rochester, New York. The Terminal Railway's Gardenville Cutoff, allowing through traffic to bypass Buffalo to the southeast, opened in 1898.

The Schenectady Detour consisted of two connections to the West Shore Railroad, allowing through trains to bypass the steep grades at Schenectady, New York. The full project opened in 1902. The Cleveland Short Line Railway built a bypass of Cleveland, Ohio, completed in 1912. In 1924, the Alfred H. Smith Memorial Bridge was constructed as part of the Hudson River Connecting Railroad's Castleton Cut-Off, a 27.5-mile-long freight bypass of the congested Albany terminal area.

An unrelated realignment was made in the 1910s at Rome, when the Erie Canal was realigned and widened onto a new alignment south of downtown Rome. The NYC main line was shifted south out of downtown to the south bank of the new canal. A bridge was built southeast of downtown, roughly where the old main line crossed the path of the canal, to keep access to Rome from the southeast. West of downtown, the old main line was abandoned, but a brand new railroad line was built, running north from the NYC main line to the NYC's former Watertown and Rome Railroad, allowing all NYC through traffic to bypass Rome.

Robert R. Young: 1954-1958

The Vanderbilt interests, having steadily reduced their shareholdings, lost a proxy fight in 1954 to Robert Ralph Young and his Alleghany Corporation. Unable to keep his promises, Young was forced to suspend dividend payments in January 1958 and committed suicide that month.

Alfred E. Perlman: 1958-1968

After his death, Young's role in NYC management was assumed by Alfred E. Perlman, who had been working with the NYC under Young since 1954. Although much had been accomplished to streamline NYC operations, in those tough economic times, mergers with other railroads were seen as the only possible road to financial stability. The most likely suitor became the NYC's former arch-rival Pennsylvania Railroad.

Penn Central, Conrail, CSX: 1968-2004

The New York Central became a fallen flag on February 1, 1968 when it joined with its old enemy, the Pennsylvania Railroad, in the ill-fated merger that produced Penn Central. Slightly over two years later, on June 21, 1970, the Penn Central Transportation Company filed for bankruptcy.

Conrail, officially the Consolidated Rail Corporation, was created by the U.S. Government to salvage Penn Central, and on April 1, 1976, it began operations.

On June 6, 1998, most of Conrail was split between Norfolk Southern and CSX. New York Central Lines LLC was formed as a subsidiary of Conrail, containing the lines to be operated by CSX; this included the old Water Level Route and many other lines of the New York Central, as well as various lines from other companies. CSX also assumed the NYC reporting mark.

References:

Railroad History Database

Surface Transportation Board Decision FD-33388, which created New York Central Lines LLC

PRR Chronology


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)]

[siberianmo]

G'day!

Check this out . . . [swg]

NYC Hudson 4-6-4 (public domain)


Enjoy![tup]

Tom [4:-)] [oX)]

[LoveDomes]

Hey Tom!

Sweet "Hudson!" Always liked their looks, either way with or without the 'shrouding.'

Left a rather long post over at the bar and figured I'd swing by here to see "what's happenin'" - not much![swg]

Here's something I found while browsing . . .

NYC FM/GE #4404 (1953) (photo: Howard W. Ameling)



Until the next time![tup]

Lars

[marthastrainyard]

Good Afternoon all,

The new guy here. I just posted an introduction over at "OUR" PLACE, so I spare you the duplicate.

As I wrote there, I am interested in information about the City Of Los Angeles of 1950. If we need to be more precise, I picked the 16th train as the one to model.

I found AL's (the passengerfan) postings from earlier this year and I found them very informative. If Al is reading and you have more information like that of the later COLA trains, I would really appreciate the same level of details for the 1950's trains. I have the Streamliner book by Kratville, but there is so much more to figure out and I don't know where to go.

I thought I had this computer thing down pat, but my signature doesn't show, so there's the URL to my web site (that's where I track the progress on my train): http://home.att.net/~pers_home/

By for now
Per

[siberianmo]

G'day!

I will pass your inquiry to Al - he's rather busy at this time of year and doesn't "come up for air" that frequently - "tax season" donchano![swg]

Anyway, best place for two-way dialogue is over at the bar! I created this Thread for the purpose of getting some "new blood" interested in what we do and the way we do it. It's really more of an "Encore" Thread - repeats and the like. Also, hardly anyone stops by.

Good place to review some "good stuff," though and not nearly as many pages as over at the bar!

Later!

Tom[4:-)] [oX)]

[siberianmo]

G'day!

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




RAILWAYS of EUROPE #4 – ICE (Germany)


Deutsche Bahn (DB)


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


InterCity Express



ICE train (Wikipedia)

The InterCity Express or ICE is a type of high-speed train operated by DB Fernverkehr in Germany and neighboring countries, for example to Zürich, Switzerland or Vienna, Austria. ICE-trains also run at lower speeds to Amsterdam, Netherlands and to Liège and Brussels, Belgium on the Belgian highspeed way. The Spanish railway operator RENFE also employs these trains, and the Russian state ordered 60 for new high-speed routes between Saint Petersburg and Moscow. The new management of the Russian railways is reviewing the order and apparently plans to reduce it to six trains. Another 60 trains were ordered for the Chinese Beijing-Tianjin high-speed rail line.

Equipment and specifications


3rd Generation ICE "Frankfurt am Main" (GNU Free Documentation)

ICE equipment is manufactured by an industrial consortium led by Siemens AG.

ICE trains require special high-speed tracks to run at high speeds, but can run on normal tracks at normal speeds.

The first generations were derived from the then-new class 120 electric locomotives. The powerheads of those units are in fact upgraded 120s with a more aerodynamic lining. Passenger cars can be coupled and uncoupled for maintenance, enabling the operator to run trains of different lengths. First-generation trains are currently undergoing a major redesign, including a standardization of train lengths.

The third generation ICE has a completely different concept: The entire traction equipment is fitted underfloor, with a larger number of less powerful motors. An ICE 3 unit consists of eight cars, four of which are powered, while the others carry other electrical equipment, including the pantographs. This design allow seats in all parts of the train, including "lounge" seats at both ends separated from the driver by a glass wall only.

The ICE 3M (class 406) is a multisystem variant of the ICE 3 that currently serves routes into the Netherland and Belgium. Licensing for French LGVs started in 2001 and has been described by engineers as a "clash of cultures". Problems included flying gravel and trackside equipment ripped loose by the ICE's magnetic brakes. Admission of the ICE 3M for regular service into France is expected late 2005 or early 2006.

ICE-T


ICE-TD train (Wikimedia Commons)

Simultaneously to the development of the ICE 3, DB demanded new tilting trainsets to be able to serve conventional tracks that couldn't be upgraded to higher speeds. Originally these trains were to be called IC-T (InterCity-Triebzug), but just prior to their introduction, DB decided to charge ICE fares for these trains and renamed them ICE-T. These trains are constructed to a concept of distributed traction similar to the ICE 3. Three different types were ordered:

• electric train with 7 cars (class 411)
• electric train with 5 cars (class 415)
• diesel train with 4 cars (class 605)

Units of either of these types can be coupled with one or more unit of the same or any other type within a few minutes.

The electric units, equipped with tilting technology of the ETR 460 bought from FIAT, entered service in 1998. A second order for additional series 411 ICE-Ts. These units, known as ICE-T2, were delivered in 2004. The main difference to the original ICE-Ts are several cost-cutting measures, giving those trains a "cheaper" look and feel.

For the diesel units, called ICE-TD, Siemens developed their own tilting technology, based on the aiming system of the Leopard 2 main gun. These trainsets became something of an embarrassment. They were to be delivered in 2000, but braking problems caused delays, so they entered service in spring 2001. Their first year in operation was overshadowed by software failures and problems with the tilting technology. One of the 20 trains fell off a maintenance platform and had to be written off. When those problems were fixed and the train finally ran without apparent problems in December 2002, a train derailed because of a broken axle. The trains were temporarily pulled out of service by the federal rail authority. When Siemens had fixed the problem, DB refused to take the trains back, claiming they weren't meeting specifications. It is speculated that besides technical difficulties, these trains were an economical burden as well. Source claim that even when filled to capacity, income from fares would be below the operating cost.

Network


ICE network in Germany
Red: 300 km/h
Orange: 250 km/h
Blue: 200 km/h
Grey: Conventional lines

Unlike the French TGV network, which is centered around Paris, the ICE network has multiple nodes. The ICE network is not a replacement of the InterCity network, but an upgrade. ICE and IC trains usually share the same tracks. The main difference being the higher speed: While the ICE trains travel at the maximum line speed, IC trains are limited to 200 km/h. The only line that is not shared with other traffic is the 300 km/h Köln-Frankfurt line due to its steep grades. In fact, it is limited to ICE3 trainsets, even the older ICE types have to take the longer route through the Rhine valley. The second 300 km/h line between Nuremberg and Ingolstadt, due to be opened on 28th May 2006, will not have these restrictions. The line will also feature Germany's fastest commuter line at 200 km/h.

Since the early 1970s, hundreds of kilometers of existing tracks have been upgraded to 200 km/h. As a result, ICE trains are able to use most conventional lines without losing too much time in the process. This allowed a rapid growth of the ICE network without the need to build several thousand kilometers to new high-speed lines. Actually, even two of the high-speed lines (Köln-Aachen at 250 km/h and Hamburg-Berlin at 230 km/h) are in fact upgraded conventional lines.

North to South

The network includes three main north-to-south corridors that start in Hamburg:

• via Bremen, Dortmund, Köln, Frankfurt and Stuttgart to Munich (branch Frankfurt - Karlsruhe - Basel)
• via Hanover, Kassel and Nuremberg to Munich
• via Berlin, Leipzig and Nuremberg to Munich

West to East

Three main west-to-east routes exist in the network:

• Bonn - Köln - Hamm - Hanover - Berlin
• Köln - Dortmund - Kassel - Lepzig - Dresden
• Saarbrücken - Frankfurt - Leipzig - Dresden

International lines

Several ICE lines cross the German borders into neighboring countries:

• Frankfurt - Köln - Duisburg into the Netherlands to Amsterdam
• Frankfurt - Köln - Aachen into Belgium to Liège and Brussels (Köln-Liège-Brussels also Thalys)
• Frankfurt - Stuttgart into Switzerland to Zürich
• some trains to Basel continue into Switzerland to Interlaken and Chur
• some trains to Nuremberg continue via Passau into Austria to Vienna.
• some trains to Munich continue into Austria via Kufstein to Innsbruck.
• some trains go in Austria between Vienna and Innsbruck.

After a lengthy process of trials and technical adjustments, a new line will be opened from Frankfurt and Stuttgart into France to Paris, which will be served alternatingly with ICE and TGV trains starting in 2007.

History


An ICE 1 train at Frankfurt Airport (Wikimedia Commons)

The ICE originated as a concept for new land-based high-speed public transportation for Germany, competing with the Transrapid monorail system. The ICE succeeded in being adopted nationwide in Germany, but development on the Transrapid system has also continued.

It is argued that the ICE prospered in part because of its ability to run on conventional tracks (albeit not at full speeds - on tracks near stations they are known to be passed by commuter trains, especially by S-Bahn trains). The shared use of old tracks also means that conventional trains often have to wait for late ICEs to pass, leading to further delays.

ICE established the world speed record for conventional trains on 1 May 1988 although it has since been surpassed by French TGV.

In 1998, a large ICE train accident occurred - Germany's worst ever passenger train disaster. The accident was due to the steel "tire" being separated from the rest of one of the train's wheels, breaking the track and causing the rest of the train to derail and collide with a concrete bridge that spanned the track.

At the time, the ICE trains used a two part wheel with a steel tire separated from the rest of the steel wheel by an elastomeric ring designed to better absorb noise and vibration. But the elastomeric separator allowed the steel tire to flex, eventually leading to metal fatigue that fractured the tire. While common in low-speed use, this two-part wheel design had never before been used on high-speed trains.

ICE service was resumed only after an investigation found the root cause of this broken wheel and after all ICE train wheels were modified to use a more conventional solid-wheel design.

Controversy

The initial development of the ICE was somewhat controversial, due to the existence of the French TGV, which had already been in operation. Arguably, the Deutsche Bahn/German state could have bought TGV technology or trains. Proponents of the decision to go ahead and develop the ICE contend that the ICE is actually only a slightly upgraded conventional train, based on existing technology already superior to the TGV, and that the development of such technology by German companies was an important investment in the future of a German high-tech industry and knowledge economy. While most international competitions were lost to the TGV consortium, technologies developed for the ICE have been applied to the construction of conventional trains with significant economic success.

Critics argue that the project was a waste of tax payers' money, since such a similar end product could have been bought "off the shelf" (referring to the option of buying TGV trains). There were also claims that it was a nationalist exercise, and that the go-ahead for ICE development constituted the then German government subsidizing certain large companies.

This argument, however, subsided and the ICE has persevered to provide a large scale, nationwide service in Germany.

Trivia

• Most seats have an audio minijack, allowing passengers to plug in headphones and choose from about 7 music/entertainment channels and radio stations. Basic headphones can be purchased on the trains.
• On most ICE trains, there is at least one (usually 1st class) carriage where individual seats are equipped with LCD screens, built into the backrest of the seat in front. Usually there are two video channels to choose from, which typically show feature films. There are no speakers, but the corresponding audio is available via the audio minijack (see above).
• The vast majority of ICE trains have power outlets for electrical devices, such as laptops. On ICE2 trains, these are located under the tray tables. In the other ICE train types, they are located between seats just above the floor. Some 50 units of the 220-train fleet are still unequipped with power sockets. These trains are currently undergoing a modernization program. By 2008, all ICE trains are expected to have power sockets.
• An electronic display above each seat indicates the locations between which the seat has been reserved. Passengers without reservation are permitted to take the seats with a blank display, or the seats with no reservation on the current section.
• At both ends of ICET and ICE3 trains there is a passenger compartment (one end 1st and the other end 2nd class) with a view of the tracks, through a transparent glass wall separating the compartment from the driver's cabin. In special circumstances the driver can make the wall opaque by the press of a button.
• There is a compartment with a play area for children.
• Bicycles are not permitted on any ICE trains.
• All ICE trains have repeater carriages. These amplifiers greatly enhance mobile phone reception by taking the signals from within the car to the outside (and vice versa). These carriages are marked with a symbol depicting a mobile phone.
• There are also silent carriages where laptops, mobile phones and other "noisy" equipment should not be used. These carry a sticker displaying a whispering symbol.
• Three specially-built washing-bays for ICE trains exist at Hamburg-Eidelstedt, Frankfurt-Höchst and München Hbf (Munich main station)


Germany: DB ICE Train at Stuttgart Hauptbahnhof (Wikimedia Commons)


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

[LoveDomes]

G'day Tom

Always like the [Euro series and those ICE trains look super sharp to me![tup][tup]

I don't have anything in my "inventory" to help out with them . . . so I'll offer up a completely different thought:


IC 2-8-4 #8049 (from: www.yesteryeardepot.com)
Photo: Paul Eilenburger


The rest are over at the bar if anyone's interested!

Until the next time![tup]


Lars

[siberianmo]

G'day!

Finally found a train from Germany that hasn't been Posted here! This one operated in the 1950s & 60s . . .


Germany: VT08 diesel (from: www.travelnotes.de)


Later![tup]

Tom[4:-)] [oX)]

[siberianmo]

Good Morning!

PASSENGER TRAIN NOSTALGIA #75

Here’s something to enjoy regarding the Southern Railway (SOU) in a 1956 advertisement from my private collection:



Gone with the wind!

WHEN A FREIGHT CAR rolls down the “hump” at our new $14 million Citico Yard at Chattanooga, Tennessee, even its wind resistance is automatically measured.

While the car is rolling, a radar device instantly picks up and evaluates all the factors that affect its rollability – weight, speed, size, wind, weather and others., Then the magic brain of an electronic computer regulates the retarder brake in the track under the moving car so that it will couple safely and gently to another car standing far down in the yard below.

This is a new kind of railroading. You’ll see itr at work in countless ways on the Southern today – at Citico, and in our other multi-million dollar push-button yards at Knoxville, Tenn. and Birmingham, Ala. And still another ultra-modern electronic yard to cost $15 million is now under construction at Atlanta, Ga.

Yesteryear railroading is “gone with the wind” on the Southern. Today’s modern railroading means dependable, ever improving transportation for the fast-growing area we serve.

Look Ahead – Look South!”

Harry A. DeButts
President

SOUTHERN RAILWAY SYSTEM
. . . . . . . . . . . . . . . Washington, D.C. . . . . . . . . . . . . . . .

. . . . . The Southern Serves the South . . . . .


Enjoy! [tup]

Tom [4:-)][oX)]

[passengerfan]

Good Morning Tom and Lars and anyone else dropping by.

I too liked the IC and have left the following for all to peruse.

ILLINOIS
CENTRAL Streamlined Observations
by Al

The Illinois Central was one of those railroads that believed a streamlined train warranted a streamlined Observation as the finishing touch and did their best to see every major streamliner had one bringing up the markers.
The first IC streamlined train was the GREEN DIAMOND a five car articulated train set for round trip daily service between Chicago and St. Louis with three intermediate stops 53rd Street Chicago, 63rd street Chicago and Springfield. This fully articulated train had an articulated 1,200 hp diesel power unit number 121. This was articulated to car 122 a articulated Baggage 30' Railway Post Office Car. The third articulated car 123 a 56-revenue seat coach. The fourth articulated car was 124 and this contained 44 revenue Coach seats and a 16-seat dinette. The last or fifth articulated car 125 contained Kitchen -Pantry 8 seat Dining Room and 20 Revenue seat Parlor Observation. Unlike similar trains built for the UP that had blind end observations the 125 car was swallow-tailed with windows all the way around the observation end. The GREEN DIAMOND inaugurated streamliner service May 17, 1936. After eleven years in GREEEN DIAMOND service the consist was replaced in 1947 by a new GREEN DIAMOND and the train was sent south to become the MISS LOU operating between New Orleans and Jackson, Mississippi round trip daily. This lasted for only two years and in 1949 the train was retired and scrapped in June 1950.

ARTICULATED KITCHEN-PANTRY 8 SEAT DINING ROOM 20 SEAT PARLOR OBSERVATION (Swallow-Tailed) Pullman Standard April 1936 (Built for and assigned to GREEN DIAMOND)

125

The second lightweight streamlined Observation delivered to the IC was part of a new seven-car diesel powered coach streamliner named the CITY OF MIAMI. This was a standard streamlined consist without articulation. The CITY OF MIAMI entered service December 18, 1940 between Chicago and Miami on an every third day schedule. Two other trains the PRR SOUTH WIND and FEC DIXIE FLAGLER provided service on the other days via different routes. The CITY OF MIAMI operated over the IC between Chicago and Birmingham, CofG between Birmingham and Albany, ACL between Albany and Jacksonville, and the FEC between Jacksonville and Miami. This route was 1,493 miles and the CITY OF MIAMI operated the route in 29 hours 30 minutes each way. The CITY OF MIAMI schedule departed Chicago southbound at 9:40 AM with arrival in Miami at 4:10 PM the next afternoon. Northbound after only a 2-1/2 hour turnaround the train departed Miami at 6: 25 PM and arrived in Chicago the next evening at 10:55 PM. The CITY OF MIAMI averaged 50.6 mph for the entire round trip. The Observation of the CITY OF MIAMI was 3300 BAMBOO GROVE and featured a 32 seat Tavern Lounge Bar 22 seat Lounge Observation. The 3300 BAMBOO GROVE was a swallow tailed Observation from Pullman Standard, as were all the cars of the CITY OF MIAMI. The 3300 BAMBOO GROVE remained in CITY OF MIAMI service until the late 1960's.

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

3300 BAMBOO GROVE

Next came a pair of sleeper lounge Observations from Pullman Standard for service bringing up the markers of new streamlined diesel powered PANAMA LIMITED trains. They replaced heavyweight steam powered PANAMA LIMITEDS and these two trains were among the last new trains to enter service during the early part of WW II. Only the MP streamlined COLORADO EAGLES entered service after the streamlined PANAMA LIMITEDS.
The two PANAMA LIMITED Observations were GULFPORT and MEMPHIS. They were built by Pullman Standard and the interiors comprised 2 Double Bedrooms 2 Compartments 18 seat Lounge and 8 seat Lounge Observation. These two cars featured the PANAMA LIMITED name in neon lights on the car sides centered below the windows.
Both cars were withdrawn from the PANAMA LIMITED in 1965 when the MEMPHIS was wrecked and the GULFPORT was rebuilt to a Parlor Lounge Observation in 1966.

2 DOUBLE BEDROOM 2 COMPARTMENT 18 SEAT LOUNGE 8 SEAT LOUNGE OBSERVATIONS (Swallow-Tailed) Pullman Standard April 1942 Plan: 4102 Lot: 6672 (Built for and assigned to PANAMA LIMITEDS)

GULFPORT

MEMPHIS

The next three streamlined Observations for IC service were built by the IC in their Burnside shops in Chicago using the frames and trucks from old heavyweight coaches cut down for rebuilding. All three were swallow tail end Observations and were fine examples of what the Burnside shops were capable of. Two of these cars 3305 MARDI GRAS and 3306 AUDUBON PARK were Lounge Observations assigned to the new postwar Coach streamliner CITY OF NEW ORLEANS. The two were both 32 seat Tavern Lounge Bar 16 seat Lounge Observations. They were both through cars in the CITY OF NEW ORLEANS trains running between Chicago and New Orleans. The CITY OF NEW ORLEANS operated a sixteen hour schedule between terminals and that included adding and deleting cars at Carbondale to and from St. Louis and the same at Fulton for the through cars to and from Louisville. The inaugural of the new coach streamliners took place April 27, 1947.
The third Observation constructed at the same time was the 3320 PADUCAH bringing up the markers of the Louisville - Fulton connecting train to and from the CITY OF NEW ORLEANS. The interior of the 3320 PADUCAH featured a 24 revenue seat Coach section 9 seat Cocktail Lounge and 10 seat Lounge Observation. When the Louisville - Fulton connection was discontinued in 1949 the 3320 PADUCAH was transferred to the St. Louis - Carbondale CITY OF NEW ORLEANS connecting service.

32 SEAT TAVERN LOUNGE BAR 16 SEAT LOUNGE OBSERVATIONS (Swallow-Tailed) Rebuilt and streamlined from heavyweight coaches in April 1947 by IC Burnside shops (Rebuilt and streamlined for CITY OF NEW ORLEANS)

3305 MARDI GRAS

3306 AUDUBON PARK

24 REVENUE SEAT COACH 9 SEAT TAVERN LOUNGE BAR 10 SEAT LOUNGE OBSERVATION (Swallow-Tailed) Rebuilt and streamlined from heavyweight coach in April 1947 by IC Burnside shops (Rebuilt and streamlined for Louisville - Fulton CITY OF NEW ORLEANS connecting service)

3320 PADUCAH

Pullman Standard delivered a new Parlor Observation to the IC in the spring of 1947 for assignment to the new streamlined DAYLIGHT. The IC DAYLIGHT was a St. Louis - Chicago train operating round trip daily. The introduction of the streamlined DAYLIGHT gave the IC two daily round trip streamliners on this route the GREEN DIAMOND and the DAYLIGHT. The 3311 FORT DEARBORN featured a pair of 5 seat Parlor Drawing Rooms with an additional 18 Parlor seats and 8 seat Lounge in the Observation end. The cars for the DAYLIGHT with the exception of the streamlined head end cars were constructed by Pullman Standard.
The 3311 FORT DEARBORN was rebuilt to a Tavern Lounge Observation in December 1963 by IC Burnside Shops and renumbered 3314 at that time losing its name. The 3314 was then assigned to the CITY OF MIAMI pool of cars operating in one of that trains two consists. The 3314 was active until the Amtrak takeover of passenger services in 1971.

TWO 5 SEAT PARLOR DRAWING ROOMS 18 REVENUE SEAT PARLOR 8 SEAT LOUNGE OBSERVATION (Swallow-Tailed) Pullman Standard April 1947 (Built for and assigned to DAYLIGHT)

3311 FORT DEARBORN

A nearly identical Parlor Observation to the 3311 FORT DEARBORN was turned out by the IC Burnside shops in December 1947 for assignment to the new postwar GREEN DIAMOND. The 3310 MARK BEAUBIAN was an excellent example of what the IC Craftsmen were capable of. The 3310 rebuilt from a heavyweight coach was only distinguishable from the 3311 FORT DEARBORN by the Pullman Standard builders plate and the six wheel trucks found under 3310 MARK BEAUBIAN.

TWO 5 SEAT PARLOR DRAWING ROOMS 18 REVENUE SEAT PARLOR 8 SEAT LOUNGE OBSERVATION (Swallow - Tailed) Rebuilt from heavyweight coach by IC Shops December 1947 (Rebuilt for and assigned to GREEN DIAMOND)

3310 MARK BEAUBIAN

In June 1951 the IC Burnside Shops rebuilt another heavyweight coach to a swallow-tailed end Tavern Lounge Observation and numbered this car 3308. The IC assigned the car to a second CITY OF MIAMI consist.
In December 1952 the IC shops rebuilt another heavyweight coach into an identical Swallow-Tailed Tavern lounge Observation and numbered this car 3309. The 3309 was assigned to a pool of these cars and could be found operating in any of the CITY OF NEW ORLEANS or CITY OF MIAMI trains.

32 SEAT TAVERN LOUNGE BAR 16 SEAT LOUNGE OBSERVATION (Swallow - tailed) Rebuilt by IC shops from heavyweight coach June 1951 (Rebuilt and streamlined for assignment to the second CITY OF MIAMI)

3308

32 SEAT TAVERN LOUNGE BAR 16 SEAT LOUNGE OBSERVATION (Swallow - Tailed) Rebuilt by IC shops from heavyweight coach December 1952 (Rebuilt and assigned to CITY OF MIAMI - CITY OF NEW ORLEANS pool)

3309

The only streamlined Blunt ended Observation built by IC Burnside shops from a heavyweight coach was out shopped in March 1949. The 3307 MID AMERICA CLUB was initially assigned to the LAND O' CORN later becoming probably the most utilized of all IC streamlined Observations. With diaphragms at both ends 3307 MID-AMERICA CLUB had mid-train capability as well as end of train capability. The 3307 MID-AMERICA CLUB was probably used at one time or another on every IC train that carried an Observation.

32 SEAT TAVERN LOUNGE BAR 16 SEAT LOUNGE OBSERVATION (Blunt) Rebuilt and streamlined by IC Burnside Shops from heavyweight Coach March 1949 (Rebuilt for and originally assigned to LAND O' CORN)

3307 MID-AMERICA CLUB

[BudKarr]

Good Morning Captain Tom

Just thought I would stop by en route the bar for our 1st Year Anniversary Celebration - just to provide a bit of support. Anything to keep the JOs off the top of the forum page![swg]

Been experiencing some difficulties with our internet service up here in the mountains. Takes forever to get things done. Pretty much have decided that the problem is multi-fold - theirs and perhaps ours. Meaning? A trip to Calgary or Edmonton to purchase what we require - or - order it on the net IF we can make a connection!![swg]

Good to see Al back and I like the idea of the Encores over here . . . especially when coupled with a "theme" of sorts.

BK

[LoveDomes]

G'day Tom

Just swingin' on over to the bar for the day's festivities and saw that my "bookend" has already been here. Also - is that a post from 20 Fingers Al[?] [wow] Just like "old times," huh[?][swg]

See ya at the bar . . . .

Lars

[LoveDomes]

Hey Tom

Back from the bar with a "drop off" - just to get the "juices" flowing . . .

California Zephyr (from: www.trainweb.org)



Later!

Lars

[siberianmo]

G'day!

Here's a favorite Pix of mine from www.viarail.ca . . . .



Gotta get back to our 1st Year Anniversary Celebration over at the bar . . . .

Enjoy![tup]

Tom[4:-)] [oX)]

[siberianmo]

G'day!

Just took a break from the bar and wanted to say THANX to Al - BK & Lars for the contributions today! Much appreciated . . .

We're having a fine celebration for our 1st Year Anniversary Celebration - doubt that this Thread will make it that long .... [swg]

Tom[4:-)] [oX)]

[siberianmo]

G’day!

PASSENGER TRAIN NOSTALGIA #76

Here’s something to enjoy regarding the Southern Railway (SOU) in a 1955 advertisement from my private collection:



PERFECT PLANT SITE

. . . . . (for someone else) . . . . .

PLANT SITE SPECIFICATIONS ARE highly individualized. That’s why it does not disturb our Industrial Development people in the least to have you turn thumbs down on a “picture-book” site such as this one.

They recognize that many factors enter into plant location studies. And they know, too, that chances are they do have just what you are looking for. As one of the largest, and most experienced industrial development agencies in the South, the Southern’s Industrial Development Department has complete and detailed information on hundreds of available sites of every size, kind and description.

This comprehensive “one-source” service for so many industry location possibilities throughout the Southland is set up to serve you – competently, completely and of course in strict confidence. Let us hear from you so we can help you.

Look Ahead – Look South!”

Harry A. DeButts
President

SOUTHERN RAILWAY SYSTEM
. . . . . . . . . . . . . . . Washington, D.C. . . . . . . . . . . . . . . .

. . . . . The Southern Serves the South . . . . .


Enjoy! [tup]

Tom [4:-)][oX)]

[LoveDomes]

Good Morning Tom

What a day over at the bar yesterday! [wow] So many Posts and so many guys contributing - just a great celebration for the one year Anniversary celebration. Well done, mate![tup][tup][tup]

Southern, huh[?] Check this out . . .

Southern on the move, Harrisonburg, VA (1947)



Until the next time!

Lars

[BudKarr]

Good Afternoon Captain Tom

Just my "usual" posting to support your activities over here. Things over at the bar are rather quiet today, but then again after the enormous outpouring of yesterday, who can blame the guys! Was quite the celebration - congratulations![tup]

Nice ads for the Southern these past 2 days and equally nice pix from you and Lars![tup]

My best wishes, albeit early, for a Happy Easter!

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

[siberianmo]

G'day!

Something from the Pullman days . . .

Pullman Company advertisement (1950s)


Later![tup]

Tom[4:-)] [oX)]

[LoveDomes]

Hey Tom

A bit late for me, but I saw the "light on" and figured SOMEONE was home![swg]

Remember this one[?]

Pullman International - Great Britain